The 25th April is Anzac Day, Australia’s national day of remembrance, honouring Aussies and Kiwis who perished in foreign wars from South Africa to Afghanistan. It takes its name from the ill-fated Gallipoli campaign – on this day in the spring time of 1915, Australian and New Zealand soldiers landed under heavy fire from Ottoman forces entrenched in the heights above what was later to be called Anzac Cove on Turkey’s Gallipoli peninsula.
The Anzacs were just part of a wider campaign devised by British Secretary of the Navy Winston Churchill to knock The Ottoman Empire out of the war with one decisive blow by seizing the strategic Dardanelles Strait and occupying Istanbul, the capital. It do not go well. The Ottoman soldiers commanded by Mustafa Kamal Pasha, the future founder of modern Turkey, Kamal Atatürk, held the high ground and fought stubbornly and bravely, and ultimately, victoriously.
The bloodshed ended in stalemate. The Allies withdrew eight months later leaving behind over eight thousand dead Australians and nearly three thousand New Zealanders (along with over thirty thousand English, Irish, and Frenchmen, Indians and North Africans, and close on ninety thousand Ottoman soldiers, Turks and Arabs, Muslims and Christians), without, historians say, having had any decisive influence on the course of the First World War.
Whenever we visit Israel, our friend and guide Shmuel of Israel Tours drives us all over tiny beautiful and vibrant country (travelling through the West Bank, we use Palestinian guides). During the pandemic year, most Israelis had been locked down three times and like in many countries, the all-important tourist trade barely has registered a pulse. When permitted to travel beyond his home in Jerusalem, Shmuel has spent the year exploring and learning, visiting places he has never guided to before. He believes that he has exited the plague year a better guide, and we are already making plans for our next Israel adventure, including recently excavated Herodian palaces and further travel in the Negev Desert.
Shmuel recently told me that he had visited Tel Sheva, Tel as Sabi’ in Arabic, in the Negev, five kilometres east of the city of Beer Sheva, a site inhabited since the fourth millennium BC. The ancient fortified town dates from the early Israelite period, around the tenth century BC. The walls, homes, storage warehouses and water reservoir system have been excavated and opened to the public. Today, Tel as Sabi’ s also known as the first of seven Bedouin townships established in the Negev as part of the Israeli government’s policy to plant the once-nomadic Bedouin permanent settlements.
It was from the foot of this stark desert hill that the Light Horse Brigade launched its famous charge towards the Ottoman lines at the strategic rail-head and wells of Beersheva on October 31st 2017.
Today, it is the ninth (not seventh) stop on The Anzac Trail which traces the route of the Light Horse Brigade from Gaza on the Mediterranean coast to Beer Sheva. For obvious reasons, it begins beyond Gaza’s wire and concrete encirclement and trail culminates at the Anzac Memorial Centre In Beer Sheva, inaugurated on the 100th anniversary of the battle.
Tel as Sabi’ to Tarkeeth
As we commemorate Anzac Day this Sunday, few folk in Bellingen Shire would know that there is a link between that hill in the heart of the Negev and Tarkeeth on the north bank of the Kalang River just six kilometres west of Urunga as the crow flies.
In A Tale of Twin Pines, the first of our Small Stories, I wrote of how researching the history of the Urunga area where we live, I came across Lloyd Fell’s story of the Fell Family Farm. This was located close to the present Twin Pines Trail, just east of Fells Road on South Arm Road, and west of the Uncle Tom Kelly motorway bridge over the Kalang River. Click here to access TwinPinesStory.pdf
Lloyd tells the story of how in 1926, New Zealand farmer, solo-yachtsman, and returned ANZAC Chris Fell first saw the land that became the family farm, purchasing it from a deceased estate for a thousand pounds. Chris was impressed by the two mature hoop pines that stood on either side of the track leading to a rough timber house that already stood there – and these gave the farm its name. He cleared the bush, felling and hauling timber until he had sufficient land and capital to run cattle. In time, he built up a prosperous dairy business and cattle stud where he and his wife Laura, a Sydneysider from a well-to-do Vaucluse family, raised their three children. The house has long gone, but the two magnificent pines are still there.
On October 31st 1917, Chris Fell and his comrades in the New Zealand Mounted Infantry fought on Tel as Sabi’.
The strong position the Ottomans had established on the hill was a key obstacle to the conquest of the town and the ANZACs had to seize it before storming Beersheva itself. The Ottoman soldiers fought valiantly, and it was only at around 3 p.m. that the fighters of the New Zealand Brigade, primarily the Auckland regiment, succeeded in capturing the hill in a face-to-face battle. Had these fortifications not been overrun, the Light Horse would have been prevented from advancing on the wells. Afterwards, the machine gunners and their Kiwi mates took part in a bayonet charge against the enemy.
