THE HINDU PLUS HYDERABAD - Zoroastrians.net...C M Y K A HY-HY WHEELS Can’t say I wasn’t warned....
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CM YK A HY-HY WHEELS Can’t say I wasn’t warned. Friends who’d been to Dhaka before told me not to make elaborate plans; the trac wouldn’t allow me to get around much. I’d thought, but trac is pretty bad everywhere. Del- hi, Mumbai, Bengaluru... How much worse could Dha- ka’s trac be? Well, let’s just say that it lived up to its repu- tation. I was participating in the Dhaka Literature Festival and discovered that the tiniest commute required a few hours of trac time. It took an hour to drive a stretch that one could walk in 20 mi- nutes. When the car did move, it didn’t move smooth- ly. Other writers, especially those who were not used to the chaos of the Subconti- nent, were made nervous by the jerky, forward-sideways style of progress. Coming from India, I knew there was little danger at those speeds. However, speeds are not always so slow and there is al- ways some danger. Dhaka discovered this in recent months, after an accident led to a major political confron- tation. The city was brought to a standstill by teenagers, after two school students were killed through rash driv- ing and several were injured. Accidents are a major cause of death in South Asia. India reportedly witnesses 400 fatalities every day, and road accidents are one of the top 10 causes of death in the country. But in Dhaka, so- mething else was brewing. Students weren’t just protest- ing the deaths of two kids. They were also reacting to everything else that’s wrong on the road. Nobody ob- serves any rules; there’s no lane discipline. There aren’t enough state-owned buses. Private transporters, many of them politically connected, don’t train drivers properly. Most bus and car drivers are very poorly paid and have no job security. Many of them don’t even have licences. Children were trying to shame the police into doing their job. They turned out in school uniforms and set up ‘check points’ where they checked licences, scolded trac violators, demanded that the trac cops take ac- tion. Soon, the movement got bigger. University stu- dents joined the protests and now the government became anxious. College students tend to be more politically aware. Perhaps, the government was afraid that opposition parties would capitalise on the student agitation — and there is a lot to be agitated about — or perhaps the lea- dership just didn’t know what to do with their demon- stration of anger. The out- come, anyway, was the pol- ice aggression. Some ‘clashes’ were reported, but some of the violence was al- legedly caused by youths a- liated with the ruling party. Photos and videos of the at- tacks were a further embar- rassment for the govern- ment. Again, instead of en- gaging or promising ap- propriate action, the state tried to stie all criticism. Photogra- pher Shahidul Alam was arrested and charged with making ‘provocative comments’ after he shared a video on Facebook and talked to Al Jazeera about the reasons for the protests. He’s out on bail now, but the charges haven’t been with- drawn. All that time I was stuck in that infamous trac, I chafed. Why are we obsessed with motor transport in over- populated cities? Why don’t our governments move to fix problems before the tipping point arrives? Why don’t we incentivise cheap, eco- friendly modes of transport like bicycles? Someone cribbed about cycle rick- shaws slowing down Dhaka’s trac, but that isn’t true. The sensible thing would be to create dedicated cycle and cycle rickshaw lanes to streamline ow, and to make sure that students and the poor don’t get hurt. All it would take is for the leadership to be open to dia- logue, to not panic in the face of criticism, to not suspect people’s motives. They elect- ed you, after all. Didn’t they? The author is a writer of essays, stories, poems and scripts for stage and screen More dialogue, less suspicion Why are we obsessed with motor transport in over-populated cities? Why don’t our governments move to fix problems before the tipping point arrives? :: Annie Zaidi Students raise slogans During a protest over the recent trac accidents that killed a boy and a girl, in Dhaka, Bangladesh * MOHAMMAD PONIR HOSSAIN .................................................. .................................................. The sensible thing would be to create dedicated cycle and cycle rickshaw lanes to streamline ow ::::::::::::::::::::::::::::::::::::: TAIL LIGHT