Showing posts with label travel. Show all posts
Showing posts with label travel. Show all posts

Feb 23, 2010

Ride the Trans-Siberian Express? Google says no problem

Google makes a ride on the Trans-Siberian express possible from the comfort of your own desk.

Thanks to Google, you can now ride the Trans-Siberian Express from your home.

NEWSCOM


By Fred Weir Correspondent / February 23, 2010 Moscow

Riding the exotic Trans-Siberian Express is one of those dreams that most of us have at some point, though few ever act upon it. But now, thanks to the convergence of Internet technologies and the seemingly boundless imagination of the folks at Google, time, distance, expense and logistical complications are no longer viable excuses for not trying it (see video link below).

Seated at your own computer you can – figuratively – settle in to a first-class compartment, put your feet up, and watch as the vast land-ocean that is Russia slips by your window, along with its endlessly fascinating pageant of people and remote whistlestops.

Google-Russia's virtual, multi-platform Trans-Siberian experience covers the whole 150 hours, 5,753 miles and seven time zones, every inch of the journey rendered in glorious August daylight.

The entire route is geotagged, which means you can locate the train's exact spot at any moment on a Google map, or jump ahead to whatever point you desire. There's also an amazing photo gallery,

The magic moments are marked on the Website, like chapter headings. For many, these include crossing the Volga River at Nizhni Novgorod, coming into the Ural Mountains near Perm and, of course, the magnificent spectacle of Lake Baikal, the pristine lake at Asia's heart which contains 20 percent of the world's fresh water.

All the videos are archived on YouTube and accompanied by the obligatory soundtrack of rumbling train wheels. Alternatively, you can choose a live feed from Radio Rossiya, or listen to a Russian-language audiotape of Lev Tolstoy's 1,400-page tome War and Peace or Nikolai Gogol's almost equally weighty Dead Souls.

The whole idea started as a scheme to interest Russians in traveling within their own country and English-language subtitles and directions were only added as an afterthought, says Google-Russia's PR manager Alla Zabrovskaya.

"Russians love to travel, but mostly they want to go to foreign countries," she says. "We thought it would be good to show them the beauties of Russia, and what better way than to recreate the world's longest train ride, which covers two continents and an amazing variety of natural wonders."

The whole thing took two Google teams a month to film last summer and Ms. Zabrovskaya says that, since they put it up earlier this month, the response has been overwhelming.

'Really cool'

"We've gotten a lot of comment from Russian users, but we were a bit amazed when the reactions started pouring in from all over," she says. "Basically, people think this is really cool."

The train passes through 87 substantial Russian cities, and 14 of them have accompanying video tours conducted by a perky, but surprisingly erudite, blonde Russian DJ named Yelena Abitayeva.

Ms. Abitayeva's explorations of modern art in Perm, wooden architecture in Irkusk and a Buddhist monastery near Ulan Ude are worth checking out, even for those who don't much care for trains.

Not so long ago it was illegal to make films from Russian trains, especially of strategic "objects" like bridges and ports. But Russia's state-run railway company gave Google full assistance with this project, apparently in the hope that more Russians will decide to take the trip, which is one of the signature experiences of their own country. Currently, about three quarters of the people who board the Trans-Siberian Express in Moscow each week are foreigners.

"This is the most famous train in Russia, it's the one we name the Rossiya, and we really hope that this Internet experience will be useful and inspirational for more people," says Sergei Slutskov, press secretary for Russian Railways.

For those who are inspired, a one-way first-class (two people to a compartment) ticket from Moscow to Vladivostok aboard the Rossiya costs around $500. Luxury trains feature many more perks, including stop-overs in places of interest and onboard WiFi -- the better to trace every minute of your journey on Google.


Reblog this post [with Zemanta]

Jan 21, 2010

Yemen to revamp visa procedures in wake of failed Christmas Day airliner bombing

Yaffa schoolImage by Anduze traveller via Flickr

By Karen DeYoung
Washington Post Staff Writer
Thursday, January 21, 2010; A03

Yemen is changing its visa procedures as a result of the Dec. 25 airline bombing attempt in the United States and will require entry permits to be issued at its embassies abroad rather than granting them on arrival in Yemen, Foreign Minister Abubaker al-Qirbi said Wednesday.

His government has also asked all Arabic-language institutes in Yemen to provide information on foreign students, Qirbi said. Umar Farouk Abdulmutallab, the Nigerian charged with attempting to detonate a bomb aboard the Amsterdam-Detroit flight last month, was a student at such a school in Sanaa, the Yemeni capital, before he allegedly joined the al-Qaeda affiliate there last fall.

Yemen Modern School students..Image by Osama Al-Eryani via Flickr

In a wide-ranging interview at the end of a three-day visit here, Qirbi said that counterterrorism cooperation with the United States had improved under the Obama administration, but that U.S. intelligence was still not sharing enough of the kind of information that could prevent attacks like the Christmas Day attempt, which failed because the bomb malfunctioned.

Although Abdulmutallab's father had told the U.S. Embassy in Nigeria that his son was associating with extremists in Yemen, that information was not transmitted to Yemeni security officials. Qirbi said his government had not yet received any information about up to four dozen Americans that a Senate report Wednesday said had converted to Islam and become radicalized before moving to Yemen.

The State Department's top counterterrorism official, Daniel Benjamin, told the Senate Foreign Relations Committee on Wednesday that the presence of such individuals in Yemen is "obviously a major concern for us," although "we can't stop people from going across the ocean."

Overall, both Qirbi and Benjamin -- who testified with Jeffrey D. Feltman, the assistant secretary of state for Near Eastern affairs -- put a positive face on U.S.-Yemeni relations, saying that the countries are working closely together to combat al-Qaeda in the Arabian Peninsula and that U.S. military and development aid is rapidly increasing. Benjamin said Yemen would receive $63 million in aid this year, with additional military funding anticipated.

All three men, who met several times during Qirbi's visit, spoke of a "holistic" approach that would address the "root causes" of radicalization in Yemen, including poverty and unemployment.

But while Benjamin praised what he said was Yemen's recently arrived-at understanding of the threat posed by the al-Qaeda group, Qirbi said it was the United States that had recently awakened to the danger. "We felt that over the last 20 years, since Yemen started its fight against [al-Qaeda], that nobody paid much attention," he said.

In recent weeks, the United States has launched precision-guided missiles against al-Qaeda targets in Yemen, using Yemeni intelligence, according to U.S. military officials. Both countries have refused to comment publicly on the extent of U.S. intervention, with Yemen acknowledging only the assistance of U.S. "firepower."

Although administration officials have acknowledged a rapid increase in intelligence cooperation and military training in Yemen, they have said they are aware that too big an American footprint would exacerbate already strong resentment of a U.S. presence there.

On other matters, Qirbi said there had been little discussion during his visit of nearly 100 Yemeni detainees at the U.S. military prison at Guantanamo Bay, Cuba. An administration review has cleared 45 of them for release, but President Obama suspended their repatriation after the Dec. 25 attack. Qirbi said his government thinks the Obama administration's plans for indefinite detention without trial for some Guantanamo detainees "plays into the hands of al-Qaeda."

Echoing statements by other Yemeni officials, Qirbi said the radical Yemeni American cleric Anwar al-Aulaqi had survived a recent Yemeni airstrike. "He's alive, in one of the remote areas" of the country, Qirbi said. The Obama administration has said that Aulaqi was instrumental in radicalizing Maj. Nidal M. Hasan, the Army psychiatrist charged in the deadly Nov. 5 shootings at Fort Hood, Tex.

