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Algerian Sahara Camel Trek 2012 (video)

Updated 2026: Immidir region has been closed

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I was back in Tamanrasset, this time with a small group of camel trekkers. Year by year it gets more difficult to travel out here and a few weeks earlier Algeria cancelled all tourist visas to the desert– most probably due to weapons slipping out of Libya west towards Mali where some kind of rebellion has already broken out. As a result three missed out and only 7 got visas: 3 Americans: Diane and Steve from Tucson and Patrick from NYC, plus Rob from Bermuda, Hannah from Alderney, Rob from Bristol and Mike from Staffs who’d been on a 2006 Gilf trip I’d led for a tour agency. Right: Camel trekking ebook.

It’s nice to drive cars and ride bikes in the desert, but these days that can feel rather conspicuous as you come down from the north. With camels you slip into Tam on the midnight plane and 24 hours later are out in the sticks, largely unnoticed. Any anxieties I had about the ‘Grand Sud’ being closed and us getting stuck, or sent back from Tam came to nothing. And I knew once we were out bush all would be fine.

I’d originally planned a meaty 4-week trek from Tam to Djanet, but decided that left us exposed along the Niger border where an Italian woman had been grabbed a year ago. At the time she was one of 12 Europeans (as well as local police and others) in the hands of AQIM in north Mali. I’ve just started reading this book about the history behind these events and if nothing else, it underlines how dire it would to be dragged around the oueds of northern Mali for months at a time, suffering injuries and other ailments, with no shelter, terrible food and dirty water.

So, with Tam-Djanet a bit sketchy, the plan boiled down to repeating the reliable Amguid Crater trek I’d done a couple of times over the years for Simoon Travel, then drive back down to the Hoggar and spend a week walking up to Assekrem and back (report on that here). I was using a new agency, Ben Kada, now long gone but back then an established operator recommended by a friend of a friend. And so, along with all the other unknowns, I was hoping they were going to deliver, which in the end they did better than I’d expected. Last November a fake guide who’d infiltrated a well-known agency in Tam to set up a kidnap had been caught, so it’s hard not to be a little paranoid these days, even if the Algerian security services are on it.

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 Next evening we arrived at the same camp south of Arak (left) which we’d used on the recce tour in 2007 with Simoon. The first day kicked off a stiff climb around midday which had been tough on the fully loaded camels, but this time our caravan managed fine. New Year’s Day followed, a spectacular amble through the box canyons of Tissadout, with lunch under a lone tree, a guelta swim and a rock art cave all ending at a great camp spot in the Adjror valley (home of Beetle guelta; these names established on the 2007 recce). Here we met the only other tourists in Algeria who were taking a two-weeker out of Arak. There followed a long haul to Igharghar valley, past the Haribo Tree, the Lunch Cave and the desert mosque, before diverting to a deep slot canyon and tombs which I’d missed on previous visits. Interestingly the deep cleft (above) is actually the river which breaks out through the gap in the ranges at Tadjemout, where we’ve started the tour on previous occasions. Once at camp I got rather lost in the dark while looking for firewood, returning to the camp from the opposite direction, but no one seemed to notice.

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Next day I asked to Mohamed, our genial 72-year old guide, to visit the impressive three-tiered gueltas (rain-fed waterhole) we’d lunched at in 2007, but which had been skipped by subsequent guides. On the way there, Patrick lost us while engrossed in the manual of his new Nikon Tankbuster, but did the right thing by getting onto high ground and was back on our trail by the time Mohamed had backtracked to find him. The same had happened to me hereabouts a tour or two ago when I’d stopped off and ended up chasing half-burned toilet paper in the breeze. Now Patrick also knew that chilling feeling when you lose sight of the group, any trace of their tracks, and haven’t got a clue which way is up.

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As it happens the many tiered gueltas of Tin Karabatine were very low on water – as were many other rock pools in the region this year, but we managed to launder and wash anyway, while Mohamed instructed us to follow the canyon’s right rim upstream for 30 minutes to meet him and Tayeb the cook with the lunch camel in the valley above. It seemed a bit of a leap of faith, but we passed the test and met up close to the ever-serendipitous acacia which crops up at these times. Later on Tayeb was similarly tested by Mohamed, with less success.

