Beyond

You can’t mistake the Beijing West Railway Station. A massive, plain-face building broken in the center by a cavernous archway, it is one of the capital’s throbbing transportation hubs. Colorful little pagodas are perched on the roof, and the effect is a kind of hybrid of the Pentagon crossed with Disneyland. But the station handles a quarter-million passengers every day, and on Chinese holidays, when half the country seems to be on the move, it can manage twice that number. Even at nine o’clock on this weekday evening in spring, the place is teeming with travelers.
 
Passengers for Urumqi are shunted into one huge waiting hall and passengers for Kunming into another. Those bound for Tibet jostle into Hall 5, standing room only. In the crowd, I’m reassured to spot two Buddhist monks in saffron robes, and I figure that they must know where they’re going, at least in a temporal sense. When the departure is announced, the gates open and the crowd cascades down a stairway to the platform below. There is the usual last-minute mayhem of passengers finding their places. Almost all the travelers are Han Chinese with a sprinkling of Tibetans and a half-dozen Westerners. Everyone carries suitcases, backpacks, plastic bags and roped-up bundles. I find my sleeper car and my compartment: two berths below and two above with a narrow passage between. Shrewd beyond my years, I have purchased all four places, an indulgence for the sake of privacy as well as space to store my gear for this three-day trip. Beneath the large window is a small, fixed table. An arrangement of dusty artificial flowers sits on top. There is a tiny reading light at the head-end of each bunk and a television screen set into the wall at the foot-end. The Chinese are putting a lot of effort into their long-haul passenger service and a pair of hotel slippers is tucked into each bed. I’m impressed, and I feel pretty well off. Spot on time, the engine pulling 18 cars glides out of the station. A forest of lighted apartment towers passes by on either side of the track and I see that some of the narrow alley markets are still doing business at this late hour. But then, suddenly, as if a curtain were lowered on these urban scenes, we are in the countryside and the Chinese night closes in around us.
 
The rhythmic click of the rails and the sway of the car become a lullaby. The Beijing government has invested vast sums of money in its national infrastructure and the rail network is a prime beneficiary. There are already more than 56,000 miles of track, but the plan is to lay half as much again by the year 2020 at a cost of some $675 billion, and high-speed trains (200 miles per hour) have been introduced on several sections. Even more ambitious, the Chinese have imagined a high-speed train eventually hurtling from Beijing all the way to London in four days. For the Chinese, the purpose of all this investment in rail is partly political: to strap together a far-flung and disparate country which has always been susceptible to centrifugal forces. It’s also economic: the rich mineral and coal deposits of western China can be efficiently funneled eastward by rail to the industrialized regions of the of the coastal hinterland. And with passenger traffic generously subsidized, the entire network represents a colossal national expenditure. Developing the Chinese railroad system has been a daunting undertaking. When the Americans and Russians constructed their great rail systems, the respective landscapes only occasionally presented serious obstacles. But more than half of China’s surface is rugged and mountainous. In this twisted terrain, every mile of track is a challenge.
 
We arrive in Xi’an with the dawn. Passengers disembark. Others board, and we’re on our way again. The track here swings north west to skirt the forbidding mountain ranges lying directly west. We follow the course of the Wei River, the broad, shallow, muddy stream that cuts through the dusty loess of the central highlands and eventually becomes the Yellow River. We are in the real heart of the nation, for it is from this region, Shaanxi Province, that the First Emperor of China, Qin Shi Huang, emerged and unified the country in 221 B.C., but who is best known for his extraordinary Terracotta Army of soldiers that escorted him into the next life. The lower course of the Wei is fertile on both alluvial banks. Green fields of rice and millet roll out to the distant foothills. By the time we reach Baoji, however, the broad, well-ordered plain suddenly seems to collapse into a jumble of crumpled earth, and the valley narrows. On either side now stand bare sandstone mountains with sharp ridges, like a dinosaur’s backbone and flanks, gouged and jagged from eons of wind and rain. Here, rice is still grown, but cultivated in helter-skelter paddies, some carved into narrow terraces leaving others to cling to the steep hillsides. From the 21st century we seem to have slipped into the 18th. Villages are a collection of mud walls, small courtyards and tile roofs. The primary source of power is the ox. The train switches back and forth across the tumbling river, and in and out of innumerable tunnels. And we are climbing. In the outskirts of Lanzhou, the public address system in the compartment jumps to life.
 