Qirbi said his government has asked Aulaqi's father, a former president of Sanaa University, to persuade his son to turn himself in to face "legal action" in Yemen.

Reblog this post [with Zemanta]

Oct 29, 2009

High-Speed Trains Are Making China Smaller - Newsweek.com

BEIJING - MAY 28:  Ambulances line up to trans...Image by Getty Images via Daylife

Published Oct 24, 2009

From the magazine issue dated Nov 2, 2009

For decades, rail travel in China meant an arduous overnighter in a crowded East German–designed train, riding along a rickety old track. Now China is undergoing a rail revolution. Over the next three years, the government will pour some $300 billion into its railways, expanding its network by 20,000 kilometers, including 13,000 kilometers of track designed for high-speed trains capable of traveling up to 350kph. Result: China, a nation long defined by the vastness of its geography, is getting, much, much smaller.

Already, the journey from Beijing to Taiyuan, the capital of Shanxi province, has been slashed from eight hours to three. Shortly before the Olympics last year, the 120km trip from Beijing to Tianjin was cut from almost an hour to just 27 minutes. In the next few years, a train journey from Wuhan to Guangzhou, halfway across the country, will shrink from 10 to three hours. The trip from Shanghai to Beijing, which currently clocks in at 10 grueling hours—and twice that, not so long ago—will be cut to just four, making train travel between China's two most important cities a viable competitor to air for the first time. Similarly, a trip from the capital to the southern manufacturing powerhouse of Guangzhou—more or less the entire length of the nation—will take just eight hours, compared with 20 before and more than a day and a half by bus.

In many ways, China's rail revolution is comparable to the building and opening of America's transcontinental railway in the 19th century or, more recently, to the opening of the U.S. interstate highway system in the 1950s and 1960s. In their own ways, each of those infrastructure projects opened up the United States for development, exploration, and trade. By making travel available to ever-larger numbers of people, they changed not only distances, but individuals' perceptions of their own limitations, shifting "people's mental maps of the land mass in which they lived," says Colin Divall, a professor of railway history at University of York in the U.K.

The advent of high-speed trains is likely to have even greater implications for China, given its larger territory, population, and history of regional unrest. By improving connections, they may help spread economic development more evenly around the country, helping Beijing to bind the nation together and strengthen its hold over the provinces, and decreasing the likelihood that China's internal divisions might one day lead it to fragmenting into "warring states," as some worst-case forecasts have predicted. In particular, the leadership hopes that its call for the nation's talents and industry to "go west" to China's poorer provinces may become easier once western regions become less remote, thanks to rail. Thus the gaps in wealth, status—even dialect—that now divide countryside and city, the more urbanized east and the mostly rural west may be narrowed, advancing Beijing's vision of a more "harmonious society."

Bullet trains are already expanding the definition of a day trip and could help transform isolated backwaters like the inland city of Xian into booming heartland hubs. With traffic already clogging China's expanding network of highways, bullet trains could ease the snarls while opening up travel to the millions of Chinese still unable to afford a car, or a plane ticket. In general, high-speed rail is likely to be just as fast as air travel, at half the price. By shrinking people's sense of the scale of the nation, fast trains may also help stimulate the creativity and new thinking that China needs for the next stage of its economic development. Xie Weida, a professor at the Institute of Railways and Urban Mass Transport at Shanghai's Tongji University, argues that "transport will have a big impact on every aspect of the entire life of our society," stimulating development "not just in the field of economics, but in politics and culture too."

Already, government investment has created something of an economic miniboom. At the railway station in Suzhou—the old Yangtze delta city north of Shanghai famous for its canals and ornamental gardens—teams of construction workers now spend their days suspended precariously from a latticework of girders high above the track. Soon, a brand-new glass-and-steel terminal will rise here, and the crumbling old 1950s station, with its few platforms, will be consigned to history. Guangzhou, Shanghai, and other cities are following suit, building shiny new stations to service the fast new trains. Authorities are so confident about the market that they've invested tens of millions of dollars in localizing production of bullet trains, with 85 percent of the parts for trains in the new Beijing-Shanghai line expected to be manufactured domestically.

Far bigger economic effects are down the line. The train tracks are helping to spur consumer spending, with Beijing residents traveling as far as 120 kilometers to shop in places like Tianjin, where prices are lower. The $8.50 one-way trip takes less than 30 minutes, attracting many middle-class passengers who see the bus—which takes three times as long—as a nonstarter. Beijing's campaign to promote development across regions—like the Yangtse River Delta around Shanghai, or the Pearl River Delta from Guangzhou to Hong Kong—gets a huge boost from the fact that it will soon be possible to traverse these regions in minutes. High-speed rail will cut the trip from Shanghai to Nanjing from what was originally four hours to just 75 minutes. The city of Wenzhou in southeastern Zhejiang—home to many of China's biggest private enterprises, including fashion brands like Meters Bonwe and shoemakers like Aokang—has long been hindered by its relative isolation in a mountainous coastal area. This month it opened high-speed rail tracks connecting it for the first time to Ningbo, a major port, and to the neighboring province of Fujian, an important hub for Taiwanese investment. The link, which will ultimately extend south to Hong Kong, is expected to further stimulate Wenzhou's legendary entrepreneurial spirit, which has seen it move rapidly from small family workshops to major textile and electronics manufacturing, as well as becoming the source of much of the real-estate investment around China.

The high-speed lines will also help eliminate trade bottlenecks by freeing up space on existing tracks. Paul French, head of the Shanghai retail and logistics consultancy Access Asia, says many foreign businesses are frustrated by the lack of space for transporting goods on China's railways, with freight trains monopolized by shipments of coal and grain. "There's too much investment in passenger rail now and not enough in cargo," he says, noting that this forces companies to add to the number of "overloaded trucks plowing along China's death expressways." But the investment in passenger tracks will allow the old lines to be used for cargo, aiding the Chinese economy by allowing for a more efficient freight-train network. Xie says the government also plans to bolster freight rail with a $40 billion investment on new rolling stock by the end of 2010.

That could put Beijing's policy of opening up the west in high gear. Introduced in 2000 with the aim of binding some of China's poorer western regions to the economic growth of the east coast, thus reducing dangerous social and economic imbalances, the initiative has been hampered by slow and expensive transport connections and the unwillingness of qualified talent to work in remote western regions. The fast-train links may help reduce all of these problems. The ancient capital of Xian has struggled to attract cutting-edge industries to its isolated location, 1,200 kilometers and 10 hours by train from Beijing, but soon that ride will fall to just four hours.

China's effort to develop medium-size cities across the country, in order to reduce the pressure of massive internal migration on big coastal cities, will also get a boost. The fast-rail links include rapidly expanding light-rail connections around major cities, encouraging moves from central cities to smaller satellite towns, or even commutes from one city to another. Retired people seeking a better environment are beginning to do the same.

Still, there is also the possibility that the unifying aim of the high-speed-rail project could create unexpected challenges for Beijing. Some of the fast-train routes are so popular that many passengers can be forced to stand throughout their journey. Outrage over this has led some media outlets to demand that the state-controlled railway system be opened to competition. "Only when monopoly is replaced by free competition," said an article in the Chengdu Business Daily, "can we expect real quality train services." What's more, improvements in mobility could begin to undermine the Chinese government's highly restrictive residency regulations, which even today tie people's right to welfare, health care, and education to the place where they were born or have worked during their adult life. Now, according to Mingzheng Shi, head of New York University's teaching center in Shanghai and a specialist in China's urban development, more and more people are moving across old administrative boundaries. "Their concepts of cities and distance are changing," he says. "People from Shanghai see no problem now in living in cities in southern Jiangsu province, where apartments are cheaper, and then taking the fast train to Shanghai in 20 to 40 minutes." Large numbers of urban residents moving away from the cities where their welfare entitlements have traditionally been located may prove too much for the household registration system, and could lead to its "eventual complete collapse," says Shi, removing a vital plank of the state's traditional mechanism of social control.