COMMUTER KNOW-HOW Dhaka is known to be the world’s Rickshaw Capital, with more than 8,00,000 rickshaw pullers in the city. October 15, 1923 was yet another mellow Monday morning in Bombay, but the city’s central district of Grant Road was ablaze with blaring music. The erst- while Bombay Weightlifting Club had organised a send-off for six of its young members — Adi B Hakim, Gustad G Hathiram, Jal P Bapasola, Keki D Pochkhanawa- la, Nariman B Kapadia and Rus- tom B Bhumgara — all of them Parsis in their 20s and readying for their cycling expedition around the world, a first such feat by Indians. What had inspired them to undertake this seemingly-impos- sible journey? “It was a public lecture at Bombay’s Oval Maidan in 1920 by a French man who had walked from Europe to In- dia,” reminisces 75-year-old Ro- hinton Bhumgara. Rohinton is foggy about the name of the world-walker, who eventually died of malaria in Assam, on his way to South-East Asia. Says Jas- mine Marshall, granddaughter of Adi Hakim, “There was an ex- traordinary zeal of adventure in my granddad. ‘Nothing is impos- sible’, he would often tell me.” The first Adi, Jal and Rustom pedalled 71,000 km over four-and-a-half years — at times in 60 o C, for days without food and some days without water, across pirate-in- fested territories and in swamp lands, through dense jungles and “up 6,600 ft amongst the terrible solitudes of the Alps”, avoiding the sea and traversing over most dicult routes, where no cyclists had been before. “We wanted to know the world more intimately and to acquaint the world with India and Indians,” they noted years later. Not all six completed the ride, though. Nariman returned home from Tehran “for personal rea- sons” after giving “us company for 5,000 miles”, and Gustad de- cided to make the US his home. Disheartened by this, Gustad’s close buddy, Keki sailed home from New York. On their expedition, the cy- clists pedalled through Punjab and Baluchistan, crossing Pros- pect Point in Ziarat, 11,000 feet above sea level and in snow, reaching Iran and then Baghdad. Braving sandstorms, parched throats, temperatures over 57°C and saved from imminent death by Bedouins, they set a record by crossing the 956-km Mesopota- mian desert from Baghdad to Aleppo in Syria, in 23 days. They sailed to Italy, rode over the Alps, across Europe, finally reaching Britain. Three weeks la- ter, they sailed to New York. The threesome cycled 8,400 km across the East to West Coast ov- er five months and boarded S S Tenyo Maru to Japan, a leisurely cruise after months of grilling rides. Continuing their journeys, they reached the ‘Hermit King- dom’ of Korea — the first bikers to do so — and on to Manchuria and China. On their last leg, they cycled through Vietnam, Cam- bodia, Thailand, Burma, North Eastern India, Calcutta and Southern India, returning to Bombay on March 18, 1928. They recalled being “surrounded by people who had come to receive us… and garlanded till we were buried in owers” and hoped that their city would welcome “Scouter F J Davar, who is short- ly due in Bombay on the conclu- sion of a similar enterprise.” Going solo Framroze Davar, 30, was to re- turn home only in 1931. His was a far more adventurous, lengthier, and in-part, solitary journey for “rational curiosity”, beginning in January 1924, and totalling 1,10,000 km, 52 countries and five continents. The 30-year old did not compress his account in a single volume, as it could be “a book of geography gone mad”. He chronicled his arduous ride over the Andes Mountains in Cy- cling Over Roof Of The World (1929), risky passage through Sahara in Across The Sahara (1937) and crossing of the Ama- zon in The Amazon in Reality and Romance (1960). He had cycled more than 5,000 km entirely on his own, for 11 months! In Vienna, he met Gustav Sztavjanik, his cycling mate for the next seven years. The duo cycled through Western and Eastern Europe, rode over the Alps and Mont Blanc moun- tain, pedalled through parts of erstwhile Soviet Union, Baltic countries, Poland, and Scandi- navia, including Lapland, and returned to France 18 months la- ter, to sail to Algiers in Africa. They tortured themselves through the Sahara, counting 156 camel skeletons along the way, surviving eight sandstorms, and a malaria attack. After cy- cling through Africa for another six months, they boarded a ship from Dakar to Rio de Janeiro, to take on their next big challenge, riding over the mighty Andes. Six months and 2,700 km later, they reached Argentina from Brazil, and scaled