After a long announcement in Chinese, a recorded translation in English is played. Passengers are informed that Lanzhou is a thriving city and “a friendly stopping point connecting on the way to Africa.” But there aren’t too many travelers on the train who look as if they’re bound for Kampala or Bamako, and Lanzhou, through the window, seems like yet another of China’s nondescript, colorless, over-built cities. At the station, more passengers get off than get on, and I notice a telling attrition rate as the train heads for the remote, high-plateau country and the gateway to Tibet.

Pilgrims prostrate themselves in front of
the Potala Palace, Lhasa, Tibet

Each day trains leave Beijing Western Railway Station for Lhasa,
along the highest railway line in the world.

I have brought along abundant supplies of nutrients: bags of dried fruit, bars of dark chocolate and a treasured jar of peanut butter. But on the second evening, I decide to see if I can get a place in the normally crowded dining car. To my surprise, I find the car empty and I don’t know whether that’s a good sign or a bad one. I order “eggs with edible fungus”. Inedible fungus is probably cheaper, but the fare is tasty, and the bill, including an excellent Chinese beer, comes to $4. Shortly after returning to the compartment, there is a knock at the door. The attendant hands me a long coil of plastic tubing, and with gestures he indicates it’s for the oxygen outlet above my berth. The straight end of the tube plugs into the socket and the splayed end into your nostrils. But I have already decided to forego the convenience of the oxygen supply unless absolutely necessary. After all, the prospect of gazing at the wonders of Tibetan scenery with a long string of plastic sticking out of my nose might undermine the romance of the journey. Later, after settling in again, I peer through the window at the mountain shadows of the lengthening twilight. With the clickety-clack of the train, the effect is mesmerizing.
 
On the third morning, I wake early. The compartment is cold. I peek through the curtains and see a gibbous moon illuminating the landscape. Clouds hang low over the dark, barren and deserted countryside of Qinghai Province, and a distant lake shimmers in the moonglow. The train is slowly pulling up the incline from the southern edge of the great Qaidam Basin, and at full light we arrive at Golmud Station. The 700-mile stretch of track from Golmud to Lhasa is the engineering jewel in China’s iron crown of railroads. For years, a line across the Tibetan Plateau was deemed physically impossible and economically unjustifiable. Eighty per cent of this route is higher than 12,000 feet and the surface is mainly unstable permafrost. But, against the odds, the Chinese authorities launched the project in 2001, and after five years of toil, the highest railway line in the world opened for service at an estimated cost of $3 billion. In addition to the delicate laying of track, the line crosses 675 bridges and runs through the world’s highest tunnel, the 12,000ft-long Fenghuoshan (“Wind Volcano”) Tunnel. Even then, the maintenance of heaving track and shifting pylons plagued the line’s first years, although the authorities now assert that the problems have been resolved and the route is perfectly safe. The train creeps out of Golmud and begins the gradual climb to the roof of the world. At the outset, we chug through a grey, gritty landscape that is almost lunar. Once on to the high, undulating plateau, however, a green hue of sparse grassland washes over the countryside, which contains small ponds and depressions streaked with white salt deposits. The peaks of the Tanggula Mountains to the east snag puffs of cotton clouds, and there is snow in the Bayan Har range to the west.
 
The train passes several antelope, and near a bend in the track I spot my first shaggy yak standing insouciantly on the crest of a ridge. Hugging the shoulder of a hillside, we cross the Tanggula Pass at 16,640 feet and then start the long, gradual descent to Lhasa. There are many good reasons to take the train to Tibet, but three stand out. First, a train is still the best way to travel in a foreign land. On this trip, you pass through postcard after postcard of stunning scenery, which pile up in your memory. Second, and more practically, the slow ride up to the highlands of Tibet gives your body a chance to adjust by degrees to the altitude. This is a serious consideration, for mountain sickness can quickly lay you low and ruin your adventure. And, third, this is Tibet, and traveling there by train allows you to fix the place in the map of your mind. The mystery and magic of this remote land on the roof of the world deserves a gradual approach, a long, anticipatory overture before the curtain rises. One doesn’t simply drop in on Shangri-La. We roll down the long incline toward Lhasa. The valley narrows as the train picks its way through the snowy Nyainqentanglha Mountains.
 