Over the longer term, easier travel could be the driving force behind a new understanding of what China can one day become. Chinese officials have long argued that the nation's vast area and population make it too unwieldy to be suited to multiparty democracy—and this idea has been deeply lodged in the Chinese psyche for generations. This may have been unsurprising in a country where a couple of decades ago it would often take half a day to get to the next town, and where it could easily take four hours to make a phone call from one city to another. Yet once people begin to sense that their country is getting smaller, those obstacles are likely to seem smaller, too. In fact, the effect of the high-speed trains could be that they do bring China together—just not in the way Beijing might have planned.

Find this article at http://www.newsweek.com/id/219416

Reblog this post [with Zemanta]

Aug 11, 2009

Trains and Vans May Beat Taxis to the Airport

Getting to the airport on the outskirts of town used to be a simple proposition — catch a taxi, even if it meant sitting in traffic.

But in recent years, the number of options has grown, especially at some of the biggest airports, with direct trains and shared-ride services. The additional options are cheaper and also more reliable, in many cases, if there is a lot of traffic on the highways.

Shared-ride transfers offered by companies like SuperShuttle in the United States and Go Airport Shuttle, which operates in North America and Britain, can be more time-consuming than a taxi or limousine ride, but are significantly less expensive. And fast trains — like the Heathrow and Gatwick Express trains in London and AirTrain JFK and AirTrain Newark in the New York area — are less expensive than a taxi and often faster.

The express trains and shared-ride transfers are becoming more attractive to business travelers, said Dave Kilduff, managing director of ground transportation consulting for the CWT Solutions Group, because in “this type of economic environment, corporations are turning over every rock to save money. They’re looking at alternative forms of transportation.”

And services like the Heathrow Express “are not only faster, they’re keeping people off the road, they’re environmentally friendly,” he added.

In the first six months of this year, the number of travelers whose flights ended at Heathrow Airport was down 8.9 percent from the period a year earlier. But Heathrow Express’s share of those passengers rose 1.6 percent in that period.

Similarly, passenger traffic at La Guardia, Kennedy International and Newark Liberty International airports, all operated by the Port Authority of New York and New Jersey, declined 9.4 percent in the first five months of this year compared with the same period in 2008. But passenger traffic on the Kennedy and Newark AirTrains, also operated by the Port Authority, was 1.4 percent higher in the first five months of this year than the same period last year.

William R. DeCota, the Port Authority’s director of aviation, estimates that on weekday peak travel times, one-third to one-half of passengers on the Kennedy and Newark trains are business travelers.


Richard Perry/The New York Times

In budget-conscious times, trains and shared-ride vans are becoming more popular as a way to get to and from the airport.


Perhaps the biggest attraction is the cost savings. The AirTrain JFK, which picks up travelers at the Howard Beach and Jamaica train and subway stations, is $5 one way. Travelers flying out of Newark can take a New Jersey Transit train from Pennsylvania Station in Manhattan to Newark Liberty International Airport station, where they pick up AirTrain Newark; the one-way fare for the entire trip is $15. By contrast, a one-way cab ride from Midtown Manhattan to Kennedy Airport is $45, plus tolls and tip, while a one-way cab ride from Midtown to Newark can go as high as $90, plus tolls and tip. Depending on traffic, an AirTrain transfer can also be quicker than a taxi.

Kenneth Lin, a senior planning manager in New York for Parsons Brinckerhoff, a consulting company that advised the Port Authority on construction of the AirTrain JFK, says he is a devotee of public transit, including AirTrain JFK.

“It’s cheaper than a taxi and more reliable during rush hour,” he said. “It reduces stress, as it is less idiosyncratic than taxis, and it usually arrives on time. In a car or taxi, it could be a very fast or very slow trip, depending upon traffic.”

The Heathrow and Gatwick Express trains — both of which have economy and first-class cars — offer significant time savings: the Gatwick Express travels to Victoria Station in 30 minutes, while the Heathrow Express takes only 15 minutes to get to Paddington Station. During rush hour, those trips can take triple the time in a taxi.

A round-trip economy-class fare on Gatwick Expressis £28.80 (about $48) and a round-trip first-class fare is £48. On Heathrow Express, the economy fare is £32 round trip, and the first-class round-trip fare is £50.

Money saved by using these trains is also significant: During rush hour, a cab ride from Heathrow to Paddington can cost as much as £80 ($134), without tip, while a cab ride from Gatwick to Victoria Station can cost as much as £90 without tip.

To lure business travelers, Heathrow Express has installed Wi-Fi and cellphone service; Gatwick Express offers cellphone service and refreshments. There is a charge for the Wi-Fi service and refreshments.

The two top providers of shared-ride service are SuperShuttle, which is owned by Veolia Transportation and serves 33 airports in 26 markets in the United States, and Go Airport Shuttle, a group of franchised operators that serve 80 airports in 36 cities in the United States and in Toronto and London.

Both companies set a 15- to 20-minute window of time for passenger pickups, at their home, office or hotel. Passengers travel to the airport in a van with others picked up along the way.

A taxi ride may be faster, but will certainly be more expensive. A one-way SuperShuttle ride to La Guardia from the Waldorf-Astoria hotel in Midtown Manhattan is $14.15, and slightly higher from a Manhattan home or office. SuperShuttle typically requires a pickup three hours before a flight departure

ShuttleFare.com, a Web site that lets travelers book many types of airport transfers, including those offered by SuperShuttle and Go, recently introduced a corporate discount program that waives its normal $4 service fee per booking, and discounts fares by 7 percent.

Matthew Holdrege, director of international sales for Strix Systems, a wireless broadband manufacturer in Newbury Parks, Calif., said he found train transfers particularly attractive “as long as you travel light.” But, he added, “If I’m traveling with my wife, who can have a lot of luggage, she may prefer the princess treatment. So forget about public transportation.”

Aug 9, 2009

Tips for Traveling with Twitter

Twitter Manual
Twitter—and its logo—are often seen on travelers' laptops and phones.
By Janelle Nanos
Photo by Simon Oxley/iStockphoto.com

The popular micro-blogging site is a handy tool for world roamers.

Twitter is a bona fide phenomenon, an obsession of Ashton and Oprah, and, as it happens, a terrific tool for travel. The free online social network service not only allows you to pose travel questions to your followers, but it's also been known to subvert communist firewalls and served as a lifeline for sharing information during the recent post-election conflict in Iran. As of this summer, the site was getting 20 million U.S. visitors a month. Here's how to tap into its travel potential.

What is it anyway? Twitter is a free micro-blogging platform that allows you to post short 140-character updates (that's about 25 words) to the Web for your "followers" to see. The site also lets you "follow" other people. So instead of making an expensive phone call to Mom letting her know you landed safely in Peru, you can update her, and your followers, in real time. ("Crying baby next to me on flight, but arrived in Lima in one piece.")

Before You Leave Get insider information about your destination by finding experts or groups to follow. You can search for the place either by typing its name into the search under the "Find People" tab, or by using a hashtag, which attaches a hash symbol as a prefix to any topic, allowing people to search for it easily (for example, #peru, or #travel). This will help you identify local experts and official tourism bureaus such as Portland, Oregon, which has set up a Twisitor Center—@travelportland—that allows travelers to pose questions and get recommendations from staffers.