“The New Zealand brigade was sent against Tel el Saba’, but this steep-sided hill with terraced entrenchments was formidable. The dismounted horsemen, with the limited fire support of their machine-gunners and the attached horse artillery batteries, had to slowly suppress the enemy defences and edge their way forward. Chauvel sent light horse to assist, but as the afternoon crawled on, success remained elusive. Eventually the weight of fire kept the defenders’ heads down enough that the New Zealanders were able to make a final assault. The hill was taken and the eastern approach to Beersheba opened, but nightfall was approaching”
Major-General Harry Chauvel, the ANZAC commander faced a dilemma. The light was fading and there wasn’t enough time to properly regroup to assault the town. An unsuccessful attack would mean withdrawing far to the south, whilst delaying ng the attack until morning would deny him the element of surprise and and also give the Turks time to destroy the town’s vital wells. He decided to attack, and assigning the the mission to the Australian 4th Light Horse Brigade.
The 31 light horsemen who fell are buried in the Beersheba War Cemetery along with 116 British and New Zealand soldiers who perished in the Beersheba battle. There are 1,241 graves in the military cemetery, soldiers being brought in from other Great War Middle East battlefields. We visited it in May 2016. It is a tranquil, poignant, and beautiful place in the Negev Desert, where the bodies of young men from Australia and New Zealand and from the shires of England, Ireland, Scotland and Wales were laid to rest. “Lest we forget”
May the road rise up to meet you. May the wind be always at your back. May the sun shine warm upon your face, The rains fall soft upon your fields And until we meet again, May God hold you in the palm of His hand.
An old Irish blessing
You just picked up a hitcher A prisoner of the white lines on the freeway
Joni Mitchell, Coyote
Whilst hitching has lost much of its allure in the west, it remains very popular in Israel. From my very first visit, There are always young people waiting by the roadside – it has always been so for young conscripts travelling home on leave, and motorists have traditionally been comfortable with picking up soldiers waiting with their rifles and kit bags (all non-Haredi or ultra orthodox Israelis must complete national service when they reach 18, and are required to carry their weapons with them at all times if these can’t be securely stored). It is also a popular mode of travel in the occupied West Bank where settlers regard hitching a ride as a political statement of sovereignty and freedom to travel through all of HaAretz, “the land”, and as an economical means of reaching scattered and often isolated (not to mention illegal under international law) settlements. Many drivers regard picking up fellow-settlers as a political and religious duty.
This attachment to hitchhiking harbours a strong sense of community, but also, a delusion of safety – it can and does have deadly consequences.For example, in June 2014, three Israeli teenagers were kidnapped by Hamas operatives at the bus/hitching stop at the Alon Shvut settlements in Gush Etzion and subsequently murdered. The atrocity precipitated Operation Protective Edge, an Israeli bombardment of Gaza which resulted in thousands of civilian deaths, and the kidnap and murder of a Palestinian boy by Jewish extremists. But that is not what this story is about …
In the second decade of the 21st century, hitchhiking is widely viewed as an edgy, even dangerous, activity to be avoided by both a potential hitcher and a prospective motorist contemplating whether to pull over or to drive on. For some, it also carries undertones of bludging and of indigence, although in rural areas like where I live, during these straightened times with high youth unemployment and poor public transport, many young people hitch out of necessity.
But the practice flourished for several decades, particularly during the fifties and sixties when few people owned vehicles and catching a ride with a friendly stranger was means of adventure as well as a mode of travel. Hitchhikers did so for a variety of reasons – a combination of thrift, expedience, and necessity, but also, a sense of romantic adventure – buoyed by what seems in retrospect, a naive sense of invulnerability.
More than just a means of transportation, it was also about social interaction and the opportunity for conversations with strangers. Jack Kerouac, American beat poet and secular patron saint of hitchers. begged to differ. In his seminal On the Road, a book revered more than read, he whinged: “One of the biggest troubles hitchhiking is having to talk to innumerable people, make them feel that they didn’t make a mistake picking you up, even entertain them almost, all of which is a great strain when you are going all the way and don’t plan to stay in hotels”.
In his recent Roadside Americans – the rise and fall of hitchhiking in a changing nation, North Carolina historian Jack Reid writes: “The waning of hitchhiking in the 1980s was a result of social change, but the main reason was related to the economy and to engineering. The highways changed. At the exits from cities, there are now huge interchanges rather than simple junctions, where it was easy to stop a car. Added to that was a sense of alienation, a growing fear of strangers and a loss of intimacy. Another reason was that years of economic prosperity and a significant reduction in car prices enabled many young people to buy their own cars”.