Near Damxung we pass our first glacier, a field of white glass squeezed between two peaks. Below 14,000 feet, the scattered tents of nomadic shepherds sprout up like big flowers, and herds of domesticated yaks graze in the permafrost. And now we begin to see isolated Buddhist religious monuments – stupas – on the hillsides and the colorful prayer flags which festoon this intensely religious country. Every peak, point and promontory seems to possess a spiritual significance. The train crosses numerous streams and rivers; Tibet is the fountainhead of Asia and the source of the Brahmaputra, Yangtse, Indus, Ganges, Yellow, Mekong and Salween Rivers. In the villages of Lhasa’s hinterland the houses of brick or stone are unexpectedly substantial. Doors are decorated with strapwork and little ruffled aprons flutter above the windows. Each corner is surmounted by a castle-like turret with a prayer flag on top, and each flat roofline is broken by a big, beehive-shaped incense burner. In the swept courtyards there are stacks of dried yak dung for winter fuel. With one final effort, our weary locomotive pulls the train across the Kyichu River and the track then swings into Lhasa. Rising above the city like a red-and-white mountain is the magnificent, monumental Potola Palace, the 1,000-room residence of the long-exiled Dalai Lama. The train stops. A Tibetan guide meets me outside the new station and drapes a white khada around my neck in greeting. I have been delivered to the top of the world.
 

Raymond Seitz was the US ambassador to Great Britain, 1991-1994

Photographs courtesy of VII

Your address: The St. Regis Beijing; The St. Regis Lhasa Resort

Sheep and cattle struggle to find grazing
as the landscape turns to snow and ice

The first time I crossed the border into Turkey, I was on foot, on a long walk from Gdansk in Poland. My final destination was the glorious city of Istanbul, but on reaching Erdine I found it hard to leave. Right on the border with Greece and Bulgaria, the ancient city founded by the emperor Hadrian was for a while held by Greek troops thanks to some sharp military maneuvering before the outbreak of World War I, and known as Adrianople. The Turks won it back, but it was destined thereafter to be an outlier, a city on the road to nowhere; and that, to be honest, is why I love it so. For me it is the soul of Turkey – and a perfect preparation for Istanbul itself.
 
After our journey by foot through the grey, drab cities of post-Communist Eastern Europe, Erdine was also a gateway to the marvels of Turkish enterprise: food stalls and coffee kiosks, restaurants and bazaars, and spicy food and minty tea; a cornucopia of possibilities. On our first day, we found a room in an old hotel, with doorknobs polished by a century of use, and woke to the sound of a cockerel crowing like a muezzin. For breakfast we ate yogurt and honeycomb, and went out to explore the second capital of the Ottoman Empire.
 
There aren’t many tourists in Edirne. As we wandered through its charming Ottoman district, with its collections of 19th-century wooden houses, if we half-closed our eyes we could be back in the world of pashas and viziers, and splendidly accoutred armies on the move to conquer Europe.
 
The next day, entering the courtyard of the great Selimiye Mosque, we stood before what is, perhaps, the most perfect and ambitious mosque ever raised in Turkey. It is the masterpiece of that 16th-century architect of genius, Sinan, rival not only to the glorious mosques of Istanbul but to the mother of them all, the great church-cum-mosque of Aya Sofya – of which more later. Aside from a few weekday worshippers, I had the place to myself, a moment to reflect on my smallness in the grand arch of the cosmos. A few moments later, I was in the 16th-century hammam, or baths, also built by Sinan, enjoying a leisurely steam soak.
 
Partly European, partly Islamic, Edirne is comfortably modern yet steeped in the traditions of the past, and above all slow, expansive and relaxed. Life doesn’t bustle in Edirne. Old men play backgammon in the square, and drink their tea. Once, it’s true, the Ottoman armies would gather here to begin their campaigns into Serbia and Greece, even to the walls of Vienna, 1,000 miles away. But with the departure of the armies, the place would revert to its usual unruffled calm, and sultans would descend to hunt in the royal parks, away from the pressures of populous Istanbul.
 
It’s worth paying a visit here to the Ottoman medical museum, close to the railway station, which recalls the sensitivity of early Islamic medicine, with its particular care for the sick in mind. While Europeans locked their madmen in bedlams, to be jeered and stared at, the Ottoman doctors used gentle and effective treatments – aromatherapy, music and the sounds of water – that could alleviate, if not cure, a patient’s condition.
 
Some of the city’s cobbled streets, not to mention the odd café, have an almost Central European air. Edirne was linked to Central Europe by trade and war, and many of the languages of Southeastern Europe were once spoken there: Greek and Bulgarian, Serbian and German, and all the mountain dialects of the Pindus and Rhodopes mountain ranges. Edirne is a little lost vision of what once was, and I like it for that. It’s also a taste of things to come.
 
For what comes next – a few hours away by bus or car – is Istanbul, a city of such grandeur and complexity, a city so freighted with meaning and possibility, rich, bewildering and exciting, that it cannot be comprehended all at once.
 