Finding the Deals Many travel companies and airlines now use Twitter to broadcast discounts and deals, especially late-breaking ones. Marriott (@MarriottIntl) has offered Twitter-specific contests and giveaways to promote deals.

Getting the Tweet Out There are many ways to update your Twitter feed while traveling. One method is to set up your Twitter account to accept updates via text messages from your phone. (If you're traveling internationally, check Twitter's help pages to find out how to send messages when abroad and what your phone carrier charges for international text messaging.) You can beat some of those costs by downloading a free application for Web-enabled phones, like TwitterBerry for the BlackBerry and Twitterfon for the iPhone. Similarly, TwitPic is an application that allows you to send photos to Twitter.

The New Guidebook? Some travelers are setting guidebooks aside and relying instead on the tweeting masses to plan their itineraries. Earlier this year, Guardian reporter Benji Lanyado embarked on a "TwiTrip," asking his Twitter followers to guide him on hotel reservations, coffee shops, and museums around Paris, while Paul Smith became a Twitchiker, using the kindness of those on Twitter to put him up as he traveled from the U.K. to New Zealand. You need not take things as far, but Twitter can be helpful if you're looking for recommendations, whether for restaurants or local events. Of course, it's best not to become too dependent on technology. "You've got to find the balance," says Twitter user Sheila Beal (@GoVisitHawaii), who warns of "twittering so much that you're not living the moment, which is akin to seeing your vacation through the camera viewfinder." Don't focus so much on the small screen that you miss the big picture.

Follow Us on Twitter Get travel news and tips from the Traveler staff and other departments of the Society: @NatGeoTraveler, @IntelligentTrav, @Marilyn_Res,@NorieCicerone, @Elliottdotorg,@AmyTravels ,@Janelle_IT_Blog, @SOKeefeTrav, @NGSTravelEditor, @Stefan_Art, @Don_George, @NatGeoSociety@NatGeoMusic,@NatGeoMaps.

Aug 5, 2009

On the Road in Iran

Published May 23, 2009

From the magazine issue dated Jun 1, 2009

On a warm Friday in late April, as I rode back from prayers at the Molla Esmail Mosque in the dusty central Iranian town of Yazd, my companion was a loaded Kalashnikov rifle. The weapon belonged to the man who had just led the Friday prayers, as he does every week: Hojjatoleslam Mohammad Sadoughi, a kindly 60-year-old cleric who normally uses a cane but leans on the rifle when he delivers sermons. Sadoughi is the official representative of the Supreme Leader of the Islamic Revolution for Yazd province. This means that, in addition to leading Friday prayers, he plays host to Ayatollah Ali Khamenei whenever the Iranian leader visits Yazd, where his mother's family is from. This afternoon I too would be a guest at Sadoughi's sumptuously restored historic home in the ancient city center. While I have spent most of my life in the West, Yazd is my hometown as well, and whenever I visit Iran I return there to see relatives, one of whom (through marriage) is Sadoughi's wife, Maryam. Mrs. Sadoughi is a highly educated and erudite woman who, notwithstanding her black chador and obvious Islamic piety, holds reformist—even liberal—political views and is a strong supporter of her brother, the former president of Iran, Mohammad Khatami. So too is her husband, owner of the Kalashnikov that lay next to me.

The layers of contradiction that make up the modern Islamic Republic of Iran are both pervasive and confounding, and not any less so in Yazd. Set amid the blistering deserts of central Iran, the city is home to the kind of fierce religiosity bred in Islam's starker landscapes, and many of its sons were sacrificed to the bloody war with Iraq. Yet it is also a capital of pre-Islamic Persia, and is well known for its Zoroastrian temples and grave sites. (At one fire temple, priests continue to tend a flame that they claim has burned for more than 500 years.) It is the only city in the world that can boast two native sons, Khatami and Moshe Katsav, who simultaneously served as presidents of Iran and Israel. Even the mosque where Sadoughi leads prayers is named after a Jewish convert.

The sermon that Sadoughi had delivered that morning had been equally impossible to categorize. He defended the inflammatory speech that President Mahmoud Ahmadinejad had delivered earlier that week at a United Nations conference on racism, chiding Western nations who "allegedly are … defenders of free speech" for walking out. But he also criticized the government, in this case for failing to ensure that Iranian pilgrims traveling to Iraq were adequately protected, a large number of them having been killed the day before in a suicide bombing near Baghdad. And he conceded that the United States had elected a new president who had promised to change its relationship with Iran. He declared that Iranians were waiting to witness real deeds from Washington, not mere rhetoric. But at the end of his 30--minute sermon, unlike past Friday prayers and prayers that same day in Tehran, there were no chants of "Death to America" or "Death to Israel," not even halfhearted ones. Later that night in his office he repeated, wistfully, the same sentiment—that words alone were not enough from the United States, not for Iranians, who are master rhetoricians, and who well understand the many uses to which they can be put.

Anyone reading a translation of Sadoughi's sermon would quite likely miss the sincerity of his appeal, the doors it carefully left open. After 30 years of enmity, the United States and Iran have almost entirely lost the capacity to interpret such subtle signals. Very few serving U.S. officials have met their Iranian counterparts, and almost none have ever visited Iran. Yet such expertise is more critical than ever, as the administration of President Barack Obama prepares to embark on what could be months of difficult negotiations aimed at halting Iran's nuclear-enrichment program.

After Obama videotaped a Persian New Year's message for the Iranian people, reiterating his offer of unconditional talks, most Western commentators interpreted Khamenei's lengthy and defiant response as a slap in the face. But what would have been most significant to any Iranian listening was a passage at the very end of the speech, when Khamenei said, "If you change, our behavior will also change." Iran's supreme authority had never before used the word "change" in such a context, for up until now the Islamic Republic's position has been that there is nothing objectionable about its behavior. If the Obama administration truly wants to forge a new relationship with Iran, it will have to learn to hear the things Iranians are saying to them, whether it be the Supreme Leader or the rifle-toting Sadoughi.

I had come to Yazd to begin a road journey north, to Tehran. The route is a well--traveled one; it starts all the way in the south at the ports on the Persian Gulf, crosses deserts, and runs past cities such as Isfahan and Qum before entering the capital, a megalopolis that is home to 20 percent of Iran's population. While that 20 percent is of great significance in terms of what Iran is and how Iranians think, we, and even Iranians themselves, often forget or neglect the other 80 percent. Only by getting out of the confines of Tehran can one fully appreciate all the different, contradictory worlds that constitute modern Iran.

The drive from Yazd to Isfahan, along highways 71 and 62W through the vast desert, can be a colorless, mind-numbing journey, punctuated by occasional patches of green as one crosses villages and towns, and green highway signs every few miles praising Allah or offering a Shia exhortation. If one has any doubt that the common people of Iran are as pious as their government, one need only read the signs painted on virtually every private truck and bus traversing the highway, which all spell out the same messages. They often compete with absurd images of Mickey Mouse or misspelled English words like "rode warrier," and even Shia expressions written in the Latin alphabet.

Along the highway, I passed through two police checkpoints, one ostensibly to catch illegal immigrants (Afghans, mostly, who cross the border almost as frequently as Hispanics do the Mexican border with the United States), the other to catch smugglers (mostly opium and heroin, again from Afghanistan). The magnitude of Iran's drug problem—more than 1 million Iranians are estimated to be addicted to narcotics—was visible not just from the checkpoint but also at a teahouse I stopped at near Naien, where a young man in his 20s was dozing off on a bench by the door. Every few minutes he would open his eyes and stare absent-mindedly into the distance, ignoring my driver and me, and then nod off again. When the proprietor brought out our tea, he looked at me apologetically and gestured to a third cup on his tray. "When they smoke a pipe, they get sleepy," he said, shaking his head as he placed the cup in front of the young man and exhorted him to drink.