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I knew well that the afternoon ahead was one of the nicest stages of the walk, made all the better by spotting a galloping mouflon (barbary sheep) as big as a donkey, as well as cheetah tracks (above), before we wound our way through the sandy outcrops down to woodless Camp IV. Next day was another long walk, 25km over to Tahaft; down into the big valley with a lazy lunch under a thorn-free tamarisk while the crew filled up from the soak.
As on previous walks, we staggered in as the sun was setting behind us, but very soon Tayeb had the tea and biscuits laid out while we waited for dinner. Up till that day, as with all that followed, there was very little wind until maybe the late afternoon which kept things warm, though it dropped to near-freezing most nights, and sometimes below.

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Even with a waypoint, I blundered around next morning to locate our discrete 100KM marker from 2007, until Diane spotted it and we lined up for the now traditional photo (left).

Us at 100 kilo cairn

Mohamed diverted soon after to chat up a couple of bedraggled goat nomads about pasture and water up ahead. He’d been here once in the last 25 years if I understood him correctly, but knew all the spots and was still showing me new places and routes, even on my fourth visit here. After a splash in the Tahaft slot-guelta and another lazy lunch, Mohamed led us on a great cross-country scramble down to the ‘lost oasis’ of Tin Djerane where birds twittered and jackal tracks set hard in the mud.

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Abandoned In Djerane oasis

We heard their yelps on a few nights, but I’ve never actually seen one out in the desert. Along the camel trails you’ll regularly find stone slabs laid up into conical ‘goat holders’ to protect them from overnight jackals.

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Huge keyhole tomb

More sparkling gueltas and even flower-clad lawns led to Camel Branding Camp V along the south edge of the Tissadert escarpment. This place is surrounded by ancient tombs, many of which had been annotated on Google Earth by ‘Ken Grok’ before Google erased the layer. There’s a ‘keyhole tomb’ a couple of minutes from camp (above), another 700 metres away which we passed close by later, but the strikingly huge antenna tomb I led us to with the GPS (below) was so big it was hard to visualise at ground level.

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Antenna tomb

Following another swim at a big guelta, we failed to meet up with Tayeb and the lunch camel. Tayeb was from Tazrouk down in the Hoggar and this was his first visit to the Immidir which Mohamed and his aged crew, Halil and Ahmed, knew well. So it was a bit of a reach asking him to meet us up ahead in a creek he’d never seen. We zig-zagged around while Mohamed tried to pick up the trail and at one point I strolled right across another huge keyhole tomb. Eventually Mohamed found fresh tracks and around 3pm we spotted Tayeb sat patiently alongside an acacia-lined oued. Ravenous by now, he got an unfair bollocking while we tucked into the heaped platters of salad which Tayeb prepared for us daily.

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Mohamed had suggested that to get to the crater we take the next oued east after Tissadert, the Oued Taferekrak (according to the IGN map, below). Approaching the crater from this side was something I’d wanted to try for a while as the site lies just 500 metres from the canyon rim and ends up at the interesting Aguelman Rahla, surrounded by more pre-islamic tombs as well as dunes.

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This also happened to be along the approach route to the crater we’d planned on Desert Riders back in 2003, going as far as leaving a fuel and water cache at Foum el Mahek gap to the east a year earlier (see map above). That trip did not end so well, but having now walked up it, I’m not so sure riding the lardy Honda XRLs would have been at all easy up here.

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After a light overnight freeze, we set off up the wide canyon (above) and as expected, met some goat nomads who agreed to sell us an animal for a hefty €75. It had been the same price last year, but down in the Hoggar I was later quoted €50. Still, for a tenner each we ate well for three days and the crew got an unexpected treat too.

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So, while the old men and Tayeb prepared to chop up the goat, we set off for the crater up the steep canyonside (above) with Salah, Mohamed’s 18-year-old son. After just an hour of huffing and puffing we looked down onto the crater (below), since sullied with stone-stencilled graffiti.

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Some, including myself, thought it should be obliterated to return the crater to its natural form, but as some of it was clearly the work of Algerians from Ghardaia, others argued that, as foreigners, it was not our place to be meddling with locals wanting to lift their leg on the place. And at least the loose stones were not permanent. Maybe someone else will do the right thing.

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The various ways we approach the crater over the years

A dust haze had drifted up the valley that day, reminding me of the near disaster (from a visibility PoV) we’d had on the Eclipse tour in Niger back in 2006. Undeterred, Salah leapt back down to the canyon floor like a rubber gazelle where sure enough, a fresh goat stew was bubbling on the coals.