Our journey to get there was unremarkable: two days’ walk across the hot Thracian plains, trying to find byways that avoided the main road, and its hum of dusty trucks. Our reward was the sea at Tekirdag, our first sight of the sea for many months, and thousands of miles. We lay on the sand, in the shadow of a minaret, hearing the muezzin’s call to prayer echo across the water and watching a sky crowded with migrating storks. Men in tea shops waved and invited us to join them, but we only smiled. A few more miles, a few more hours, and we would reach the city of our dreams.
 
“You walked? From Poland?” The reception clerk shook his head. “You must have been carrying a Kalashnikov.” I’m glad he said so: it made me feel rather brave. It was nonsense, of course: all the way from Poland we had been fed and hosted by kindly souls in villages and farms, and when I once brandished a stick it was only to repel a Carpathian sheepdog. But his remark was of a piece with something we had already learnt. “You’re in good hands here,” people always said, as they invited us across their threshold. “But don’t go on. Stop here.” Over the ridge, beyond the river, or in the next town, they said, “They’ll rob you, cheat you, or eat you alive.” And in the next place, of course, they’d say the same.
 
Along the shore of the Sea of Marmara, where the great ships wait like patient cattle in the roadstead, we had walked, still dreaming, through the stripy walls of the old city of Istanbul – double walls, triple walls, of rubble and stone and bands of brick, punctuated by towers, most fearsome on the landward side. No one, the Byzantines believed, could take the city from the sea. In the shadow of the massive stones, we passed small market gardens that once fed the mightiest city in medieval Europe, with a population of well over a million.
 
Constantinople, as the rechristened city of Byzantium became known, was founded by Constantine the Great in 330AD to be the second Rome, and much has been made of the fact that it encompassed seven hills, as did Rome. We failed utterly to identify them: Istanbul is simply a hilly city, full of steep streets and even stepped streets, though none rival the splendid Camondo Stairs completed in Art Nouveau glory in the late 19th century.

The Aya Sofya, constructed to be the temple to beat all temples

As we tramped into the city, our belongings on our backs, we passed some of the hamals, or porters, who carry vast loads on their backs secured by a band around their foreheads. Bent almost double, they put our chafing shoulders to shame. But the hills kept us cool, encouraging a breeze, and giving glimpses, from the top of an alley, or a window over the street, of the extraordinary Bosphorus, twinkling and choppy in the summer sun.
 
Still to this day one of the busiest waterways in the world, the Bosphorus meanders through the very heart of Istanbul, and it puts the city on one of the most astonishing crossroads in the world. Too many cities are known as the place where East meets West; in Istanbul, as we soon discovered, it’s no idle boast. We stood at the very edge of Europe, looking east across the straits to Asia, and the Turkish heartland. Perhaps, as one overawed ambassador put it in the 16th century, it is a city devised to be the capital of the whole world.
 
His 16th-century world was smaller, of course. But Istanbul felt immediately like the turnstile of a world, whose size we could measure through a few hours at lunch beneath the Galata Bridge, dining on fish plucked from the waters at our feet: the exquisite lüfer, or bluefish, simply grilled. From there we watched the ships that glide along the Bosphorus West to East, and East to West.
 
The Bosphorus is not a river but a flooded chasm, created thousands of years ago when the Black Sea burst into the Mediterranean, almost a mile wide and several hundred feet deep. Jason and the Argonauts passed by here, and Xenephon’s shattered army of ancient Greeks, and even now it is where the people and the products of Southern Europe meet the Eastern world of the steppe and the far shores of the Black Sea. Oil tankers, Russian warships, battered freighters from China, cruise ships from Naples and Southampton, all file through the straits, dwarfed by the hills of Istanbul, and sliding easily beneath the great suspension bridges that have been flung across from the European to the Asian shore.
 
Wherever I walked in the city, I found myself knee-deep in history; the past guiding my steps, and its relics scraping my shins. Wandering towards the Grand Bazaar up Divan Yolu – the old Imperial Road from Constantinople to Rome – I trod in the footsteps of Byzantine emperors. Dropping down from Topkapi to Eminonu, I ambled along the road that wound past the Sublime Porte, the seat of Ottoman government, where the Grand Vizier governed, in a sultan’s name, an empire that stretched from the borders of Iraq to the river Nile, and from the Crimea to the Danube. On my way to the Aya Sofya I stopped at the Milion, now just an obscure stump of stone, from where, more than a thousand years ago, all distances within the Roman Empire were measured.
 
