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tour of Europe, covering his tracks as usual. In 1928, he turned up in Thailand, posing as a Buddhist monk, to organize expat Vietnamese there. (By that time, Borodin’s career had taken an unfortunate turn. The previous year, Chiang Kai-shek had shown his true colours and massacred communists in Shanghai. Borodin had to flee, escaping to Russia by motorcycle across the Gobi Desert; he died in 1951 in one of Stalin’s Siberian prison camps.)
I knew the basic outlines of Ho’s story as M and I looked through the glass sarcophagus at his remains. In 1930, he went to China once more, to reinvigorate the Vietnamese Communist Party from Hong Kong. He nearly died of tuberculosis in a British prison the next year. But then, once free, he simply disappeared. There were unconfirmed sightings of him in places as far apart as East Africa and Indonesia. Some reports suggested he was travelling under entirely new aliases, such as Nguyen O Phap, Nguyen Sihh Chin, Song Man Tcho, and Ly Thuy. Just as there are seven missing years in Shakespeare’s life, so there are ten in Ho’s — until he suddenly turned up back in Vietnam in 1941, astonishing all those who had heard he was dead, and set about building an umbrella organization of all the anti-French and anti-Japanese factions. For the Nazis had installed a puppet Vichy government in Indochina. It was at this point that Nguyen Vo Giap, wearing a homburg, appeared in Ho’s jungle clearing. He was a former Hanoi high school history teacher whose father died in one of the French colonial prisons, and he agreed to form a Vietnamese army. At the beginning there were thirty-one male recruits and three female ones. One year later, with Ho and Giap organizing, the combined total was more than ten thousand. The Office of Strategic Services, the U.S. intelligence presence in the area, kept refusing to supply the Vietnamese with arms or money to harass the Japanese. But once Ho began rescuing downed American pilots and getting them safely back into American hands, the position changed slightly: He was given half a dozen revolvers and twenty thousand rounds of ammunition. It was a start.
— A BROKEN JOURNEY —
M and I had to get back to Saigon and thence to Canada. As this was the time of year when students were travelling en masse, there was no room on the famous Reunification Express, which has been running non-stop (a forty-hour journey) between Hanoi and Saigon since 1976, three years before Paul Theroux wrote about it so grumpily The Great Railway Bizarre. We would have to make our way by stages — a couple of big leaps if possible, rather than several smaller ones. The prospect was not entirely unpleasant. As Vietnam is a tall, skinny country, virtually all its trains (like Chile’s) run on a north-south axis and usually come with a view of the sea at least part of the way. Also, the fares are quite low. Prices fluctuate, but let’s put it this way: if you can stand to sit in a noisy jam-packed coach the entire way (as we were not — not this time), you can theoretically travel almost a thousand kilometres for seventy-five thousand dong, about five U.S. dollars, at least in the cheaper monsoon season when the temperatures get damn close to forty degrees except during the couple of hours a day when rain comes down hard enough to wash out roads.
So it was that we were on the overnight train to Hué. It was made up of eleven passenger coaches painted Soviet railway green and one nearly paintless freight car, pulled by a bright red diesel locomotive. The passage of 850 kilometres was scheduled to take twelve and a half hours. That isn’t a poor showing given that that the train, nominally an express, isn’t especially fast. Vietnam’s narrow-gauge track limits speed and the train frequently slows and even stops dead for significant periods, waiting on sidings for slightly quicker ones to pass.
For a socialist society, Vietnam maintains a perplexing class system on its trains. Despite Highway 1, the coast road going the whole length of the country, trains are still the primary means of moving people and stuff between the south and the north. During the French and American wars, both insurgents and Westerners were forever trying to sabotage rail traffic in each other’s sectors. The Viet Minh and later the Viet Cong proved effective at this, planting agents within the workforce at key points. For today’s traveller, the basic distinctions are between coach seats and berths on the one hand and between Hard and Soft on the other. In the simplest possible terms, you could say that coach passengers sit and berth people recline, that Hard tickets imply sleeping fans while Soft suggests air con. In practice, the matter is more complicated, particularly as regards population density, food quality, and basic hygiene. For this first leg of our discontinuous trip down the length of Vietnam, M and I were going Soft berth, top of the line.
In the commotion of settling in and preparing to get under way, a Vietnamese woman poked her head in to ask if her child could come look at the foreigners. We willingly obliged. The compartments are designed like those on old European trains and decorated in washroom green. One difference between a first-class sleeper and a second is that the former has a large window. Whereas in second class all you see from an upper berth is the blur of grass and the ends of railway ties, in the first-class equivalent you can look out at the life you are passing. All through Hanoi and its suburbs, houses and shops extend to the edge of the right-of-way. As the train slowly rattled past, we saw families in their nightclothes watching television. Even in Hanoi, however, the sprawl has an outer edge, and well before we ourselves were ready for lights-out we were deep in a rural reality.
Vietnamese trains move much like the geckos you sometimes find onboard. They lie deceptively still, resting and perhaps thinking. Then they frantically dart across a short distance. The process is repeated at intervals so irregular that their enemies in the wild can never predict their movements. Between major cities the rail timetables are crowded. At any given moment there’s always a southbound train, designated by S and two or three digits, or a northbound one, with the N prefix, leaving in thirty minutes or so. In earlier days, the stations were full of hissing steam engines, like the one built in 1945 that is preserved outside the station in Danang. Steam locomotives are still used sometimes for freight, especially for shunting round the yards, as in China. Cambodia was the last place I was aware of that had used steam to move passengers.
Although the Vietnamese engines are relatively up to date, some of the rolling stock is fascinatingly decrepit. It looks even more so when it’s burdened by overcrowding at peak times. In the parlour cars, passengers often stand or sit in the aisles and hang out the windows. In the Pullman cars, large numbers of Vietnamese, previously unacquainted with one another, share berths, two and even three to a narrow one-person bed. The trains were especially crowded when we were there. Yes, because so many students were barging up and down the countryside.
A distressing feature of the trains is the Vietnamese pop music piped throughout. Occupants of individual compartments can turn it down and sometimes off in their own spaces, but the noise spills over from the corridors, leaving the air as heavily sound-polluted as before. The stuff is kept on for hours after sensible people have dropped off to sleep. It comes on again at 0530 or 0600 hours at the latest, blasting everyone back to wakefulness. Only for a few hours during the night are the songs turned off. This is perverse, because it ensures that no one will be awake to enjoy the comparative peacefulness of these interludes.
In the darkness somewhere, we passed Dong Ha and the Ben Hai River, the boundary between North and South Vietnam imposed by the Geneva Accord of 1954. The famous Demilitarized Zone (DMZ) was reckoned from an imaginary line drawn down the centre of the river. When U.S. forces supplanted French ones, the DMZ became heavily militarized indeed. To the extent that the American War had battle lines at all, this is where the American front lines were, facing the river, looking north to the origin of the Ho Chi Minh Trail, with which so much U.S. policy was concerned. That morning when the speakers came on and threw us out of bed, cursing, we had to scramble to get our gear together and get off the train, which was stopped at Hué’s station for only a few minutes.
After waiting in Hué for a day or more, we were about to resume the southbound trip by getting to Nha Trang. We realized we were in for a dispiriting time when our train simply didn’t show up. Other trains, with later departure times shown on the timetable, came and went, and we were left shifting our weight from foot to foot. Enquiring elicited nothing because we don’t speak a word of Vietnamese, but also because railway personnel seem to believe that the schedule is a divine reality, not an estimate or a guideline, subject to revision.