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shanghaiceltic
Board Royalty
Joined: Sep 20, 2005
Posts: 7588
Location: Perth WA
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 Posted:
June 30, 2006 - 12:33 PM |
 
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| Post subject: Beijing to Lhasa |
I wonder if the trains will carry oxygen for those passnegers who start to suffer from mountian sickness?
The railway in the clouds
By Richard Spencer in Kunlun Mountains
(Filed: 30/06/2006)
When Locomotive T27 shuffles out of Beijing's West Station tomorrow on a 2,500-mile journey to the roof of the world, China's 50 year-long colonisation of t¡bet will be complete.
Rolling across the snow-lined grasslands of the t¡betan plateau, T27 will inaugurate the world's highest and most ambitious railway, the latest triumph of the Communist Party's use of giant engineering projects to transform China's economy and make its mark on the world.
At a cost of £2.3 billion, it will join t¡bet to the rest of China by rail for the first time, and that may not be the end of it. The government is proposing to extend the line to the Indian border, and even, possibly, to extend it over the Himalayas, connecting to the world a place that was once a byword for remoteness.
The party says that with the trains will come development for the t¡betan people, the country's poorest. Many t¡betans welcome this, but also fear that it will speed up an influx of ethnic Chinese, drowning their valued but fragile culture. "Many people prοtest this project," said Tsering, 28, a t¡betan student. "How can people preserve their culture when the railway is bringing so many people in?
"In education already you have to speak Chinese, to get a job you have to speak Chinese, to study you use Chinese. We are like a bird in a cage."
Demonstrations are planned outside Chinese embassies around the world over the weekend. But there will be little trouble in t¡bet, with reports of a heavy army and paramilitary presence in the capital, Lhasa. The new stretch of the railway begins in Qinghai, a separate Chinese province that was once a part of t¡bet, with the existing track extending all the way back to the Chinese capital, Beijing, a 48-hour journey from Lhasa.
First proposed in 1950, even as the People's Liberation Army was sweeping through the da1a¡ 1ama's feudal territory and bringing it under Communist power, the line reached Golmud, western Qinghai, in 1984. But taking it through the 20,000ft Kunlun Mountains of the plateau, over its 16,000ft passes, and across its permafrosted grasslands was seen as just too difficult.
That was until 2001. With the first stage of the Three Gorges Dam nearly complete, the engineers who play such a prominent role in Chinese political life set their sights on a new target. And just as the Americans tamed the Wild West with railways and settlers (and brothels), so the railway is bringing China's t¡bet into its cultural mainstream. Lhasa is already full of Chinese, with Chinese-style buildings, businesses, and entertainment.
The railway's technical achievement, assuming it works, is staggering. Engineers have built 50 miles of bridges and tunnels, nearly all above 13,000ft. The highest pass is at 16,640ft. The train cars, manufactured by Canada's Bombardier Inc, had double-paned windows with ultraviolet filters to protect people from the sun's glare and were designed to regulate oxygen levels as the altitude changes, said Zhang Jianwei, Bombardier's China representative.
Mr Zhang said passengers who experienced breathing difficulties at high altitudes could breathe air with richer oxygen content provided at various locations in the coaches. There was some dispute over whether or not passengers would be allowed to smoke in the oxygen-enriched trains.
Much of the land has a layer of permafrost under the surface, and is particularly subject to global warming. To equalise temperatures, the railway is relying on a system of metal posts half buried in the soil, which will rise and fall and channel heat to the surface. It has come at a cost. The government says that none of the 40,000 workers died of altitude sickness, but locals say at least 100, maybe many more, were killed in accidents. "A dozen or more people died here in 2004," said a worker named Ma at one of the clinics lining the road across the plateau.
The railway has military as well as economic benefits. t¡bet has become China's most overtly militarised region, as could be seen from the convoys of up to 80 army trucks travelling this week across the plateau, fresh from resupplying the garrisons.
This is partly to ensure security - there have been major uprisings against Chinese rule, the last, in the late 1980s, ending with a declaration of martial law by t¡bet's then party secretary, Hu Jintao.
Mr Hu rose to become party leader and is expected to declare the new railway open tomorrow, on the 85th anniversary of the Chinese Communist Party.
The exiled t¡betan spiritual leader, the da1a¡ 1ama, has backed the railway, but with reservations. "Cultural genocide is taking place," he said last year. "In general, a railway link is very useful in order to develop, but not when politically motivated to bring about demographic change." |
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Magnolia
Board Biatch
Joined: June 01, 2004
Posts: 31071
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June 30, 2006 - 12:42 PM |
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Anyone know what the estimated cost will be for the journey?