Before actually going into the fabled church-cum-mosque, we descended, via a dark stairway, into the astonishing Yerebatan cistern. This subterranean forest of beautiful marble columns, rising from a shallow underground lake, was built by the emperor Justinian, as was the Aya Sofya just beyond. This was constructed to be the temple to beat all temples and it is said that when, in 535AD, the emperor first entered the building, he murmured, “Solomon, I have outdone thee!”
 
Aya Sofya’s architects were the first in history to figure out a way of placing a vast dome, with a circular rim, on a building that was essentially square. Square on the earth, for the world below, and domed above, for the divine world. “We knew not whether we were on Earth or in heaven,” a group of 9th-century Russians declared when their Byzantine hosts ushered them into the building – and adopted Christianity on the spot.
 
It was, it is true, also a piece of imperial bling: I couldn’t help smiling when I saw, at the top of every column, the initials of Justinian and his saucy wife, Theodora, entwined in marble: I and T. And upstairs, in one of the galleries, I was startled to find a marble inscription on the floor that read, simply, Enrico Dandolo: the tomb of the blind nonagenarian Doge of Venice who, in 1204, masterminded the first successful assault on the walls of Constantinople in almost a thousand years. For the great empire of Byzantium, which ruled from this city, it was the beginning of the end.
 
The city that lies before our eyes is now primarily Ottoman. When their great armies stormed the city for a second time in 1453, raised the crescent of Islam over the dome of Aya Sofya and made the city the capital of their new empire, they set about restoring its glory. Successive sultans indulged in a frenzy of building, paid for by the trade and peace they brought to Istanbul. Great new mosques decorated the skyline. At their feet, the famous Grand Bazaar dropped down the hillside to the Golden Horn, a huge creek.

Board games are a time-honored way to relax in Istanbul

I always enjoy visiting the bazaar, the original shopping mall, a glorious warren of tunnels and arcades offering everything from old books to jewels, where you can always find a pleasant café and sit for a moment drinking in the atmosphere. The Grand Bazaar has two mosques, more than 5,000 shops and innumerable secrets, and perhaps no one in Istanbul really knows them all.

The streets around are worth exploring, too, not least for the amazing old caravanserais, where caravans of camels from the Asian side or of mule-trains from Europe would be stabled, and their goods unloaded and stored, while the merchants haggled and ate and slept upstairs.

Nor should the sultan’s palace be missed. Unlike Versailles or Buckingham Palace, Topkapi is not a monolithic building with a façade designed to make you feel small, but more like a luxurious encampment, a sequence of pavilions and tents raised in marble and stone, spilling down the hill of Seraglio Point to the Bosphorus below. It is formed of three increasingly intimate, and secure, courts: the first public, and the last for the enjoyment of the sultan and his family alone. To one side are the harem apartments, built and rebuilt over the centuries to house the sultan’s many concubines and women attendants. Walking through, it charms and outrages in likely equal measure.

Looking out from the palace are views of a conical tower across the waterway known as the Golden Horn. Not as majestic as the Bosphorus, into which it flows, the Golden Horn is a substantial creek, and it divides old Istanbul from the district known nowadays as Beyoglu, which leads on to other, more modern districts of the city. Once known as Galata, it was originally a small walled city of its own, run by Italian merchants; over the centuries it has kept its European character, and today it is where the consulates and the restaurants, the bars and many of the hotels of Istanbul are found. The area around Topkapi, Aya Sofya and the Blue Mosque is good for sightseeing, but Beyoglu is where modern Istanbul hangs out.

Indeed, below the heights of Galata, below the famous Genoese tower (worth a lift to the top, for the stunning views), is Istanbul Modern, a former brutalist warehouse converted into a smart contemporary art gallery. One moment, then, you are in an arcade of the Grand Bazaar, in a café out of the Arabian Nights, and the next you find yourself in an achingly cool diner straight from New York or San Francisco. Such is Istanbul.

Whenever I return – which I have done, almost annually, for the past 20 years – I find myself standing in mute astonishment at the sight of a city caught so dramatically between the continents, between the ages and the faiths, between the ancient and modern. I see first-timers stepping out, wary and expectant, clutching their guidebook, wondering which way to go, and envy their discovery.

The Baklava Club by Jason Goodwin, an Inspector Yashim mystery, is published by Sarah Crichton Books

Your address: The St. Regis Istanbul

Images by Gallery Stock, Getty Images, Franco Pagetti/VII, Ashley/VII, Serrano Anna/Hermis.fr

Fish fresh from the Bosphorus