Allons! the road is before us!
Afoot and light-hearted I take to the open road, Healthy, free, the world before me, The long brown path before me leading wherever I choose. Strong and content I travel the open road.
Walt Whitman, Song of the Open Road
I was thumbing lifts before I’d even heard of Jack Kerouac, It seemed like the easiest and cheapest thing to do when cash was scarce and modes of carriage were few, and the open road and the horizon beckoned.
.In the days gone by, when money was tight and adventure beckoned, I hitched all-over England – visiting friends in far-flung towns and villages, attending music festivals and anti-war and anti-nuclear demonstrations, and often, simply for the joy of travelling and exploration.
Looking back, my hitching was destination focused, getting to where I wanted to go and the route that would take me there rather than exploring the highways and byways, the towns and village in between and the folk therein – although I would take in appreciatively the landscapes and cityscapes I would pass through. The roadside and the adjoining nature strip, were, on the other hand, a world of their own. Between rides, standing at a place I’d never been and to which I would not return, I’d note the micro-milieu – the grass and the wildflowers, the flotsam and jetsam, the discarded bottles and butt ends, the empty cigarette packets and the candy bar wrappers. Vehicles whizzed by and I’d observe their type and frequency to calculate when I’d likely be picked up. And then, destination in mind’s eye, like stepping into a cold pool,or breaking into a run, I’d extend my arm and raise a thumb, gingerly at first and then with bravado.
Living on the northeastern edge of Birmingham, close to the motorways heading north and south, I’d simply pack a bag, walk to the nearby roundabout, and put out my thumb. It was, after it own fashion, a kind of commuting between hometown domesticity and the great beyond.
When first I roved out, the M1 started on the outskirts of London at Watford, and ended between Coventry and Rugby. The Coventry Road in south west Birmingham was my launching pad. Watford Gap services was like a transit lounge, as was Newport Pagnell. The large road sign Hatfield and the North was a landmark on the road to home. Daytime, nighttime, the wee small hours, in spring and summer sunshine or winter rain, it didn’t really matter – the M1 never slept.
In time,the road system extendedand the M1-M6 link lay just a hundred metres in front my family home. One summer, I worked on that section of the motorway as an “on the lump” casual navvy. No workers comp,or occupational health and safety in those days. Helmets and gloves were optional. My blood, and that of many others, including some who clocked one fine summer morning and never clocked off, is in that concrete.
As a sixth former, I’d often hitch to “swinging” London for the weekend, to explore the capital and visit folk and jazz clubs, kipping in shop door-ways and underground car parks under cardboard and napping wrapped in newspapers, and eating at Wimpy bars and Lyons teas houses.
A few years later, whilst at Reading University, the M4 began near Maidenhead and finished at Chiswick, and every few weekends, I’d stand opposite the cemetery in eastern Reading and hitch a ride to London and back – for sit-ins, marches, happenings at The Roundhouse, free open-air concerts (including the famous Rolling Stones concert in Hyde Park), and to hang with my London girlfriend.
When first I roved abroad, I thumbed my way from Budapest to Athens via Yugoslavia and thence back to Blighty, and the following year, on a side-step from the famous hippie trail, from Beirut to Aqaba and back via Petra and Wadi Rum. I slept a night in Petra itself – in those days, a deserted and un-restored hideaway for fugitive Palestinian fedayeen after the Black September intifada. For reasons that I can not fully explain, I took my future first wife down the same road two years later, including sleeping out among Petra’s Nabatean tombs. And this was to be the end of my gypsy ways and hitching days. They lasted eight years. Thereafter, the famous “open road” was replaced by planes and trains, buses and cars – and one agonizingly crippled Ford transit van (to … an old saying, when life gives you a lemon, you’d wish you’d’ve been willing to spend more on a reliable motor).
If you’ve taken all you need from this post already, off you go … What follows now are an assortment of self-indulgent reminiscences of my hitchhiking days.
From this hour I ordain myself loos’d of limits and imaginary lines, Going where I list, my own master total and absolute, Listening to others, considering well what they say, Pausing, searching, receiving, contemplating, Gently,but with undeniable will, divesting myself of the holds that would hold me. I inhale great draughts of space, The east and the west are mine, and the north and the south are mine.