(Totally off-topic.... but had a friend in town last week who was just in t¡bet to see a particular type of mountaintop burial. Something to do with dismembering the body of the deceased and allowing the crows and birds to fly off with it so the body is buried in the sky of the mountains. Anyone ever hear of this? Sounded fascinating.) |
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Henry_Chinaski
Board Lord
Joined: Aug 16, 2003
Posts: 5025
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June 30, 2006 - 02:59 PM |
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^ This form of burial is quite common in t¡bet from what I read. Did he go there for a specific burial of someone? Heard it's very unlikely to have outsiders attending burials there. Giraffine, havent we talked about this a couple of years ago?
Heard the ticket will be 1000rmb only, which means a potential invasion.
And yes it will have oxygen in it shanghaic |
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Magnolia
Board Biatch
Joined: June 01, 2004
Posts: 31071
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June 30, 2006 - 03:06 PM |
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He went along with a friend... the friend may have known the person but I don't think he did. Said it was amazing to witness and be a part of.
Only 1000 rmb? Wow. That's really inexpensive. Too bad price controls or something aren't used to stablilize the influx. |
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tomnoddy_uk
Fire-eater
Joined: Mar 14, 2006
Posts: 2903
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June 30, 2006 - 03:36 PM |
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a bit off topic but, is the t¡betan government in exile recognised by any country in the world? presumably India must give it some sort of recognition as its based there? |
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aquagirl
Veejay
Joined: May 02, 2005
Posts: 2094
Location: in a gumdrop house on lollipop lane
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July 16, 2006 - 03:11 PM |
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to continue discussion... richard gere has a few words....
http://www.nytimes.com/2006/07/15/opinion/15gere.html?th&emc=th
Op-Ed Contributor
Railroad to Perdition
By RICHARD GERE
Published: July 15, 2006
THE opening this month of the final segment of world’s highest railway, from Beijing to Lhasa, t¡bet, is a staggering engineering achievement and a testimony to the developing greatness of China. But it is also the most serious threat by the Chinese yet to the survival of t¡bet’s unique religious, cultural and linguistic identity. In the words of a well-known t¡betan religious teacher who died after many years in a Chinese prison, the railway heralds “a time of emergency and darkness” for t¡bet.
This railway across the roof of the world will result in an expanded Chinese military presence in t¡bet, accelerate the already devastating exploitation of its natural resources and increase the number of Chinese migrants, marginalizing the t¡betan people still further. In the capital, Lhasa, t¡betans are already a minority.
In the years after China’s invasion of t¡bet in 1950, thousands of t¡betan Buddhist monasteries and convents were destroyed, and hundreds of thousands of t¡betans perished. Today the suppression of religion is more subtle and less visible to outsiders. Many of the monasteries have been partly rebuilt, but often they are simply showplaces for tourists. Obtaining a complete religious education in t¡bet is usually impossible. Even having a photograph of the da1a¡ 1ama is a criminal offense.
Many t¡betans lost their land to make way for the railway, and t¡betan nomads are being forced to settle in cities. Without land and religion, cultures disappear. This is particularly true in t¡bet, where the land itself is regarded as sacred.
And even as their culture is undermined by the railway, most t¡betans are unlikely to enjoy any economic benefits from it. With a price tag of more than $4 billion, the t¡bet railway is the most ambitious and costly element of China’s current drive to develop its western regions, known as the Great Leap West. But its construction was based upon the Communist Party’s old strategic and political objectives, and its main beneficiaries will be the Chinese military units stationed there, Chinese companies and Chinese settlers. Most t¡betans don’t have access to education that would allow them to compete in the economic environment created by China’s policies, nor are they welcome to share the fruits of its success.
The opening of the railway to t¡bet could not have a greater symbolic importance to the Communist elite — it is the achievement of a goal set by Mao more than 40 years ago as part of a strategy to complete t¡bet’s integration into China. And sadly, the opening of the railway takes place in an environment of intensified political repression. The new Communist Party chief in t¡bet, Zhang Qingli, has said that the party is engaged in a “fight to the death struggle” against the da1a¡ 1ama and his supporters.