Built by the 16th-century Safavid dynasty (which first declared Shia Islam the national religion) as its capital, Isfahan is perhaps Iran's most beautiful city. Famous for its large town square and the mosques and palaces that surround it, the city is also known for its bazaar and for the business acumen of its citizens, some of whom trade in the exquisite Persian carpets that, along with its stunning architecture, make Isfahan world-renowned (or at least that's what the Isfahanis think). Isfahanis seem to other Iranians the way Iranians often seem to the rest of the world: they can be a prickly lot and fiercely chauvinistic, not least because they view their city as the epitome of culture, and have, for as long as can be remembered, referred to Isfahan as "nesf-e-jahan," or "half the world." This self-regard is evident almost from the moment one enters the city, as first my Yazdi driver asking directions complains about the surly reaction from locals, and then the clerk at my hotel, after having a few words in English with an irate European tourist, turns to me and says, in Farsi, "They ride us over there and want to ride us here too."

Our image of a bazaar—a maze of tiny shops and shopkeepers hawking inferior goods or preying on unsuspecting and often lost customers—is only partially accurate. Isfahan's bazaar houses not just hundreds of stalls but offices, often hidden away, where the real business is done: the coppersmith hammering pots and pans may be working for a man engaged in the wholesale trade of copper wire and piping. When the bazaar goes on strike (as it did during the revolution, contributing greatly to the fall of the shah) or threatens to do so (as it did more recently, in reaction to a planned new tax) it's not just shoppers who are inconvenienced; the entire economy of the country can grind to a halt.

At one dark shop selling shoes, not too far from the bazaar's grand entrance, I noticed some traditional slippers interspersed among cheap Iranian- and -Chinese-made shoes. They are hard to come by, since most Iranians prefer Western styles, and I engaged the shopkeeper, asking him which style he thought was best. This threw him for a moment. He sized me up, wondering if I might be a tougher negotiator than he'd imagined. "Who do you want them for?" he asked. "Yourself?" I told him I was just wondering, and he then listed the relative advantages of each style, told me which city they were from and why each of them might be best suited to my ambiguous purpose. He guided me to one pair that I'd paid a little more attention to than the others, rather nice, and told me they were particularly fine, and only $40. I picked up the pair next to it, identical to the ones the doormen at my hotel wore, and he launched into a sermon on how they were the finest shoes, completely handmade and indestructible. They happened to cost only $60, he said, but I knew they could be had for less than $40 in Tehran. I also knew, of course, that I could bargain him down to $40, but I thanked him and left.

Contrary to the perception that bazaar merchants will follow a customer out of the store, as some do in tourist-heavy Arab countries such as Morocco, in Iran a bazaari would consider that kind of behavior beneath his dignity and a sign of weakness and desperation. The shoe salesman knew two things: one, that if I really wanted a pair of Persian slippers I would be back, and two, if I came back he'd negotiate in earnest and make a sale. He did not need to waste time with someone he wasn't sure was serious, and he would not enter into negotiations unless he felt both he and the customer could and would deliver, and part satisfied with the transaction. Negotiating, in the bazaar or elsewhere, is a practical matter for Iranians. As Ali Larijani, Iran's former chief nuclear negotiator and now speaker of Parliament, said when asked if he'd been moved by Obama's video message: "Our problems with America are not emotional."

The highlight of the drive from Isfahan to Qum, at least for someone from the West, has to be the Natanz nuclear-enrichment facility, located outside a once unremarkable town and conveniently right alongside the highway. It is easy to miss, but few drivers resist the temptation to point it out, especially to foreigners. What is visible in the distance are a number of buildings, which can also be seen on Google Earth, but it is up to one's imagination to picture the now thousands of centrifuges spinning tens or hundreds of meters below ground, depending on whom one believes. Stopping by the side of the road will invite a swift response by the Revolutionary Guards. Still, the facility's presence right there for all to see on one of the more heavily traveled highways in Iran naturally raises the question of whether Iran's nuclear program has been worth the cost. The answer is yes, according to the vast majority of Iranians, even though some may disagree with their government on almost any other matter.

Ever since Iran's enrichment program was revealed, the government has done a much better job of justifying it to its own people than to the outside world. Iranians know well that before the Islamic revolution, their country suffered at the hands of the great powers—Great Britain, Russia and the United States—whether through cripplingly one-sided tobacco and oil concessions, land grabs or outright regime change. Framing the nuclear issue as one of the rights, or haq, of the Iranian people that the same powers now want to deny them was a brilliant move. It ensured support for the government's insistence on taking full advantage of every right afforded it under the Nuclear Non--Proliferation Treaty, whether absolutely necessary or not. The United States has questioned Iran's need to make its own fuel for reactors not yet built. But to Iranians, the idea that their nation should be dependent on outside sources for fuel when the reactors finally are built is anathema. If President Obama would like to liberate America from dependence on foreign oil suppliers, many Iranians argue, then why should Iran be forced to depend on foreign sources for its energy?

That doesn't mean every Iranian agrees with the Ahmadinejad style of negotiating the nuclear issue, in which he's conflated defending Iran's rights with denying the Holocaust and Israel's right to exist. But Iranians do agree with the fundamental principle, one that the more genteel Khatami government also adhered to—i.e., that Iran will not give up its haq simply because greater powers say it should.

My driver on the road to Qum—an off-duty Isfahan policeman who much to my alarm could barely keep his eyes open at the beginning of our journey, thankfully due to a sleepless night of crimefighting rather than a heavy dose of morning opium—was no exception. I wondered, given that he admitted he couldn't make ends meet on his policeman's salary of $300 a month and was forced to drive a car two or three days a week, whether he might still be as enamored of President Ahmadinejad as he was when he voted for him four years ago. "He's done many good things," he said to me, "and he works really hard for the people." Patrolman Ali was unconcerned with Israel, and granted that better relations with the United States could improve the deteriorating economic situation in the country. But he felt that he should leave the big political issues to the experts, for he had only a high-school diploma. That Iranian scientists have mastered enrichment technology at Natanz is not only a source of pride for Isfahani policemen, but also for almost all Iranians, who place a premium on scientific study and who rigorously apply an honorific—"Mohandes"—to anyone who has a degree in engineering.

Qum, Iran's religious capital, holds a special place in the hearts of the pious, though my driver was not starry-eyed about its virtues. "Blessed as this place is," he said as we entered the city, "it is cursed by its hot weather and salty water. God gives and he takes." I mentioned that the birthplace of Islam in Arabia was also no paradise in terms of ab o' hava ("water and weather," a favorite expression and obsession of -Iranians), and although the thought hadn't occurred to a native of Shiraz who lived in Isfahan, two cities known for good ab o' hava, it only confirmed to him that Allah works in mysterious ways.