Walt Whitman,Song of the Open Road
Well I left my happy home To see what I could find out I left my folk and friends With the aim to clear my mind out Well I hit the rowdy road And many kinds I met there And many stories told me on the way to get there So on and on I go, the seconds tick the time out So much left to know, and I’m on the road to find out
Cat Stevens, Tea for the Tillerman
The toad road licked my wheels like a sabre. Marc Bolan
And what should they know of England …
There’s always a first time. We’d all like to daydream that we’d be picked up by Joni Mitchell, like she picked up that scallywag Coyote on her sublime Hejiraalbum. Mine, alas, was as as stocky sixth former with long hair (long for those days) and horn-rims, heading down to London to meet meet up with school chums for the CND Easter March (that was a first too). Standing at the roundabout where the M1 and the world began, having already thumbed from the Coventry Road roundabout opposite the old Swan public house at Yardley, It wasn’t long before a Rolls Royce pulled up. “WTFl!” is what I’d say today A handsome bloke with shades and sideburns who looked like Englebert Humperdinck asked me where I was heading. “London”, I replied. “Of course – where else? Get in”, he said. It was all the way to Marble Arch with pop star Don Fardon – whom I’d never heard of at the time – he later entered the hit parade with a cover of John Loudermilk’s song Indian Reservation. Not a good song, I would say – with many similarly empathetic ballads, it is long on heartstring-pulling and fucked on imagery and lyrics. If you want to listen to a good song, check out Bruce Cockburn’s evocative Indian Wars and the Australian Goanna Band’s anthemic Solid Rock.
Henceforward, that motorway from Brum to London was a road well-traveled. In my final year at Moseley Grammar, I’d often hitch down to London for a weekend with pals who’d gone there before. We’d hang out at cheap and cheerful Pollo’s Italian restaurant in Old Compton Street in Soho and the Coach and Horses right across the road, and go to Cousins folk and blues joint in a cellar in nearby Greek Street and the 101 Jazz Club off Oxford Street. Bunjies folk club and Ronnie Scott’s jazz Club were just around the corner. After a meal or a pint, I’d often catch the last tube to the end of the line closest to the M1. I can’t recall how many times I headed off into the night; and and there were always drivers on the road at the witching hour. I guess many folks “get the urge for going”, as Joni sang back then, “and they had to go …” And in those generous times, folks were willing to offer a lift to a wayfaring stranger – gentle souls who would not leave strays stranded by the dark wayside; lonesome folks seeking company and conversation in the dark night of the soul; curios people wondering why a young man would hitch the highways in the middle of the night.
It is now early spring of 1968. I’d repeated my last year at Grammar School, and with assignments completed, an amenable headmaster let me take a week off to travel. This time, I headed northwest across Brum to Darkaston, near Walsall, and what was then the beginning of the M6 – it ended at Lancaster. Travelling through Lancashire, Cumbria and the Lowlands, I reached the outskirts of Glasgow by nighttime. Hitching across the city, I was picked up by a young couple who insisted that I spend the night at their place – they reckoned the green scarf I’d worn around my hat was a risky proposition in that part of sectarianist Glasgow. I loved that old brown fedora; it traveled with me all over England, to Greece and Yugoslavia, and the Middle East until it was stolen along with my harmonica at Wadi Musa, near Petra. Next morning, I was on the road to Edinburgh, crossed the silvery Tay of bad poet William McGonagall fame, transited the granite city of Aberdeen, and by nightfall, I was on the road into Inverness, where I slept by the roadside and woke up covered in snow. Next morning, I was on Culloden field, and thence, continued on my journey. It took me through the Great Glen where I’d caught a local bus that delivered the mail to isolated homesteads, a journey so slow that I was hallucinating mountains and braes for days, and thence to to Loch Lomond and beyond, southering homewards.
During my first year at the University of Reading, I kept on hitching – many more journeys to London and back and day trips to nearby Oxford and Windsor. In a cold and rainy April, with first year exams done, I headed east to London and north to the Humber and the port of Hull, to drop on a good friend who had dropped out of uni and to visit an former school chum. In a student share-house near the university, I took my first mescaline trip to the soundtrack of Roy Harper’s sang McGoohan’s Blues’, a twenty minute digression from the concept if not the plot of an iconic if indecipherable television series. “The Prisoner is taking his shoes off to walk in the rain”. For 1,200 blissful seconds of cosmic consciousness, I found the meaning of life down that wonderful rabbit hole – and had forgotten what I’d found when I’d resurfaced the next morning. Peyote is a very colourful hallucinogenic. I still recall the Fantasia images that passed before my eyes as Roy sang:
Daffodil April petal hiding the game Forests of restless chessmen life is the same Tides in the sand sun lover watching us dream Covered in stars and clover rainbows downstream … Under the toadstool lover down by the dream Everything flowing over rainbows downstream Silver the turning water flying away I’ll come to see you sooner I’m on my way
As I headed back down south, the wet and windy old weather changed and as I rode through rural Oxfordshire, all a sudden, the sun came out for behind dull English clouds and and Springtime came in verdant glory – as doomed young Robert Browning once declaimed
Oh to be in England now that April ’s there And whoever wakes in England sees, some morning, unaware, That the lowest boughs and the brushwood sheaf Round the elm-tree bole are in tiny leaf, While the chaffinch sings on the orchard bough In England—now!