China’s president, Hu Jintao, formally opened the railway on July 1. In the late 1980’s, when he was party chief of the region, he presided over the torture and imprisonment of thousands of t¡betans through the imposition of martial law in Lhasa. The t¡betans have not forgotten Mr. Hu’s role in the oppression of their people. President Hu was also personally involved in drafting the fast-track development policies that have been such a disaster for most t¡betans. They are based upon an urban Chinese model and do not take into account t¡betans’ needs, views or the way of life that has sustained them on the high plateau for centuries. The da1a¡ 1ama has spoken frequently about the urgent need to involve t¡betans in the development of their land.
A true “great leap” would make room for a t¡betan role in economic development, protect t¡betan religious culture and identity, and welcome the involvement of the da1a¡ 1ama in decision-making on t¡bet’s future. Since 2002, there have been several rounds of dialogue between Beijing and the da1a¡ 1ama’s representatives, following a decade-long diplomatic stalemate, but at present China’s commitment to the process is uncertain.
t¡bet’s precious culture and religion, with its principles of wisdom and compassion and its message of interdependence and nonviolence, are rooted in the t¡betan landscape and t¡betan hearts. The survival of t¡betan Buddhist knowledge in its own land is vital for the world, as well as the t¡betan people. China’s journey toward greatness must not include the further destruction of this heritage.
Richard Gere, an actor, is the chairman of the International Campaign for t¡bet. |
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SHBoor
Reacher
Joined: May 22, 2006
Posts: 297
Status: Offline
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July 17, 2006 - 11:02 AM |
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shanghaiceltic, what's the source of your news. It is a deja vu. Some contents are exactly the same as the reports by Jonathan Watts, Guardian. Is it a plagiarism? I wonder.
Whether there will be a culture genocide depends on how the government control the influx of the majority Hans. I'm worrying too. |
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tomnoddy_uk
Fire-eater
Joined: Mar 14, 2006
Posts: 2903
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July 17, 2006 - 11:09 AM |
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^ probably came fro ma reuters press release and then largely borrowed. |
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tomnoddy_uk
Fire-eater
Joined: Mar 14, 2006
Posts: 2903
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July 17, 2006 - 11:14 AM |
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From the Asia Times, a heard seat ticket from Beijing to Lhasa costs 389 Yuan!
China's 'magical road of heaven'
By Pallavi Aiyar
LHASA - For centuries t¡bet has been the embodiment of an exotic fantasy. A Buddhist Shangri-La, mysterious and remote, locked away within high mountains from the frenetic modernity of the outside world. But as the first train ever pulled up to Lhasa station on July 1 having hurtled across frozen tundra for more than 1,000 kilometers, a new chapter in t¡bet's history began.
The Qinghai-t¡bet Railway has unlocked the gate to the top of the world and unleashed with it a torrent of admiration and criticism. It's the world's longest and highest highland railway, an engineering marvel the Chinese government says will bring about an economic renaissance in a region that has thus far remained poor and underdeveloped. However, critics have raised the alarmregarding the destructive potential of the railway for t¡bet's pristine environment and unique culture.
The t¡betan government in exile with the da1a¡ 1ama at its helm has also highlighted the increased ease with which troops will now be able to be deployed in t¡bet along with what they say is a political move on the part of Beijing to bring about demographic changes in the area by encouraging an influx of Han Chinese into the region.
The first Beijing-Lhasa Express rolled out of Beijing West Station at 9:30pm on July 1. A standard coach ticket, called a hard seat, sells for 389 yuan (US$4 from Beijing to Lhasa, while the price for hard sleeper or bunk costs 813 yuan and the price for a shared compartment or soft sleeper is 1,262 yuan.
The maximum train speed is expected to reach 100 kilometers per hour in the frozen earth areas and 120 kilometers per hour on non-frozen earth.
On the inaugural run, cameras flashed both inside and outside the train, passengers and onlookers alike hungry to record the moment. The excitement of being part of history in the making bound those on board, and passengers scurried between compartments, striking up conversations, and unusually for normally reticent Chinese, voicing opinions.
"t¡bet can't remain shut off from the world forever," said Li Dan, a 27-year-old student from Jilin University. "It's not healthy for any culture and change is not in itself bad."
But more than any other topic it was the potential for suffering altitude sickness once in t¡bet that first-time tourists seemed to obsess about. Lhasa, the traditional capital of t¡bet and the capital of the t¡bet Autonomous Region of the People's Republic of China, is at 3,600 meters, and much of the route from Golmud in Qinghai province in the northwest onward is more than 4,000 meters above sea level.
Recorded announcements constantly replayed warnings for passengers to contact rail staff if they felt uncomfortable.