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Aguelmam Rahla

The following day we emerged from the Tafrakerk canyon at Aguelmam Rahla guelta (above) where we were in a little too much of a rush to wash off the dust of several days, much to the displeasure of Mohamed. He was quite right, we should have filled up and taken a bucket elsewhere, this waterhole is a key point for nomads topping off their goats prior to collection by Arab traders coming in from In Salah, two days drive northwest. A mile away, the terminal dune of the Erg Teganet (above) made a great backdrop to our camp as well as a challenge for some next morning, while I wandered around looking for the tombs I recalled seeing clearly on Google Earth a while back (below). More on tombs here.

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After lunch we continued for half a day up the sandy Teganet oued in the direction of Bir Outene at around 200km. Here we had a day off waiting for the cars to arrive, as we’d saved a day taking the new route to the crater.

We sat around, moving with the shade while reading our books or Kindles until the late afternoon brought the distinctive hum of 4x4s churning up the river bed in low range. Too late to pack up now, one of the drivers had a guitar and later that evening around the fire we listened to him and Mohamed drumming on a plastic water can. Then, as the sands sucked in the cold we headed for our dispersed camps. It was an early start next morning for the long run to Mehajibat dunes and another day’s drive down the TSH to our Hoggar base camp. More about that here.

Since then, I’ve asked many times but am told the Immidir region is closed to tourism – as it the better known Tassili Hoggar region southeast of Tam. The only reason I can think is that Tamanrasset authorities would rather corral tourists around Assekrem, though that didn’t stop one getting kidnapped near there in 2025. The Immidir is inaccessible by car.

From the back: me, RobUK, Patrick, Steve, Sharif, Mohamed, Halil, Salah,
Ahmed, Rob, Mike, Hannah, Diane, Tayeb, Loukmane, Said.

Immidir practicalities
Tam-based Ben Kada agency had never run- or probably even heard of the crater route before, so I presume they took it upon themselves to track down Mohamed and his crew and ascertain that they could lay on the gear and knew the way. Ben Kada drivers dropped us off with the caravan and picked us up 11 days later, leaving it to the Arak guys to do the job.

We breakfasted around 7.30am, just around dawn, and walked between 15 and 25km a day (10-15 miles), which was plenty given the terrain at times, although lunches were often 2 hours long. Most of the time we didn’t travel with the caravan and took detours which the camels did not follow. Sometimes we travelled with the kitchen camel and Tayeb the cook who prepared lunch, very often the best meal of the day. Breakfast was lean: tea or coffee, bread (baguettes or tagela ‘sand bread’), a solid block of marg, jam and Vache. As suggested beforehand, a couple BYO muesli or instant porridge. Once we had pancakes or French toast (eggy bread) or omelettes. Many carried day snacks, though I went without as I had some weight to shed but was pretty hungry at most meals. Hot drinks, peanuts and biscuits were laid out soon after we arrived at the camp – most welcome – and dinner was ready two hours later: soup followed by a muttony stew, sometimes with pasta or cous-cous or rice or bread, plus dates or oranges – and glasses of tea later. Most were asleep by 10pm.

Once water was taken from gueltas we filtered it, though we all agreed it was more to get rid of unsightly sediment than microbes which might make us ill. We drunk enough untreated water from other sources and no one got ill. The sediment makes filters clog up within a litre or two so the uncleanable ‘squeeze bottle’ type got blocked early on, while the cleanable Katadyn and MSR ceramic core jobbies carried on working with regular cleaning.

Most of us had small blisters by the end and could do nothing about them except plaster them and keep them clean. No one’s walking was really affected; I had a really raw small toe but that recovered well enough on the two-day drive to Hoggar. I had a feeling my feet swelled up after a few days which may have led to this – thinner socks did the trick until they wore out. Interestingly Bermuda Rob did the whole walk in a $70 pair of Nikes. They survived, were very comfy and he had no blisters! There were no other injuries even though we worked out there had been no less than four million opportunities to miss a step and sprain an ankle

Most found it got cold around 6am: the mats supplied were pretty thin but once I remembered we had them, the extra blankets laid on were a great help with warmth (under or over).

The cook spotted one small, harmless snake on the trail which he killed without thought. Some were surprised by this, but desert dwellers have a different attitude to these and scorpions (none seen).