Qum is home to a major pilgrimage site—the grave of Fatemeh, sister of Imam Reza—and its dozens of seminaries are the foundation of the clerical establishment at the heart of the Islamic Republic. But five minutes outside town lies another mosque, at Jamkaran, the site of a vision of the hidden Twelfth Imam, who went into occultation 11 centuries ago. For years Jamkaran was an obscure site, apart from the Qum orthodoxy, but since Ahmadinejad came to power and started talking about the return of the Mahdi, or messiah, it has grown into what can only be described as a megamosque, and one that dwarfs the megachurches of California or Texas. On Tuesdays (the day the Mahdi allegedly appeared at the site) and on Fridays hundreds of thousands of pilgrims show up, on foot, by car and by coach, to pray, picnic and to drop a handwritten note into a well (actually two wells, gender-segregated but close) where some believe the Mahdi will read them and perhaps grant the wishes of the petitioners. I had visited three years ago on a Tuesday evening, in time for the dusk prayer and in the company of an overflowing crowd of what seemed like millions. But on this trip my car pulled into the new parking area on a Sunday afternoon, a normal workday in Islamic countries. I was struck by the scale of the construction: hundreds of thousands of square feet of new covered space surrounded the main mosque, and new minarets on the edges of the grounds could be seen from miles away.

It is tempting to think of Jamkaran as emblematic of a Shia obsession with the end of days—some have used it to argue that Ahmadinejad's government is seeking nuclear weapons in order to hasten the apocalypse and the return of the Mahdi. But Jamkaran is much more a place for people, admittedly pious, to get away from the rigors of life, and to hope that through their journey here they will somehow be saved. Begging favors of a hidden imam (as preposterous as his presence at the bottom of a well may seem) is not, as far as some Iranians are concerned, that different from Roman Catholic belief in the healing powers of a visit to Lourdes. On this day a group of a half dozen or so women in chadors were picnicking and enjoying themselves under one section of the half-finished extension to the mosque. At the well, I approached a group of young boys dropping notes down to the Mahdi. One of them, trying to peer through the grate into the pitch-black depths, asked me if I had a flashlight. "Do you think there's someone down there?" I asked him. "We want to see," he replied, and I suspected he and his friends were unconvinced by the myth. An older man stood at the counters nearby, deep in thought and jotting down words on a small piece of paper, collecting his thoughts, and then writing some more.

A tall, slender and handsome young woman in a black chador, with the faintest hint of makeup, furiously scribbled at another counter, oblivious to the fact that she was in the men's section. She folded her note, walked up to the well and dropped it through the grate. "A special favor?" I asked her. She looked at me suspiciously for a moment, and I explained that I was a reporter. "It's private," she said, "but we all have problems, don't we?" She walked away, perhaps skeptical that I had no ulterior motives. Her answer and her demeanor, however, spoke volumes. She was purposeful and had no time for state-imposed gender segregation. Whatever her "problem" was she didn't want to take it to a mullah in Qum who might lecture her on the fine points of Islam or Islamic behavior. (Indeed, a yearning for the Mahdi can be seen as a rejection of clerical rule, for the ayatollahs exist to defend Islam only in the absence of the Mahdi, and presumably will have outlived their usefulness upon his return to the physical world.) And she felt she had a place to go, on a weekday when perhaps her family or husband were at work, to unburden herself. Other people I talked to, both times I visited, were hoping for everything from a cure for a backache to a relief from debt, and the presence of well-marked infirmaries on the grounds suggests that Iran, a nation of hypochondriacs, is as concerned with survival as it is with salvation.

Just before reaching Tehran's train station, traditionally the southern gateway to the capital, one passes through a neighborhood called Javadieh. Once a notoriously rough area—Tehran's South Bronx or Compton, and nicknamed "Texas" for its Wild West atmosphere—it is rarely visited by most Tehranis even today. Yet the neighborhood is far less seedy than it once was. Modern apartment blocks compete with the older mud-brick buildings crowded onto narrow alleys and streets. New cars are parked everywhere.

This is Ahmadinejad territory. Although the president was actually raised in a lower-middle-class neighborhood farther north, his appeal as a man of the people, an incorruptible and unpretentious politician who has the interests of the poor at heart, is strongest in places like Javadieh. South Tehran is deeply religious, yes, but, more important, working class—suspicious and resentful of authority, particularly if that authority is identified with Iran's wealthy elite (many of whom are clerics). Residents turn out to vote in great numbers, with good reason: the Tehran mayors they've elected, including Ahmadinejad, have transformed this part of the city. Its denizens now enjoy good schools, parks and clean streets, as well as something that was once impossible in a strict class society: hope. Ahmadinejad's health-insurance plans for the poor and doubling of government pensions have won him many fans in Javadieh, but at least as important is his example of a poor-boy-made-good. Often he is respectfully referred to as Dr. Ahmadinejad, to note his Ph.D. (in traffic management).

The freedoms we value so much in the West are nowhere near as attractive as this new social mobility. On the streets of Javadieh, I stopped to talk to a man parking a late-model Pride (basically an -Iranian-made Kia) in front of a butcher shop displaying the heads and feet of sheep on the sidewalk. "In my father's day we could not have imagined owning a car, much less a new one, or taking vacations," he said, adding, "Shokr"—an expression meaning "one must be grateful." As bad as the economy is in Iran, with double-digit inflation (meas-ured in dollars) and unenviable unemployment statistics, every single motorcyclist I saw on Javadieh's traffic-clogged streets had a cell phone poking out of his pocket.

The Middle East's longest street begins at the railway station. Once vaingloriously and eponymously named by the Pahlavi dynasty, it is now Vali-asr Boulevard, and it runs uphill to the very northern extremes of the city. Whereas downtown one sees mostly older men and women dressed conservatively—even shabbily, almost as a badge of pride—jeans, colorful headscarves and gelled hair become more common in the boulevard's northern stretches. At Vanak Circle, a busy intersection with a JumboTron in one corner that unofficially demarcates North Tehran from the rest of the city, I stopped at a newsstand to pick up an English-language newspaper while a young man pushed in front of me to pay for his. I asked him who he thought would win the June 12 elections. "God forbid that anyone but Ahmadinejad does!" he replied. I was taken aback, and he noticed my surprise. "Let Ahmadinejad win," he explained, "and he'll be the downfall of the entire system."

Sentiments like that often give outsiders the impression that it's only a matter of time before Iran's youth—who make up three quarters of the population—overthrow their government. Yet while young Iranians can be just as focused on having fun as they are everywhere else in the world, the rights we ordinarily think of as lacking in Iran, such as the right to dress or behave as one pleases, are not their main concerns. Generally speaking, they are free to do as they please behind closed doors. They can watch first-run (if bootleg) Hollywood movies, on Samsung flat-screen TVs, while downloading songs to their iPods. (They can also drink alcohol, bootlegged through Kurdistan, and, even more cheaply, do drugs.) Even those who rebel against the austere social climate are as proud of their Persian-ness, their history and their culture as any other Iranian. Although they tend to be wealthy, well traveled and in many ways quite Westernized, they don't necessarily want their nation to be anything but independent of both East and West.

North Tehranis react with the same outrage as other Iranians whenever an American map shows the Persian Gulf as "the Gulf," or whenever Hollywood depicts Persians in anything less than a flattering light (such as in the movies Not Without My Daughter or 300). In late April, reports that Arab countries had demanded that Iran remove the name "Persian Gulf" from medals and brochures for the Islamic Solidarity Games to be held in Tehran in October sparked a particularly strong reaction all over town. "Screw them," yelled a friend of mine, a man educated in the West, completely Westernized, and hardly a supporter of the government. "Let the Arabs stay home—who gives a damn?" His indignant outbursts on the matter continued for days.