The first day of the almost 48-hour trip saw the train wind its way south to Hebei and Shanxi provinces and then west to the home of the Gobi desert in Gansu province. The journey's most stunning scenery, however, was reserved for day two when the Golmud-Lhasa stretch took about 850 passengers through the highest point on the trip: the 5072-meter Tanggula Pass border between t¡bet and Qinghai.
Construction of the 1,142-kilometers Golmud-Lhasa section began June 29, 2001 and cost about about US$23.68 billion.
The pass is part of the formidable Kunlun range of mountains, long considered impenetrable. The range forms the northern flank of a huge area of permafrost that stretches for hundreds of kilometers across the t¡betan plateau toward the Himalayas. Above the permafrost is a layer of ice that melts and refreezes daily with the rising and setting of the sun. Laying railroads through such terrain was thought to be impossible until China took up the challenge five years ago.
Chinese engineers solved the problem by developing a technique that enabled them to permanently freeze the top level of ice and prevent it from its daily pattern of melting and refreezing. Coolants are pumped into the earth ensuring that the ground near tunnels and pillars remains frozen.
There has been some international skepticism regarding the sustainability of this solution, and some have even predicted that the railroad will collapse within 10 years. Chinese authorities, however, maintain confident in their technology.
"The Qinghai-t¡bet railway is the realization of a 100-year-old Chinese dream," said an announcement on the train's public address system. The mood on board was consequently self-congratulatory. "We Chinese can achieve anything," a China Central Television (CCTV) journalist boasted.
It took more than 100,000 workers to lay the rail tracks and complete other construction since work on the railway started in 2001. The altitudes at which they had to work were so high that crew members often had to be outfitted with extra oxygen supplies strapped to their backs. Zhu Zhengsheng, vice director of the Ministry of Railways, called it a "a miracle" no one died of altitude sickness during construction.
From Golmud extra oxygen is pumped into the train, and attendants demonstrate the use of special oxygen sockets situated throughout the carriages.
Through the window the visceral beauty of the landscape packed an almost physical punch. There was a collective gasp as 50 t¡betan antelope or chiru ran alongside the railway tracks for a few minutes. Wild donkeys and horses could be spotted in the distance and the hulking shapes of yaks were framed dramatically by snow-capped mountains.
The train passed through the grasslands of Kekexili, a 45,000-square-kilometer area at the foot of the Kunlun range, the natural habitat of the t¡betan antelope. To protect these endangered animals from potential railway-related accidents, 33 wildlife "passageways", mostly trestle bridges, have been incorporated into the railway's design at key points along the route where the antelope are believed to cross during their seasonal migration to grazing grounds. In all some $192 million has been earmarked by the government for environmental-protection projects along the route.
Nearing Lhasa, Chinese flags were firmly affixed atop every home, even those of humble herdsmen. The red and yellow flags made a strong statement of sovereignty, leaving little room for ambiguity.
The minutes before the on-time arrival in Lhasa at 9:00pm on July 3 were hectic. Chinese tourists seeking souvenirs of the trip made a mad dash through the carriage trying to collect every passenger's autograph. Passengers walked off the train into a spanking new white station - the first to arrive in t¡bet from Beijing by train. Official estimates say that by next year as many as 4,000 people daily will arrive by rail in Lhasa.
The first glimpse of the city, driving in from the train station, was of a tower atop a hill. The bus then turned a corner and the white and ochre splendor of the pοta⌊a Palace, once the home of the da1a¡ 1ama and now a Chinese state museum, swam into view. Despite being juxtaposed with the TV tower, the palace was an awe-inspiring site, even more so the next morning when it was encircled in a whorl of prayer-wheel- turning, pilgrims. A deep-abiding faith was palpable as hundreds of t¡betans slowly walked around the palace, a practice that is a daily routine for many Lhasa residents.
Gnarled, toothless old women prostrated themselves again and again on the ground before the palace. Some were supported by young children. Others walked dogs. The tinkle of silver jewelry mingling with the whirling of prayer wheels made for a strangely stirring spiritual amalgam.
Inside, palace director Qiangba Gesang was surprisingly nervous about the impact of the train on the pοta⌊a Palace.
The palace currently restricts visitors to 1,800 a day. Tourists are charged 100 yuan (US$12) and pilgrims a token 1 yuan for entry. But the influx of tourists the railway is expecting has led palace management to admit an additional 500 visitors per day. However, the price of an entry ticket will be tripled to scare away the budget-conscious and thus reduce the burden of human weight on the fragile building.