Tuareg documentary online at Al Jazeera

First in a three-part documentary on Al Jazeera online about the Tuareg of Niger and Mali following the fall of Libya from which many of them fled.

Can’t embed – the link is here or click image below. Well worth watching.

Also, an article by the film maker here. And another by Andy Morgan about the Tuareg cause.

Part Two ‘Rebellion‘ is online now too. Part 3 ‘Exile’ is in a week.
All also on Al Jazeera TV channel I presume.

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Mauritania 2013

by Robert R

Googled into English
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Carnet ATA: Pour le Sénégal seulement
Visas Mauritaniens: Double entrée, demandés via Lyon visa service.
Visas Sénégalais: Multi entrées, demandés au consulat de Lyon.
Guides: La Mauritanie au GPS (Cyril Ribas)
Le Routard 2013 pour le Sénégal et la Gambie (pas très fiable)
Lonely Planet pour la Guinée Bissau.


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Aurora fort
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Plage Blanche

Le voyage
1. Ferry Sete – Tanger le 28/9/13 avec GNV.

3. 11/10: On retrouve nos amis à Dakhla.

4. 12/10: Frontière Mauritanienne: c’est le souk côté Marocain car il y a pas mal de monde et l’organisation des   files d’attente laisse à désirer. On y passe au moins 4h! On retrouve notre guide Fadel, coté Mauritanien.
Bivouac au début de l’ancienne piste vers le Banc d’Arguin  (Pour les points, cf. bouquin Cyril Ribas).

5.  13/10: Déjeuner à la plage d’Arkeist, baignade et bivouac.

6.  14/10: Traversée Banc d’Arguin –> Benichab. On quitte la piste de Nouamghar vers Tessot.

Croisement vers Tessot:
N 19° 28.249 O 16° 18.330 (km 0)

Points sur la (belle) piste:
N 19° 28.281 O 16° 17.244
N  19° 24.716 O 16° 04.127

On rejoint ensuite la route Nouakchott (vers le Sud, km 30)

Croisement de la piste pour Benichab (sur la gauche, juste après une station-service):
N 18° 52.840 O 16° 09.736 (km 97)

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Benichab

La piste suit une direction Est Nord Est jusqu’à Benichab.

Points sur la piste:
N 18° 56.507 O 16° 05.012 (km 110)
N 19° 00.305 O 16° 01.321 (km 120)
N 19° 22.417 O 15° 34.351

Benichab: N 19° 28.130 O 15° 25.642 (km 212)

Benichab:
A Benichab, il a fallu discuter ferme pour pouvoir bivouaquer plus loin sur la piste d’Akjoujt. Depuis qu’on a quitté le bord de mer, il fait très chaud (pointes à 46-48°C!)

7.  15/10: Akjout puis traversée pour bivouaquer au pied des dunes de l’Amatlich.
Pour le parcours Akjoujt-El Abiod, on a utilisé les points du guide de Cyril Ribas car Fadel ne connaissait pas.

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Akjoudt

Akjoujt: N 19 44.700  O 14 23.040

Croisement (sur la route d’Atar): N 19 54.897 O 14 05.388
Puit Tabrenkount:      N 19 48.686  O 14 02.149
Entree Amatlich:         N 19 42.926  O 13 42.535

8.  16/10: Traversée de l’erg le matin : C’est vrai que l’Amatlich c’est pas trop facile! Mais il y avait une bonne trace et le collègue qui était devant moi est un super pilote, donc derrière on voit bien les difficultés et plus facile à négocier: aucun plantage pour les 3 voitures mais il a fallu forcer sur le champignon!

Sortie Amatlich:   N 19 45 445  O 13 46.241
Puits d’Amazmaz: N 19 41.241  O 13 25.965

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Amazmaz guelta

Puis détour vers la guelta

d’Amazmaz: pas facile à trouver la piste pour y aller et en plus elle est pleine de caillasses mais une fois arrivée à la guelta c’est le pied: baignade et bivouac.

9.    17/10:  En route vers la passe de Tifoujar, on traverse de jolis villages.