the Andes up to a height of 5,200m. America was a relief. They got back to their saddles, cycling from the East to West Coast, lec- turing and meeting dignitaries, including President Herbert Hoover and tycoon Henry Ford, before sailing to Japan. They sailed to Shanghai, cycled through Hong Kong, Singapore, Sumatra, Burma, Calcutta and Bombay on March 22, 1931. The last lot Luck and the exciting accounts tempted yet one more — and the last — group of cyclists, Keki J Kharas, Rustam D Ghandhi and Rutton D Shroff. “We were all thoroughly and hopelessly af- icted with wanderlust,” they wrote in Across The Highways Of The World (1939). Setting off from Bombay in 1933, they cy- cled through central and north- ern India, Punjab, Kashmir, Mul- tan and Baluchistan (then a part of India). “In Afghanistan, we were ma- rooned in the desert for three successive days and nights with- out either food or water and tra- versed on camel and donkey tracks; we were snow-bound in northern Iran; and were suspect- ed as British spies in eastern Tur- key,” they wrote in Pedalling Through the Afghan Wilds (1935). Keki, Rustam and Rutton cy- cled through Bulgaria, Yugosla- via, Hungary, Austria, Germany, Czechoslovakia, Belgium, Bri- tain, France, Spain, Switzerland and Italy. They sailed to Alexan- dria and pedalled “twenty-one months across Africa, from Cairo to Cape Town, a distance of 12,000 miles (nearly 20,000 km). We were fortuitously saved oftener than we can recall.” In 1937, the trio sailed from South Africa to Argentina and cruised through South and Cen- tral America until they reached Mexico and rode into USA from Texas. They spent a year cycling through the ‘New World’ and touching the borders of Canada. From USA, they sailed to Japan and cycled across Japan, China, Australia, Singapore and Burma, before reaching Bombay on Ja- nuary 29, 1942. In slightly less than nine years, Kharas, Ghand- hi and Shroff had traversed 84,000 km, spanning five conti- nents. Our Saddles, Our Butts, Their World is a photo exhibition of the cyclists, to be held in Reel- sOnHeels, India’s First-ever In- ternational Festival of Films on Running, December 1 and 2, 2018 at Ravindra Bhavan, Mar- gao, Goa, curated by former Mumbai-based journalist and now avid cyclist, Anoop Babani 360 ° Between 1923 and 1933, 10 Indians in their early-to-mid-20s — all of them Parsis and from Mumbai — undertook cycling expeditions around the world. Seven of them, in three different journeys, succeeded in their pursuit :: Anoop Babani on a bicycle Cycling chronicles (clockwise from top left) Kharas trio in New York, Framroze Davar after crossing Sahara, Hakim Trio back in Bombay in 1928, and Kharas trio in Bombay at the start of their journey *SPECIAL ARRANGEMENT A royal dilemma Roshan Remani Saseendran, Thiru- vananthapuram: I am a die-hard fan of Royal Enfield. I want to buy a 500cc model. ■ For the average Royal Enfield enthu- siast, there can be no other choice, as there is nothing else in the market that offers the same retro feel, both in terms of the design and performance. However, before you settle for the 500, give the new 650s a try. They are highly impres- sive motorcycles that offer performance, handling and quality levels much higher than anything we have seen from the company to date. The Royal Enfield Inter- ceptor 650 and Continental GT 650 have just been launched and are offered at an incredibly competitive price, starting at 2.5 lakh (ex-showroom, Delhi). BMW clarifies on warranty Vishesh, Ahmedabad: I have booked a BMW G 310 GS and the dealership tells me that there will be no war- ranty if my engine fails before 2,000km. What is the ocial state- ment about this from the company? This is my first bike. . ■ We have connected with BMW Motor- rad regarding this and the company has said that this is not accurate. A company representative will reach out to you to help sort this out. ::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: Q AND A WITH HORMAZD Hormazd Sorabjee is the Editor of Autocar India. Mail your feedback and queries to [email protected] CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC THE HINDU METROPLUS HYDERABAD WEDNESDAY, NOVEMBER 28, 2018 3 CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC
Transcript of THE HINDU PLUS HYDERABAD - Zoroastrians.net...C M Y K A HY-HY WHEELS Can’t say I wasn’t warned....
CMYK
A HY-HY
WHEELS
Can’t say I wasn’t warned.Friends who’d been to Dhakabefore told me not to makeelaborate plans; the traffi��cwouldn’t allow me to getaround much.