On arrival at my digs in Reading, there was a note from friends telling me that they’d headed off to Devon to spend a weekend with a fellow student’s farming family, and that me and my friend Jean should join them. So within minutes of arriving home, we were off into the west. Navigating Bristol where, I recall for no apparent reason, that on impulse. I’d bought a copy of The Beano comic) and Somerset. Late that night, we arrived in the tiny town Cullompton in the heart of rustic Devon. After some now forgotten but fun times, including a trip to the seaside and getting blotto on local cider, we hitched home. I don’t recall too much of the journey except that it took us through Basingstoke.
One glorious English summer I arranged to meet up with my late pal Dave Shaw in Cambridge, where he was attending a summer school at the University, and go to the celebrated Cambridge Folk Festival. I clocked off from my work on the motorway, got home, just ten minutes away – I said we were close! – showered and packed, and headed to the Clock Garage roundabout and put out my thumb. I took the M1 to London’s North Circular, and cut across to the A10 (there was no M11 in those days) and, And, my stars were alignment on this night ride, arrived at Dave’s digs in time for breakfast.I don’t remember much of the festival bill, but American folk diva Odetta was singing, and also, our idol, Roy Harper, England’s high priest of angst.
I had to leave Cambridge around Sunday lunchtime, after Roy’s last set, to return to Brum for work on Monday. Rather than head back down to London, to save time – a quixotic idea when you are hitching – I decided to cut cross-country to connect with the M1 at Newport Pagnell – in those days before GPS and route planners, a cheap, creased road map from WH Smith was the best we had, plus a good sense of direction, fair weather and loads of luck. And such are the movements of the cosmos, that my one and only only ride took me to, yes, what was then the bucolic village of Newport Pagnell. It was one of those summer evenings in England, when the days are long, the air warm and languorous, and the light, luminous. Birds were singing and church bells were ringing for evensong, and in my mind’s ear, I’d like to imagine that cows were lowing and sheep were bleating. One could almost feel an ode coming on. So there I was, once more, at the services on-ramp, hitching a ride to Birmingham , and hopping aboard an old Land Rover for what was the slowest and noisiest ride ever – which took me almost to my door.
… who only England know
The above header is the second half of Rudyard Kipling’s well known if oft misunderstood poem The English Flag, in which the old Imperialist exhorts his insular countrymen to go forth and conquer … In later and less jingoism times, it has been given a more benign slant, along the lines of the adages like “travel broadens the mind” to which I readily subscribe, or as Cat Stevens was to sing at the time “the road to find out”.
And so it was during the holidays before my final year at Grammar School that I tried my thumb on the Continent. With another school pal, I hopped across La Manche to Belgium with the idea of hitching to Amsterdam. Why we chose Belgium, I can’t recall, but my brother had been there shortly before and he reckoned it was a great place for art and architecture (that was his thing – he scored a rare First in architecture at Uni and went to become the chief architect for Nottingham City Council, designing the international ice rink in partnership with Jane Torvill of of skating icons Torvill and Dean fame). We did a lot of beer and chips and saw a lot of great art and architecture in Bruges, Ghent and Brussels – and we visited the Waterloo battlefield, as one would. As for the Netherlands, we got as far as Antwerp but gave up on Amsterdam after a long day of futile thumbing. We were, however, adopted by a young Belgian lass who took us home to meet her ma and pa. We enjoyed a bucolic Sunday picnic on the banks of a tributary of the Scheldt before heading back to Oostende and England. In retrospect, I regretted that hadn’t turned south south and set a course for Paris, a pleasure which would have to wait several more years.
My next “big hitch” was by happenstance in Eastern Europe. I’ve written of this before in In That Howling Infinite in Tanks for the Memory – how Brezhnev changed my life. Therein, I recalled how I’d flown to Prague on the first anniversary of the Soviet Invasion for Czechoslovakia, only to have the flight diverted to Budapest in Hungary.
“Given the circumstances of our arrival, and the atmosphere prevailing in the Bloc on the anniversary of Prague invasion, the authorities had given me a visa for four days only. I had therefore to depart the country quick-smart. I had effectively two choices of non-Soviet countries – westwards to Austria, or south to what was then Yugoslavia. In a split second decision, I took the road less traveled – south to Szeged and the Serbian border. Wondering through the rural outskirts of Novi Sad, I was taken home by a pair of Serbian boys. I spent my first evening with their most hospitable family and slept that night on a bed of furs. “Novi Sad, Beograd” the lads had chanted, and so, instead of setting my direction home, I hitch-hiked south to the ancient Danube city of Belgrade. In the Yugoslav capital, I resolved to keep going southwards. Over the next two weeks, I transited Yugoslavia to Thessaloniki, where decided to continue with my southern odyssey – to Athens and the Greek Islands. At journeys end, I hitchhiked back the way I’d come, only this time, reaching Austria via the Croatian capital of Zagreb”.
My Balkan and Aegean adventures included that aforesaid sleepover in Novi Sad; sleeping by the highway south of Niš where I was awoken in the middle of the night by military police who reckoned I was a security risk; being propositioned – solicited more like – by a gypsy girl whose favours I forsook as she mustn’t have showered for a week; picked up by a Greek lorry-driver near the famous pass of Thermopylae who insisted we skinny-dip in the aquamarine Adriatic; and heading out of Thessaloniki on the road to Macedonia (the Slav one), I was picked by a bus load of frisky young Greek conscripts – I jumped out quicksmart into the night.
By the time I reached Zagreb, I’d had enough of the road and took the train to Vienna and thence to Calais and Albion. But, as I wrote in Tanks for the Memory, my southwards diversion to the Mediterranean fixed my gaze on other pastures and inspired a lifetime interest in the Middle East. For that is where I roved next: “… the clear Hellenic sky and the cobalt blue of the Mediterranean, the parched hills and pine woods of the Peloponnese, the dazzling light and the warm sun on my body, and the ruins and bones of antiquity sang a siren’s song. As Jack Bruce warbled: You thought the leaden winter would bring you down forever, but you rode upon a steamer to the violence of the sun. And the colours of the sea bind your eyes with trembling mermaids, and you touch the distant beaches with tales of brave Ulysses. My thoughts and dreams no longer ranged eastwards. My next journey took me back to the Mediterranean, and thence, following in the footsteps of Alexander the Great – the golden hero of legend, not the “mad, bad and dangerous to know” destroyer – through the Middle East and on to the famous well-trodden Hippie Trail to India”.
I’d never intended to hit the Hippie Trail back then, in the northern summer of 1971. In fact, I didn’t even know it existed.
I’d just finished my final exams and graduated with a good degree, and after three exciting and formative years, it was as if everything had suddenly ground to a halt. Uni was over; a romantic relationship was on the rocks; I was footloose and free, floating and feeling the urge to escape elsewhere, somewhere, anywhere. I’d no idea at all what I would do next, other than an inchoate plan to undertake post-graduate study – guided by my tutor and mentor exiled Hungarian academic Tibor Szamuely, my academic interest was Eastern Europe and the Soviet Union, but that was to be down the track.
When the finals results came out, I spent the evening at the student union with friends, unwinding and getting pissed; and the very next day, I walked into the Student Travel office and booked a one-way air ticket to Athens, passage by steamer from Piraeus to Alexandria via Limassol, Cyprus, and from Egypt to Piraeus and thence to Tel Aviv, Israel, with no bookings for onward travel.
Seized by the idea of visiting the two principal antagonists of the almost recent Six Day War, I’d a naive and uninformed notion to view both sides of the Arab-Israeli puzzle. Within a few weeks, I’d bought a second-hand rucksack and sleeping bag, converted my savings to traveller’s cheques – there were still currency restrictions in the UK on how much cash you could take out of the country – packed a few things, and in the words of Cat Stevens, I was “on the road to find out”. That road took me through the Middle East, and on and on, until I reached Kolkata in Bengal. What was planned as but a two month holiday to “clear my mind out”, to quote Cat again, extended to over six months as the appetite grew with the eating.