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Hassi el Tisram     N 19 47.243  O 13 25.248
El Meddah               N 19 54.930 O 13 19.607
El Gleitat                 N 19 58.306 O 13 17.624
Passe de Tifoujar   N 20 05.537 O 13 11.882

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 (La passe de Tifoujar, je ne connaissais pas, c’est splendide!), grande et belle descente vers l’oued El Abiod (toujours aussi beau malgré le temps gris et toujours aussi chaud), Oujeft et bivouac sur la  piste de Terjit (avec, en plus de la chaleur, un sale vent).

Toungad: N 20 03.193 O 13 07.208
Oujeft: N 20 01.609 O 13 02.940

10.  18/10: Terjit, courses à Atar et bivouac près de la piste d’Ouadane.

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11.   19/10: Ouadane, Déjeuner à l’auberge de Zeida (left): elle est très sympa et elle nous a cuisiné un super plat.

Départ par le désert pour Chinguetti et super bivouac en route après un très joli village.

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12. 20/10: Chinguetti (left), visite et déjeuner sous 1 bosquet dans l’oued et départ pour 1 visite à la passe d’Amodjar (que l’un   des équipages ne connaissait pas). Puis direction le mont Zarga pour récupérer la piste de Tidjika. Bivouac juste avant Zargas.

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13. 21/10: Piste vers Tidjika (right), en suivant les points du bouquin de Cyril Ribas sauf quand la construction de la nouvelle route Atar-Tidjika nous a obligé à dévier (assez loin, d’ailleurs).

Joli bivouac à l’écart: Il faut noter que pour tous les bivouacs, Fadel nous a demandé de choisir un coin un peu éloigné de la piste ou de la trace principale pour des raisons de sécurité.

Pour tous les points de la piste Chinguetti-Tidjika, voir le bouquin de Ribas.

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14.     22/10: Puis on a rejoint le magnifique Oued Rachid (right) pour le remonter.

Super bivouac non loin de l’oued.

15.     23/10: On continue à remonter l’oued, passage pas facile à trouver vers la fin car les pluies ont fait des dégâts.
Et on découvre une guelta: avec une magnifique séance de troupeaux à l’abreuvoir.

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Arrivée à Rachid (left), quelques courses pour un super picnic à l’ombre (il fait toujours aussi chaud!) au bord de  l’oued. 

Puis Tidjika pour refaire les pleins et on récupère la piste vers Boumdeit.

16.     24/10: Passe de Néga (on toujours pas vu les singes!), Boumdeit et bivouac près de la piste vers Kiffa (le cram-cram commence à devenir envahissant et il fait toujours aussi chaud!).

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17.     25/10 : Kiffa, puis route vers Aleg. Arret devant la stele à la mémoire des  4 Français et leur guide assassinés en Décembre 2007 (right).

Beaucoup de contrôles sur la oute à partir de Kiffa. Bivouac à l’écart de la route après Sangafara. Nous quittons notre guide Fadel  à Aleg, cela a été un très bon compagnon de route et un bon guide. Fadel Habib: 00222 22 44 38 04.

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18.     26/10: Route (c’est goudronné maintenant) vers Boghé, Rosso; bivouac avant Rosso.

19.     27/10: Piste vers Diama et passage de la frontière Senegalese sans problème. Nuit à Saint Louis.

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Ten Days in Morocco ~ Husky • Sertao • XR ~ Final part

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Parts One and Two here.
As two of the group are actors and Americans, from Tazenacht we take an excursion north to Gas Haven, a surviving film set from a 2006 remake of Wes Craven’s 1970s mutant hillbilly slasher The Hills Have Eyes. If nothing else it’s a great ride north through the Tizi n Bachkoum pass, chasing Andy on the Sertao.

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Southwest American roadhouse an hour out of Ouarzazate. Even that boulder by the sign is fibreglass and wire.

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Being an actor, Patrick knows a lot about about working behind bars.

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Outside, desiccated, severed limbs swing in the desert sun.

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There’s even a Wall of Death, but not the fairground one where a bloke rides round and round until he gets dizzy.

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Chubby-cheeked babies charred by a nuclear experiment that went tragically wrong. Or something like that.

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Lunch in Agdz – pronounced like ‘Agadez’ in Niger.

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Rob takes a swing on the Husky.

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Mustapha leads us to a viewpoint over Agdz palmerie with the Draa river in there somewhere. We’re riding up that hill tomorrow.

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We arrive at the lovely Ksar Jenna on Nekob westside. We’re spending two nights here.

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Night falls over Nekob.