I’d thought, but traffi��c ispretty bad everywhere. Del-hi, Mumbai, Bengaluru...How much worse could Dha-ka’s traffi��c be? Well, let’s justsay that it lived up to its repu-tation.
I was participating in theDhaka Literature Festival anddiscovered that the tiniestcommute required a fewhours of traffi��c time. It tookan hour to drive a stretch thatone could walk in 20 mi-nutes. When the car didmove, it didn’t move smooth-ly. Other writers, especiallythose who were not used tothe chaos of the Subconti-nent, were made nervous by
the jerky, forward-sidewaysstyle of progress. Comingfrom India, I knew there waslittle danger at those speeds.
However, speeds are notalways so slow and there is al-ways some danger. Dhakadiscovered this in recentmonths, after an accident ledto a major political confron-tation. The city was broughtto a standstill by teenagers,after two school studentswere killed through rash driv-ing and several were injured.
Accidents are a majorcause of death in South Asia.India reportedly witnesses400 fatalities every day, androad accidents are one of thetop 10 causes of death in thecountry. But in Dhaka, so-mething else was brewing.Students weren’t just protest-ing the deaths of two kids.They were also reacting toeverything else that’s wrongon the road. Nobody ob-serves any rules; there’s no
lane discipline. There aren’tenough state-owned buses.Private transporters, many ofthem politically connected,don’t train drivers properly.Most bus and car drivers arevery poorly paid and have nojob security. Many of themdon’t even have licences.
Children were trying toshame the police into doing
their job. They turned out inschool uniforms and set up‘check points’ where theychecked licences, scoldedtraffi��c violators, demandedthat the traffi��c cops take ac-tion. Soon, the movementgot bigger. University stu-dents joined the protests and
now the government becameanxious. College studentstend to be more politicallyaware.
Perhaps, the governmentwas afraid that oppositionparties would capitalise onthe student agitation — andthere is a lot to be agitatedabout — or perhaps the lea-dership just didn’t knowwhat to do with their demon-stration of anger. The out-come, anyway, was the pol-ice aggression. Some‘clashes’ were reported, butsome of the violence was al-legedly caused by youths affi��-liated with the ruling party.Photos and videos of the at-tacks were a further embar-rassment for the govern-ment.
Again, instead of en-gaging or promising ap-propriate action, thestate tried to stifl��e allcriticism. Photogra-pher Shahidul Alam
was arrested and chargedwith making ‘provocativecomments’ after he shared avideo on Facebook andtalked to Al Jazeera about thereasons for the protests. He’sout on bail now, but thecharges haven’t been with-drawn.
All that time I was stuck inthat infamous traffi��c, Ichafed. Why are we obsessedwith motor transport in over-populated cities? Why don’tour governments move to fi��xproblems before the tippingpoint arrives? Why don’t weincentivise cheap, eco-friendly modes of transportlike bicycles? Someonecribbed about cycle rick-shaws slowing down Dhaka’straffi��c, but that isn’t true. Thesensible thing would be tocreate dedicated cycle andcycle rickshaw lanes tostreamline fl��ow, and to makesure that students and thepoor don’t get hurt.
All it would take is for theleadership to be open to dia-logue, to not panic in the faceof criticism, to not suspectpeople’s motives. They elect-ed you, after all. Didn’t they?
The author is a writer of essays,stories, poems and scripts forstage and screen
More dialogue, less suspicion Why are weobsessed withmotor transport inover-populatedcities? Why don’tour governmentsmove to fi��xproblems beforethe tipping pointarrives?
:: Annie Zaidi
Students raise slogans During a protest over the recent traffi��c accidents that killed a boy and agirl, in Dhaka, Bangladesh * MOHAMMAD PONIR HOSSAIN
....................................................................................................
The sensible thingwould be to creatededicated cycle andcycle rickshaw lanesto streamline fl��ow
:::::::::::::::::::::::::::::::::::::
TAIL LIGHT
COMMUTER KNOW-HOW
Dhaka is known to be theworld’s RickshawCapital, with morethan 8,00,000rickshaw pullers inthe city.
October 15, 1923 was yet anothermellow Monday morning inBombay, but the city’s centraldistrict of Grant Road was ablazewith blaring music. The erst-while Bombay Weightlifting Clubhad organised a send-off�� for sixof its young members — Adi BHakim, Gustad G Hathiram, Jal PBapasola, Keki D Pochkhanawa-la, Nariman B Kapadia and Rus-tom B Bhumgara — all of themParsis in their 20s and readyingfor their cycling expeditionaround the world, a fi��rst suchfeat by Indians.