And so I travelled through lands of which I knew little, picking up fragments of history and heritage, parables and politics as onwards I roamed
My final hitching hejiras were played out in the Levant – an Indian traveller I’d met in a Cairo youth hostel had told me that if I thought the slums of Cairo were bad – and to a naive Brummie, they were – I should see those in Kolkata. So that is what I resolved to do. Leaving Egypt, I found my way to Damascus by way of Beirut, with a side-trip to Israel via Cyprus, and on a quixotic notion, I resolved to visit Aqaba, and also Petra, the ancient “rose” city. Back then, I knew next to nothing about the Middle East. I’d recalled Aqaba from the film Lawrence of Arabia; and I’d been told that Petra was a “must see” by a fellow traveller in my Damascus hostel. So, I set off south, to Dara’a, a border town where Lawrence was allegedly captured and buggered by the Turks, and which was, in recent times, the spark that ignited the Syrian civil war.
The Jordanian border lay just beyond Dera’a, but all traffic thereto was forbidden – the Syrian and Jordanian army had just fought a desultory tank battle in one of the many ricochets of the latter’s suppression of the Palestinian Liberation Organisation after the failed Black September intifada the year before. The border checkpoints were still open, however, to traffic from Jordan only. So I walked across a kind of no man’s land, past tank tracks and the occasional military wreck. There was a large concrete marker at the actual borderline, with “welcome to jordan” on one side and “welcome to Syria” on the other. It was a surreal space. It’s was twilight and high summer. The air was hot and still and there was almost total silence. No birdsong, an imperceptible warm wind. And of a sudden, there was a buzzing of flies which which swarmed all about me and the marker. I walked on and before too long, passed through passport control with a tourist visa, and thumbed a ride to Amman, the capital.
I slept that night on the outskirts of Amman and continued on to Ma’an, the jump-off point for the village of Wadi Musa and Petra. Onwards then to Aqaba where, having paddled in the sea and walked about the town, I headed back straightaway the way I’d come, to Ma’an, Amman, Dera’a and Damascus – from whence I took the fabled Nairn Bus across the desert to Baghdad. From there, I traveled by bus through Iran, Afghanistan, and Pakistan, and finally, by train, to Delhi and journey’s end, Kolkata, in the midst of a cholera epidemic and a refugee crisis that was a prelude to the Indo-Pakistan war that led to the birth of Bangladesh.
If you never go, you’ll never grow
With that, I’ll conclude these travellers’ tales, observing in the present how in all my journeying, I never came to harm, whether by accident, misadventure or malignancy.
As noted in opening paragraphs, there was the “combination of thrift, expedience, and necessity, but also, a sense of romantic adventure – buoyed by what seems in retrospect, a naive sense of invulnerability” .
Back in the day, hitchhiking in Britain and on the continent was taken for granted and hitchers were commonplace, even if the practice was frowned upon by the straighteners and the fearful. In the Levant, it was a rare thing. Passers-by would often ask what I was doing, and why I traveled thus. Saving money, I’d reply, I was on a budget and had a long way to go – which was indeed the case in the days when credit cards had yet to be invented and the cash and travellers’ cheques in your body belt were all you had to get your thousands of miles. But you come from a rich country, they’d say, adding that there were cheap service-taxis and buses, and that it was dangerous and there were men out there who would rob you or do you harm. Yes, but I have a long way to go. A policeman in Jerash in northern Jordan served me Arab tea and cakes and sat me down on a bench outside the police station whilst he flagged down a driver he considered to be a decent man.
Like those Israelis hitching between towns and villages in Israel and between settlements in the Occupied Territories, we who traveled the world before jumbo jets and cruise ships understood that bad things could happen and that they sometimes did whether you journeyed by thumb, van, bus or train. In hotels and hostels from Beirut to Baghdad, Kabul to Kolkata, you’d pick up word-of-mouth “travel advisories”, warnings and “war stories”. In India, I’d been told of a chap who’d been robbed and stranded in Afghanistan, and I actually met him when I bunked down in Sultanahmet, Istanbul, on my way back to Britain.
So yes, there always was a risk; but if you think too much about it, you’d never go, and if you never go, you’ll never grow.
In days gone by, the journey from Bellingen and Coffs Harbour to the south side of Kalang River, and thence to Kempsey, Taree and Sydney, was a torturous one. The crossing had to be made by a slow and ponderous ferry. It is remembered today by the existence of Old Punt Road, on the right hand side of Giinagay Way in the seaside town of Urunga on the Mid North Coast of New South Wales – if you are heading south from Coffs Harbour, it is on the right hand side just before the present day Kalang Bridge.
We republish here the story of the old punt and the construction of the first bridge over the Kalang (since replaced by the steel meccano bridge we see today) as retold in the now dearly departed Bellingen Courier Sun.