Near its end Vali-asr climbs steeply, into the foothills of the snowcapped Alborz Mountains. Here lies the home of the Islamic Revolution: Ayatollah Ruhollah Khomeini's family compound, Jamaran. Mrs. Sadoughi's brother, former president Mohammad Khatami, has an office here, in a villa granted to him by the Khomeinis, who are now almost all reformists. Khatami relishes his new role as an éminence grise of Iranian politics, and on the day I visited him in his stately offices, he was besieged in various drawing rooms by politicians, mullahs, women in chadors and journalists, all vying for a few minutes of his time. In private, he appeared relieved that he had abandoned his campaign for the presidency. I told him that there had been disappointment in many quarters when he endorsed another reformist candidate, former prime minister Mir Hossein Mousavi. "It is better to be a kingmaker than king," he joked to me in English.

It was a platitude, but I realized he was right. The Supreme Leader is, naturally, the supreme kingmaker in Iran, but there are others, including Ayatollah Ali Akbar Hashemi Rafsanjani, a former president, and Parliament Speaker Larijani. With myriad power centers and constituencies to keep satisfied (much as in the United States), running for or even being president requires compromises that a behind-the-scenes politician need not make. Khatami's decision to forgo an arduous campaign makes sense given the stakes this time around for whoever wins: the possibility of forging a détente with America after 30 years of open hostility. Some U.S. officials may have hoped that Khatami would be their partner in renewing ties, but he did the Obama administration a favor by choosing not to be king. Iran needs a president who can convince not just North Tehran but South, not just Tehranis but Yazdis, that the "change" the Supreme Leader promised is in their best interests. Khatami knows he can be more influential in this process, posht-e-pardeh, or "behind the curtain." In a land of mysteries, it is, not surprisingly, a favorite expression.

Majd is the author of The Ayatollah Begs To Differ.

Find this article at http://www.newsweek.com/id/199144

Jul 28, 2009

Data Security and the Worry-Free Traveler

Data Security and the Worry-Free Traveler (PDF; 483 KB)
Source: Kroll Fraud Solutions

It seems Americans have given up on the true getaway vacation. According to a recent study by Expedia, Americans receive – and use – less vacation time than their European counterparts. And for those who do get away, many often take the office with them on the road. We simply can’t unplug. Unfortunately, data breaches and identity theft don’t take holidays either. Given that the loss of a laptop, thumb drive, or even a wallet is all too common when traveling … maybe relaxing too much isn’t such a good thing after all.

Jun 28, 2009

Practical Traveler - The Soaring Cost of Car Rentals

WHILE the global recession has sent prices plummeting on airfares, hotels and cruises, it is having the opposite effect on rental cars.

In May, the average rate for a weekly airport rental of a compact car booked seven days in advance was $345.99, up a whopping 73 percent compared with $199.65 for the same month last year, according to the Abrams Consulting Group, based in Purchase, N.Y., which tracks rental rates.

In mid-June, weekly airport rental rates for a compact car averaged $347.44, compared with $210.38 a year ago — a 65 percent jump. “There’s a lot of sticker shock,” said Neil Abrams, president of the consulting group. “People don’t understand. The economy is caving around them,” he said, adding, “so how is it possible that rates are as high as they are for car rentals?”

The reason is basic supply and demand. Although demand for car rentals is down — by roughly 15 percent, according to Mr. Abrams — rental agencies have cut their fleets by even more, essentially creating their own shortage and jacking up prices.

To trim fleets, companies have been selling cars to the used car market and holding off on buying new ones. That doesn’t necessarily mean renters are getting clunkers, but it’s not unusual anymore to see a car with 30,000 miles on it. The average age of a rental car is now about 11 months, compared with about nine-and-a-half months a year ago, Mr. Abrams said.

All of this has changed the booking game for consumers. With many hotel rooms and airline seats empty, travelers have become accustomed to booking trips at the last minute. But with car rentals, that strategy won’t work. A procrastinator risks paying an exorbitant rate for the last car on the lot, assuming there is a car left. Many rental agencies in Manhattan, for example, have been sold out for the busy Fourth of July weekend for weeks.

Besides starting your search early, there are several ways to find a cheaper car. Off-airport locations are typically cheaper than airport locations, which tend to tack on fees that can raise the final price by 30 percent or more. According to an Expedia search in mid-June, an economy car from Enterprise Rent-a-Car from Seattle-Tacoma airport was $110.31 a day, compared with $42.90 for a similar car from the same company in downtown Seattle.

Travelers willing to go farther can save even more. For a 38-day road trip from Portland to Michigan, Ed Immel is saving about $800 by not renting from the airport or even downtown Portland. Instead, he is going to an Enterprise branch in the bedroom community of Beaverton, Ore., about 25 miles outside of Portland. “My advice,” said Mr. Immel, a retired rail planner from Portland, “is to take the airport train downtown and pick up the rental car there or go further.”

Deals can also be found by upgrading. With demand for fuel-efficient cars particularly high, travelers can sometimes find a better deal by booking larger, roomier vehicles. A recent Expedia search, for example, found a full-size van for $90.42 a day at the Budget Rent a Car in Long Beach, Calif., compared with $97.86 for a standard car. While the added fuel costs (not to mention larger carbon footprint) might erase the savings, the extra space and comfort might prevent World War III between siblings in the back seat.

Also, look beyond national chains like Avis or Hertz, to the hundreds of independent car rental agencies. Because of lower operating costs and smaller overhead, mom-and-pop agencies, which can be found at sites like CarRentals.com and CarRentalExpress.com, typically offer rates between 15 and 30 percents less than national agencies.

Willing to gamble? Consider Web sites like Priceline.com and Hotwire.com, which offer deep discounts to travelers willing to be locked into a preset price before finding out the rental car company.

Another option: virtual coupons. Sites like FatWallet.com and CouponWinner.com list discount codes for car rentals, or type in the name of a car rental company and “coupon code” into Google to see what turns up. Good deals also show up on airline Web sites under mileage partner offers. For example, Delta is offering up to 20 percent off with the discount code CDP 165385, and double miles on Hertz rentals in the United States (including Puerto Rico) and Canada. The code brought the weekly rental of a Toyota Prius from Newark Airport in mid-July down to $503.90 from $685.05 — a 26 percent saving.

If you don’t have the time to seek out such discounts, Steve Ellis can do it for you. After his wife pointed out his uncanny knack for finding rental deals, Mr. Ellis, who is a business adviser and frequent traveler, created RentalCarMagic.com to allow customers to pay for his deal-sniffing services. The site, which charges $14.95 to $49.95, sends back a quote in a day or two.

Chris McGinnis, editor of The Ticket, a subscription newsletter for frequent travelers, recently tried RentalCarMagic.com for a trip to Hawaii. After paying a $30 fee, he said, the service saved him $54 on a convertible from Alamo Rent a Car. Though he found the process slightly cumbersome — he still had to go to the rental company’s Web site to book the deal using the discount code provided by Rental Car Magic — he noted in his newsletter that in the end, “it saved us more than we were able to save ourselves.”

African Roots Still Run Deep For Blacks on Mexican Coast

By Alexis Okeowo
Special to The Washington Post
Sunday, June 28, 2009

You have to really want to go to Chacahua. The island is nestled along Mexico's Costa Chica, a 200-mile-long strip that straddles the states of Oaxaca and Guerrero on the Pacific Ocean; the nearest hub is Puerto Escondido, a developed beach in Oaxaca.

After your flight from Mexico City or Cancun, the easy part of the trip is over. From Puerto Escondido, you need to reach El Zapotalito, a tiny spot on the coast. The land journey can be done by private taxi or, for the braver, by public transportation. From El Zapotalito you can take a boat to Chacahua.

Luckily, I did want to go. I was on the hunt not only for an idyllic beach getaway, but also for a hidden group of people who call themselves Mexicanos negros (black Mexicans). The end of slavery after Mexico's independence from Spain left black Mexicans throughout the country, but today black towns remain only in remote areas. The African part of Mexican history was neglected by the new Mexican leadership, leaving slave descendants to wonder about their origins.