"I don't care about more visitors or making money," Qiangba said. "I care about the palace and its protection." His main concern is that the mud and wood structures of the 13-story palace will collapse under the weight of a tourist influx. "More tourists will be good for Lhasa, but not for the palace," he said.
The pοta⌊a was the winter residence of the da1a¡ Lamas and even today houses the throne where the current da1a¡ 1ama, Tenzin Gyatso, the 14th in a sacred line, sat to rule over t¡bet before he fled to India in 1959. In recent times Beijing has lifted restrictions on religious worship in t¡bet, with authorities reluctant to appear as stifling religious sentiment and local culture. Spaces for worship and pilgrimage have thus been opened. The pοta⌊a, for example, has been given a recent injection of cash to the tune of 170 million yuan for renovation.
But at the same time the authorities are unwilling to take any chance of t¡betans coalescing around the da1a¡ 1ama into a movement for independence. Public photographs of him are prohibited, and even possession of his picture can lead to trouble. When asked how he felt about being unable to put up a single photograph of the da1a¡ 1ama at what is the spiritual leader's former residence, Qiangba's jovial expression changed. "We do whatever the government decides," he said stiffly.
The pοta⌊a was packed with pilgrims, a sign of the loosening of religious controls. Some looked curiously at the new train tourists. Lopsang, a 27-year-old monk who lives in the pοta⌊a, worries the new train will bring in an influx of migrants to Lhasa to the detriment of the local people.
"Local t¡betans are poorly educated," he said. "Others from outside would have better qualifications, so more jobs would go to them."
Lopsang echoed one of the main arguments critics of the railway make: that the benefits accruing from the railway will go not to t¡betans as much as to Chinese from other parts of the country who are coming to Lhasa in large numbers to set up businesses. These new migrants are better educated and also have access to lines of credit that most t¡betans lack.
A hotel where some train passengers stayed is owned by a businessman from Sichuan province. A quick survey of the shop owners along the main street revealed the majority to be from outside of t¡bet as well.
But the monk also believes the railway will enable young t¡betans to get a quality education elsewhere in China. "It has its good points."
Outside the palace, a group of t¡betan women worked on restoring a section of the pοta⌊a's roof. The sun glinted in their hair and a heavy Chinese flag unfurled behind them. As they worked they sang a song of beauty and strength and stamped their feet in unison in an impromptu dance.
"They sure are great singers, but I am not so sure about them as workers," joked a Foreign Ministry official from Beijing.
On the knickknack-packed streets of Lhasa's old town, Hindi film music played as some locals tried to speak to the train visitors. The center of Lhasa had a prosperous look. Its roads are free of pot holes, and swanky shops selling fashionable clothes and cutting-edge electronics give it a posher air than even the glitzier parts of New Delhi or Mumbai.
Despite that, this may be one of the more backward parts of China. "I'm a bit disappointed by Lhasa. It's so poor," said Xiao Yan, an interpreter with the Chinese Ministry of Foreign Affairs who accompanied journalists on the train trip.
According to official figures,t¡bet's gross domestic product in 2005 reached just over 25 billion yuan. Moreover, the last decade has seen annual growth rates of more than 10%.
However, there continues to be a huge difference between the relatively prosperous city folk of Lhasa and the farmers and herdsmen of the vast countryside. Even on the outskirts of Lhasa, branded stores give way to crumbling shacks with tin roofs. North of Lhasa by Nam-tso Lake, dirty young children beg for food. But even as they devoured the oranges and bread offered them, they wrinkled their noses at salted eggs and tossed them away.
Later in a visit with a family of yak herders who live 14 to a tent and make ends meet by selling yak milk, a middle-age woman said she is the mother of seven (China's one-child policy does not apply to t¡bet) and the family ekes out a subsistence living. But parked next to the shabby tent was a battered old car along with a motorcycle, both of which belonged to the family.
The average disposable income in rural Lhasa is officially calculated at about 2,000 yuan. For the cities the figure is about 8,000 yuan.
Back in Lhasa, large banners boasting of the golden opportunities the railway will bring festooned the entrance to the city. New hotels encased in scaffolding are going up. Lhasa's first-five star hotel, The Brahamaputra Grand, opened its doors in June. The Grand Hyatt, Intercontinental Group and Banyan Tree resorts are all reportedly scouting around for properties. Restaurants were still busy at 11:00pm during this visit.
According to government estimates, t¡bet's tourism revenues will double by 2010 as a result of the railway, with half a million more tourists a year expected to stream into the region.
Champa Phuntsok, chairman of the t¡betan Autonomous Region, described the railway as a "magical road of heaven". The new train will reduce the high price of commodities in t¡bet and allow t¡betans to participate in the "national market", he said.
The railway is expected to reduce the cost of transporting goods into the region by more than half. Two trains with 60 carriages in total have begun to arrive in Lhasa every day at the new freight station, carrying 7.5 million tonnes of cargo every year, officials said.
Champa stressed that Lhasa may not be the end of the line. Plans for expanding the tracks to other cities, including border areas, are being discussed with the eventual hope that t¡bet will "change from a sealed off inland region to becoming the frontier of economic exchanges in South Asia".
With the Nathu La Pass - part of the ancient Silk Road between India and China - opening for trade just days after the opening of the Qinghai-t¡bet Railway, the potential of the railway for promoting border trade is heightened. Kashmir and the Northeast states of India continue to suffer from lack of infrastructure, and long-talked of plans to build a railway to Srinagar and Gangtok remaining unrealized.
Meanwhile, Indian military officials have expressed some unease at the opening of the t¡bet railway. The fear is the new trains will help China's military bring tactical mobile nuclear missiles 1,000 kilometers closer to the Indian border and deploy troops much quicker.
The ultimate impact of the railroad will be a matter for history to judge and is likely to be complex. t¡betans will probably be economic beneficiaries of the train, though opening up to the outside world will also bring to an end t¡bet as the world knows it.
That the railway will bind the region both economically and politically more closely to the rest of China is a fact that supporters and critics of the project agree on. It's the implications of this new bond in which differences of opinion emerge.
Pallavi Aiyar is the China correspondent for The Hindu.
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"Eight minutes past the hour here in Belgium - and presumably eight minutes past the hour everywhere in the world." Murray Walker |
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SHBoor
Reacher
Joined: May 22, 2006
Posts: 297
Status: Offline
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| Posted:
July 18, 2006 - 11:38 AM |
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| tomnoddy_uk wrote: |
| ^ probably came fro ma reuters press release and then largely borrowed. |
I see. But was Guardian plagiarizing since it quoted too much from Reuter without pointing out? |
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shanghaiceltic
Board Royalty
Joined: Sep 20, 2005
Posts: 7588
Location: Perth WA
Status: Offline
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| Posted:
July 18, 2006 - 12:14 PM |
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SHboor asked
| Quote: |
| shanghaiceltic, what's the source of your news. |
It was from the Telegraph on-line |
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I have parrallel bars at home, one for gin and one for whiskey |
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tomnoddy_uk
Fire-eater
Joined: Mar 14, 2006
Posts: 2903
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| Posted:
July 18, 2006 - 12:18 PM |
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everyone uses reuters and doesn't cite them. i don't know how they get away with it. |
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"Eight minutes past the hour here in Belgium - and presumably eight minutes past the hour everywhere in the world." Murray Walker |
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aquagirl
Veejay
Joined: May 02, 2005
Posts: 2094
Location: in a gumdrop house on lollipop lane
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July 18, 2006 - 01:01 PM |
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^ because they pay reuters. it's a service. this is common, though i feel they should really be cited. the reporter adds in some of their information, butchers the wire copy, and then posts it in their paper. because most all newspapers use wire services such as reuters or associated press, a lot of articles read the same. |
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deliciousness and exciting life go hand in hand |
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tomnoddy_uk
Fire-eater
Joined: Mar 14, 2006
Posts: 2903
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July 18, 2006 - 01:51 PM |
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at least the shanghai daily and china daily cites reuters, well one of them does anyway. |
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"Eight minutes past the hour here in Belgium - and presumably eight minutes past the hour everywhere in the world." Murray Walker |
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Benoist_Shanghai
Low Seater
Joined: May 18, 2003
Posts: 3057
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July 18, 2006 - 01:52 PM |
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| Magnolia wrote: |
| (Totally off-topic.... but had a friend in town last week who was just in t¡bet to see a particular type of mountaintop burial. Something to do with dismembering the body of the deceased and allowing the crows and birds to fly off with it so the body is buried in the sky of the mountains. Anyone ever hear of this? Sounded fascinating.) |
"Himalaya, l'enfance d'un chef"
Officiel website: http://www.bacfilms.com/site/himalaya/
In French. Still, some content there, including trailers.
You can also check: http://www.imdb.com/title/tt0210727/
b. |
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