But first, a tale of the South Arm in the days of the Shire’s early settlement:
Europeans entered what was to become Bellingen Shire in 1840 when stock-man William Miles led a party into the Bellinger Valley to ascertain the abundance of much prized, avidly sought (and rapidly depleted) Red Cedar in the area. They came on foot, all the way from Kempsey – a trek of some one hundred kilometres through virgin bush. Such was abundance of the “red gold” that Macleay Valley government surveyor Clement Hodgkinson financed and supplied Miles to take him there the following year to see for himself. Arriving at the estuary of a large river, they headed west along that very ridge walked by the Gumbaynggirr for untold centuries. Following a stream that descended southwards from the ridge, they encountered another large river that the Gumbaynggirr called the Odalberrie …
… Further exploration revealed that the Odalberrie was the southern arm of this larger river, named the Bellinger – derived from the Gumbaynggirr name for the spotted quoll, a totemic and now endangered marsupial. It’s southern sister was unimaginatively christened The South Arm
Back in the day, there was no road along the northern bank of The South Arm. Access to the farms that were established along the river was by small jetties. Farmers and their families would travel by boat to visit the estuarine port of Urunga and to visit each other. In the late 19th century, Moses Lacey, the first selector, ran a store on the rive bank …
Whilst the river became the Kalang, after the Gumbaynggirri “galanga” – the native tree known as white beech, now uncommon although we have reintroduced scores of them on our property – the road kept its name.
As you travel at 110kms along the new Urunga bypass, spare a thought for the travellers of bygone years, because in 1888 it was a much slower journey.
At this time there were only three ferries available for crossing the Bellinger River’s North and South arm (now called the Kalang River). One was at Fernmount, one at Raleigh and one at Urunga (the South Arm), the latter being on the mail route to the Macleay and had the greatest amount of traffic
The new bridge blocked by asteamroller until the Official Opening Party arrive.
By 1911 tempers were on the rise about the ferry service and a meeting was called on the 31st March 1911 at the Urunga Hotel with the Minister for Works (Mr Griffith) and a deputation of residents, to discuss the problems associated with the ferry crossings.
The Minister was presented with a signed petition asking the Minister for an oil launch to be put on the ferries at South Arm and Raleigh. Mr Arnold, a spokesman for the community, pointed out that “great inconvenience and delay were caused through the slowness of the ferries”[i]
By 1925 the members of the Bellingen Chamber of Commerce are wholeheartedly behind the Urunga Progress Association in the endeavour to secure a bridge over the South Arm. Mr W J Hammond (President of the Bellingen Chamber of Commerce) said that for 30 years, to his knowledge, the agitation had been going on. He said “the present punt service was a disgrace, it was antediluvian and shocking inconvenience was occasioned to persons who were obliged to use the road”[ii] He instanced one delay recently when a doctor, hurrying to an urgent call from the other side of the river, was held up from 5am till 1pm through a breakdown of the punt.
Travelling by car in days gone by.
By 1928 the battle was won and the Urunga Ferry contract for working of the punt expired on the 30 June 1928. On September 29 1928 the punt was replaced by a timber bridge built by the Department of Main Road at a cost of $19,000.
The Engineer (Mr Baird) broke the ribbon at the entrance and drove his car over the bridge. He had with him Mrs Gale (wife of the Bellingen Shire President) and Mesdames Atherton and Bushell, two of the oldest residents of the Bellinger. It was noted that the ceremonies were not elaborate, as the Shire Clerk, Mr Witt put it “it was a case of no champagne by request as the Council is rather hard up at present”.
The Raleigh Sun reported on the 2 October 1928 that the opening was an important Milestone in the progress of the district. Mr Gale (the Shire President), in a fine speech, expressed the wish that it would not be long before another bridge at Raleigh would be on its way and that, with the bridges to be built over the Nambucca at Macksville and over the Clarence at Grafton, there would be no more punts to cross for hundreds of miles along the main North Coast road.[iii]
The bridge transformed the trip in 1928 but was eventually replaced by a new bridge in March 1972 at a cost $1.13 million.
The Minister of highways, the Hon P Morton, in his opening address, said that the new bridge was an example of the recent trend to avoid visual pollution. He added that this was as it should be in conformity with the beautiful district and a shire which was full of contrasts of scenery, which made it a delightful mecca for the tourist.
There are many more stories about the history of the Bellinger Valley available at the Bellingen and Urunga Museums. If you would like to become involved in the Bellinger Valley Historical Society as a volunteer or a Friend of the Museum please call Susan 0418 415 032 or drop in to either of our Museums. Also visitors to the Bellingen Museum can view the collection of the Museum for a gold coin donation during the upgrading of the Museum.