What had inspired them toundertake this seemingly-impos-sible journey? “It was a publiclecture at Bombay’s Oval Maidanin 1920 by a French man whohad walked from Europe to In-dia,” reminisces 75-year-old Ro-hinton Bhumgara. Rohinton isfoggy about the name of theworld-walker, who eventuallydied of malaria in Assam, on hisway to South-East Asia. Says Jas-mine Marshall, granddaughterof Adi Hakim, “There was an ex-traordinary zeal of adventure inmy granddad. ‘Nothing is impos-sible’, he would often tell me.”
The fi��rstAdi, Jal and Rustom pedalled71,000 km over four-and-a-halfyears — at times in 60oC, for dayswithout food and some dayswithout water, across pirate-in-fested territories and in swamplands, through dense junglesand “up 6,600 ft amongst theterrible solitudes of the Alps”,avoiding the sea and traversingover most diffi��cult routes, whereno cyclists had been before. “We
wanted to know the world moreintimately and to acquaint theworld with India and Indians,”they noted years later.
Not all six completed the ride,though. Nariman returned homefrom Tehran “for personal rea-sons” after giving “us companyfor 5,000 miles”, and Gustad de-
cided to make the US his home.Disheartened by this, Gustad’sclose buddy, Keki sailed homefrom New York.
On their expedition, the cy-clists pedalled through Punjaband Baluchistan, crossing Pros-pect Point in Ziarat, 11,000 feetabove sea level and in snow,
reaching Iran and then Baghdad.Braving sandstorms, parchedthroats, temperatures over 57°Cand saved from imminent deathby Bedouins, they set a record bycrossing the 956-km Mesopota-mian desert from Baghdad toAleppo in Syria, in 23 days.
They sailed to Italy, rode overthe Alps, across Europe, fi��nallyreaching Britain. Three weeks la-ter, they sailed to New York. Thethreesome cycled 8,400 kmacross the East to West Coast ov-er fi��ve months and boarded S STenyo Maru to Japan, a leisurelycruise after months of grillingrides.
Continuing their journeys,they reached the ‘Hermit King-dom’ of Korea — the fi��rst bikersto do so — and on to Manchuriaand China. On their last leg, theycycled through Vietnam, Cam-bodia, Thailand, Burma, NorthEastern India, Calcutta andSouthern India, returning toBombay on March 18, 1928. Theyrecalled being “surrounded bypeople who had come to receiveus… and garlanded till we wereburied in fl��owers” and hopedthat their city would welcome“Scouter F J Davar, who is short-ly due in Bombay on the conclu-sion of a similar enterprise.”
Going soloFramroze Davar, 30, was to re-turn home only in 1931. His was afar more adventurous, lengthier,and in-part, solitary journey for“rational curiosity”, beginningin January 1924, and totalling1,10,000 km, 52 countries andfi��ve continents. The 30-year olddid not compress his account ina single volume, as it could be “abook of geography gone mad”.He chronicled his arduous rideover the Andes Mountains in Cy-cling Over Roof Of The World(1929), risky passage throughSahara in Across The Sahara(1937) and crossing of the Ama-zon in The Amazon in Realityand Romance (1960).
He had cycled more than5,000 km entirely on his own,for 11 months! In Vienna, he metGustav Sztavjanik, his cyclingmate for the next seven years.The duo cycled through Westernand Eastern Europe, rode overthe Alps and Mont Blanc moun-tain, pedalled through parts oferstwhile Soviet Union, Balticcountries, Poland, and Scandi-navia, including Lapland, andreturned to France 18 months la-ter, to sail to Algiers in Africa.They tortured themselves
through the Sahara, counting156 camel skeletons along theway, surviving eight sandstorms,and a malaria attack. After cy-cling through Africa for anothersix months, they boarded a shipfrom Dakar to Rio de Janeiro, totake on their next big challenge,riding over the mighty Andes.Six months and 2,700 km later,they reached Argentina fromBrazil, and scaled the Andes upto a height of 5,200m.