Yet with the rise of tourism to Costa Chica in recent years, modernity has slowly come to the fishing villages that rest on a sultry, stunning stretch of the Pacific coast. In Chacahua, virgin beaches, glittering lagoons and fresh-seafood-only menus have created an alluring destination that is still little known -- much like its inhabitants.

In Puerto Escondido I squeezed into a colectivo (public van) headed for Rio Grande, not far from El Zapotalito. As the hour-long ride went by, the crowded beaches gave way to lush, neon-green grass; the sun seemed to get brighter and hotter, the waters bluer, the people browner with kinkier hair.

In Rio Grande, I made my way to a taxi stand to cram into another shared car that would take me to the boats. As I walked with the driver to his cab, he smiled down at me. "Hermanas. You two could be sisters," he said, pointing back at the taxi stand. There, a black Mexican woman who was staffing the stall watched me with curiosity.

Chacahua is divided in half by a series of lagoons filled with exotic birds. The surroundings make for a gorgeous ride whether you hire a private boat or take a public ferry to the island. The boat can take you straight to town or you can disembark, as I did the first time, on the island's edge.

I then hopped onto a pickup truck, along with other Chacahuans, for a half-hour's ride on rocky sand past scraggly bushes and cactuses into the village. Once we maneuvered around rams and cows that had decided to congregate in the middle of the road, I had finally reached my destination -- three exhilarating hours after leaving Puerto Escondido. My escapade had begun.

"They say a boat full of slaves, with dark skin like me, was headed for South America," Omar Corcuera told me over lunch the next day at Restaurant Punto de Quiebra. The young surfer, with deep-brown skin and a shock of naturally blond-brown hair, was recounting the far-fetched tale of a wrecked ship whose survivors populated the shore; I would hear it more than once.

What historians know is that the black Mexicans on the Pacific coast hail from the African slaves who were brought by the Spanish to work on cattle ranches during the 16th and 17th centuries. (On the Gulf coast, slaves were mainly deployed on sugar plantations.) Overall, the Spanish brought more than 200,000 Africans to Mexico for slave labor. The residents of Chacahua say they do not know much about their history, and different tales have gotten jumbled together over time.

The community of black, white and mestizo Mexicans (those of mixed Spanish and indigenous heritage) on this island numbers about 700 and has been around for some two centuries.

Nevertheless, Omar said, "I feel that I am African and Mexican."

Nearby, Paulina Marcial, scooping up her curly-haired daughter from an impromptu card game, added: "I just think of myself as Mexican. I don't know anyone anywhere else." Patting her Afro, the petite cook then walked off with a wave.

At least 10 sand-floor, door-less restaurants are on the beach, each with multicolored hammocks swinging in the breeze. At Restaurant Punto de Quiebra, fresh seafood meals fetched $5.50 or less, and breakfasts were all under $3, notably a plate of huge enchiladas with shredded cheese, green tomatoes, chili and cilantro for $2.30. A couple of yards down is Restaurant Siete Mares, where the bungalows are the beach's best, with airy, colorful cabanas.

At least seven of the restaurants have bungalows for rent. On my first night at Punto de Quiebra, the feisty housekeeper, Modesta, led me to my room, demanding to know where I was from and marveling over our shared skin color. I tell her that my parents are from West Africa, but that I was born and raised in the United States. Each day after, I would wave to her as I caught her on a hammock, lazily smoking a cigarette.

At Siete Mares I had a tall tumbler of freshly squeezed orange juice with the owner, Luis Carlos Gutierrez, and Rey Ramirez Gopar, the owner of Cabanas Los Almendros, which is near the lagoons. Various people stopped by our table as the day wore on, first American and European tourists, and then a talkative black Mexican teacher named Angel Saguilan, who offered to buy me a beer.

"They call this Little Africa," Angel said, gesturing to the pale sand, illuminated by a pink setting sun. Children in a dazzling rainbow of colors shrieked as they played volleyball nearby.

"I feel Afro-American more than I feel Mexican," Angel went on to say.

He explained that because his dark skin makes him stand out in Mexico, other Mexicans often joke that he is really from Brazil or Cuba. Angel tells me that he knows he is different from non-black Mexicans, but he is just not sure exactly how.

I later walked down the path into the village, passing by Rey's Cabanas Los Almendros. The gruffly amusing Rey could usually be found drinking a beer at one thatch-roofed structure or the other on the beach, but he and his wife, Eva, built Los Almendros out of love for Chacahua, and the devotion is clear in the massive dark-wood, blue-painted bungalows with glassless windows facing the lagoons. Serene artwork decorates the walls of the rooms.

As I continued into town, I came across two men named Juan.

"Prima!" called out Juan Ortiz. I was having a conversation with another Chacahuan named Juan, but as soon as Ortiz saw me across a construction yard, he dropped his wheelbarrow, yelled the Spanish word for "cousin" and rushed over.

Before I could react, the stout fisherman with burnished brown skin had scooped my face in his hands, kissed me on the cheek and was leading me to his boat for a ride on the lagoons. "Everyone is family in Chacahua," he said.

Chacahua Lagoons National Park is one of Mexico's hidden gems. The lagoons allow for not only a breathtaking ride, but also prime bird-watching. The calm, soothing waters are a welcome contrast to the beach's buoyant waves, which attract surfers from Mexico and abroad. At the helm of his speedboat, Ortiz paused at a dock to take a family to the other side of the lagoons, and then told me what he knew about his community's identity.

"We are Mexicans, but black Mexicans," Ortiz said. "We still have traditions of the Africans, in costumes, in dances." He added that relations between black Mexicans and white and mestizo Mexicans are pleasant. Black Mexicans, he said, often advocate intermarriage in the hope their children will better integrate into society. But as for Mexico's politicians, "The government has forgotten about us." The Afro-Mexican communities are some of the poorest and most rural in the country.

As we docked and the family paid him, Juan pulled the father in for a warm handshake. "Now you know my name is Juan Ortiz, not just 'El Moreno' [the Brown-Skinned Man]," he told them with a laugh.

I decided to head back to my favorite hammock with my book, already planning what kind of empanadas I would order from the pink-frocked Morena who wanders on the beach.

Alexis Okeowo is a freelance writer based in Mexico City.

Jun 9, 2009

Timor-Leste Rises Again

This morning I proclaimed on Facebook that Timor-Leste had sunk into the Virtual Sea. Hardly anyone seemed to care. Now Trip Advisor, a site which I often use, advises me by email that Timor-Leste has risen again. Understand, I can't guarantee that any of these Trip Advisor recommendations will actually get you there and make your stay a pleasant one. But since T-L remains among the most neglected countries in the world (excepting maybe in Australia and Portugal), here it is.



East Timor
CHANGE LOCATION WRITE A REVIEW
East Timor
Flights Flights
Hotels Hotels
Restaurants Restaurants
Things to Do Things to Do
Forums Forums

This week's special deals
East Timor: Top Experts to Plan Your Trip
Tripology.com Top Travel Agents - Save Time & Money 100% Free!
East Timor: Great Prices, Great Rooms
hotels.com We Know Hotels Inside And Out. Click or Call an Expert at 1-800-434-6835
East Timor Hotels

See all East Timor hotels
East Timor Restaurants

See all East Timor restaurants
East Timor Things to Do

See all East Timor attractions
East Timor Airfare Deals

See all East Timor Airfare Deals
Learn more about East Timor