America was a relief. They gotback to their saddles, cyclingfrom the East to West Coast, lec-turing and meeting dignitaries,including President HerbertHoover and tycoon Henry Ford,before sailing to Japan. Theysailed to Shanghai, cycledthrough Hong Kong, Singapore,Sumatra, Burma, Calcutta andBombay on March 22, 1931.
The last lotLuck and the exciting accounts
tempted yet one more — and thelast — group of cyclists, Keki JKharas, Rustam D Ghandhi andRutton D Shroff��. “We were allthoroughly and hopelessly af-fl��icted with wanderlust,” theywrote in Across The Highways OfThe World (1939). Setting off��from Bombay in 1933, they cy-cled through central and north-ern India, Punjab, Kashmir, Mul-tan and Baluchistan (then a partof India).
“In Afghanistan, we were ma-rooned in the desert for threesuccessive days and nights with-out either food or water and tra-versed on camel and donkey
tracks; we were snow-bound innorthern Iran; and were suspect-ed as British spies in eastern Tur-key,” they wrote in PedallingThrough the Afghan Wilds(1935).
Keki, Rustam and Rutton cy-cled through Bulgaria, Yugosla-via, Hungary, Austria, Germany,Czechoslovakia, Belgium, Bri-tain, France, Spain, Switzerlandand Italy. They sailed to Alexan-dria and pedalled “twenty-onemonths across Africa, from Cairoto Cape Town, a distance of12,000 miles (nearly 20,000km). We were fortuitously savedoftener than we can recall.”
In 1937, the trio sailed fromSouth Africa to Argentina andcruised through South and Cen-tral America until they reachedMexico and rode into USA fromTexas. They spent a year cyclingthrough the ‘New World’ andtouching the borders of Canada.From USA, they sailed to Japan
and cycled across Japan, China,Australia, Singapore and Burma,before reaching Bombay on Ja-nuary 29, 1942. In slightly lessthan nine years, Kharas, Ghand-hi and Shroff�� had traversed84,000 km, spanning fi��ve conti-nents.
Our Saddles, Our Butts, TheirWorld is a photo exhibition ofthe cyclists, to be held in Reel-sOnHeels, India’s First-ever In-ternational Festival of Films onRunning, December 1 and 2,2018 at Ravindra Bhavan, Mar-gao, Goa, curated by formerMumbai-based journalist andnow avid cyclist, Anoop Babani
360°Between 1923 and 1933, 10 Indians in theirearly-to-mid-20s — all of them Parsis andfrom Mumbai — undertook cyclingexpeditions around the world. Seven ofthem, in three diff��erent journeys,succeeded in their pursuit
:: Anoop Babani
on a bicycle
Cycling chronicles (clockwise from top left) Kharas trio in New York,Framroze Davar after crossing Sahara, Hakim Trio back in Bombay in1928, and Kharas trio in Bombay at the start of their journey *SPECIALARRANGEMENT
A royal dilemmaRoshan Remani Saseendran, Thiru-vananthapuram: I am a die-hard fanof Royal Enfi��eld. I want to buy a500cc model. ■ For the average Royal Enfi��eld enthu-siast, there can be no other choice, asthere is nothing else in the market thatoff��ers the same retro feel, both in termsof the design and performance. However,before you settle for the 500, give thenew 650s a try. They are highly impres-sive motorcycles that off��er performance,handling and quality levels much higherthan anything we have seen from thecompany to date. The Royal Enfi��eld Inter-ceptor 650 and Continental GT 650 havejust been launched and are off��ered at anincredibly competitive price, starting at
₹��2.5 lakh (ex-showroom, Delhi).
BMW clarifi��es on warrantyVishesh, Ahmedabad: I have bookeda BMW G 310 GS and the dealershiptells me that there will be no war-ranty if my engine fails before2,000km. What is the offi��cial state-ment about this from the company?This is my fi��rst bike. .■ We have connected with BMW Motor-rad regarding this and the company hassaid that this is not accurate. A companyrepresentative will reach out to you tohelp sort this out.
:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
Q AND A WITH HORMAZD
Hormazd Sorabjee is the Editor of AutocarIndia. Mail your feedback and queries [email protected]
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THE HINDU METROPLUS HYDERABAD
WEDNESDAY, NOVEMBER 28, 2018 3CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC