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Inside, following another fine feast, the Kindles glow.

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Next day Rob, Andy and I take a ride up MH14 ‘Sarhro West’ which I tried last year on the BMW 650 twin.

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Patrick is doing his own thing today on the Sertao and Andy snatched his XR250 before I could.

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We stop for a tea and snack at the last dwelling up the valley. Hassan sits with young Ahmed in his woolly hoodie.

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At the summit junction, KM46, I invoke the droite d’accompagnateur and depose Andy from the XR250.

mk3-35Undaunted, Andy hurtles off into the afternoon sun on the TR650, following an untried Olaf track which descends to the N9/N12 near the Draa river.

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Once it drops off the plateau this piste proves to be as spectacular and exposed as I imagined. Morocco at its best.

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Back on the N12 road a short distance out of Nekob, another palm-ringed kasbah shimmers in the crepuscular glow.

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And another lavish breakfast at Ksar Jenna.

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Today we’re moving on, off up the well-known 112-km piste over Jebel Sarhro to Tinerhir; MH4.

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Just a week on a dirt bike and Patrick already has his arse-end aflame.

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A rare shot of me on a motorcycle. I’m trying out the Sertao, but on the piste its characteristics are distinctly canine compared to the Terra. Nice engine but feels 20kg heavier.

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This was all the ‘camping’ we could manage.

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A coke stop near the pass.

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Up past Iknioun the track becomes a wide and fast motorway and I blast along on the Husky in top gear for a while. But the classic piste (MH4) is now in the shadow of the amazing Sarhro West piste we did yesterday.

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We haul 100km over to Chez Moha at Ait Youb hamlet in the High Atlas. A lovely spot all made of mayd and straw, but a bit chilly compared to what we’re used to.

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Maybe better in the spring when I was here last time. Even then, we enjoy a fabulous cous-cous feast huddled by an electric heater.

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Next day a cool morning but I enjoy a fantastic burn up down the Todra Gorge on the Husky, fix a quick nail puncture then we have a lavish grill in Tinerhir. A hundred miles down the road we check into the Vallee hotel in Ouarzazate southside. A little past it prime, but they have wifi and heating and beer and yet more great food.

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Our room boasts some rather creepy psycho-erotic art. The longer you look at it, the more disturbing it gets. Or perhaps it’s just depicting the desecration of our Mother Earth. Either way, I do believe ‘Salah 07’ might be in dire need of some female company.

Next day, yet more brake warming, bend swinging action over the Tizi n Tichka pass back to Marrakech and a plane home.

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So there we have it. A great group and a fab time buzzing around Morocco over 10 days enjoying a little bit of everything: cosy lodgings, amazing views, delicious fresh food, all linked by great blacktop and piste. I’ll offer something similar as a tour next November 2014 when the weather seems just right. Have a look at the Tours page around mid-December.

Ten Days in Morocco ~ Husky • Sertao • XR ~ 2/3

Continuing our short ride through southern Morocco. Part 1 was here. Part 3 right here.


Sunrise at the oasis.


I go for a walk, passing unusual dwellings designed to slide downhill in the event of an earthquake.


Not a place to stagger back to late one night, fumbling for your keys.


We go for a ride back up the cliff

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Rob tries out his new Touratech Arai-iPhone adapter mount, called a Digital Utility Camera Transom. You’d think they could come up with a snappier name.


Down below, a carefully tended mosaic of gardens lap up the autumn sun.


We take a walk over to the kasbah (fortified dwelling) at Assaragh


Then ride back down…


… to the auberge for lunch. It was built by a local who did well abroad, and chose to return something to his community. A common practise in Morocco.


After a siesta we head out to a curious ruined tsar (similar to a kasbah but more castle-like) which I passed last year.


We wind out way up into a maze of crumbling walls and collapsed palm-trunk beams.


But at the doorway it looks a bit dodgy to go further without a hardhat and full body armour.


Next day we’re back on the piste.


Heading up over Jebel Timouka, Route MA6 in my book.


Into the ranges.


Some oueds (creeks) are hard work on the heavy 650s. So we stop to cool off and let Elisa and Mustapha catch up.


The climb begins.

Deeper

Steeper

Higher

I don’t know about the others, but the occasional landslide repairs with football-sized rocks are barely rideable on the Terra. The suspension shoves the weight back at you in all directions nd you can tell that point is coming where it’s easier to fall than fight it. When I came this way in 2008 I broke a spring on my pickup. I’m up ahead and eventually pull over weak-kneed, strip off and empty my 3-pint bottle. The others catch up and Elisa hands out power bars. Andy’s Sertao is even more of a dog than the Husky and Patrick got pinned negotiating a gnarly hairpin, but is nevertheless amazed at the beating the XR can take. Rob finds his XR a breeze up here.


We carry on to an amazing view back south towards Jebel Bani, now only 80 miles away


Thankfully the track eases up and we reach the equally amazing Timouka Pass overlooking the Issil plain.
In the many tiny Berber villages below (the green clumps) women dye wool and work ancient looms to
produce the fine carpets you’ll find in the souks of Marrakech and Tangier


We drop off the pass, race across the plain to the highway and ride into Tazenacht for a late lunch, babbling about our awesome morning’s ride. Freshly-chopped Moroccan salad (a bit like Mexican salsa), omelette, chips and bread + tea. That’ll be $3 Down the road, plenty of room at the Hotel Sahara.


Night falls over Tazenacht.


While inside the infidels, some in fancy dress, gathered for the feast and then retire to their chilly suites.

Final part right here

Ten Days in Morocco ~ Husky • Sertao • XR ~ 1/3

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Husky TR650 review here
Next fly-in tour here
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This is us: Rob UK, Patrick NYC, Andy (ex Desert Rider), Elisa NYC and me, having some sort of ministroke.
Rob and Patrick were part of a group that trekked with me in Algeria last year. With another planned moto tour having fallen through, off-road newb Patrick asked me to put together a run through Morocco. OK I said if you can find some people to cover my costs.
This he did and here we were.

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We rent bikes from Loc2Roues Marrakech (more details here).

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Andy gets a well-used Sertao with about 45,000km.

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I pick a sexy Terra. My review here.

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I strap a satnav over the dash, a water bottle holder to the crash bar and tuck my book under the tanknet.

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Other than Andy, I wasn’t sure of the others’ ability so recommend XR250 Tornados.

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This is a great little machine: an air-cooled, four-valve, big oil cooler, 5 speed, electric start, carb-fed, drum rear dirt bike. It stacks up very well alongside the CRF250L I ran around the Southwest USA earlier this year; as economical, as good suspension, as pokey and it felt lighter, though there’s only some 6kg in it according to online stats.

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Trouble is, it’s made in Brazil (and sold in Argentina) and AFAIK is only available in countries with I presume have slack emissions regs.
None have ridden off road but Rob once ran a 996 so he’ll catch up and Patrick learned fast. Only Elisa found the learning curve of Morocco + piste a bit steep so switched to a jeep which actually served us all well as a baggage carrier.

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Before we even leave the agency, Mustapha the driver dashes off with Elisa. His silver SUV soon disappears in a sea of silver SUVs. Rob gets the guy at the servo to bring him back.

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The first day was scheduled as easy as we expected faffing around at the rental place. Just 100 clicks down the road to a lodge up in the High Atlas.

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Notice the sagging front tyre on the Husky; a slow puncture which led to overheating and a faster puncture on the rough road into the Atlas. Next morning it’s flat as, and no tools under the seat. The Sertao’s wheel wrench fits but one Torx fitting is mashed and none of mine fit.

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I nip down the road to chisel it off while the village vulcaniser irons on bits of rubber with blue goo, literally with an old electric clothes iron and a screw press. It looked impressive but also kind of crap. May work OK on a local moped but on the 650 the repair lasted 20 mins on the first piste a couple of days later.

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Anyway, on the crest of the High Atlas at Tizi n Test pass (6860’) we stop for lunch then enjoy a great ride down into the sunny southlands. Notice the ridge on the far horizon: that’s Jebel Bani about 130 miles away; the last of the Atlas mountain ranges. Beyond that, unbroken Sahara for a 1000 miles all the way to Timbuktu.

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With half a day lost chiselling nuts and ironing rubber, we make an unplanned stop over in Taliouine, famous for its saffron which we’re assured is the best in the world and cures all maladies. I sprinkle some on my front tyre, also my front brake and efi which are playing up.

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As expected, the Husky is the thirstiest bike by 20%, but also the most powerful and with the best soundtrack which = a whole lot of fun in the twisty blacktop canyons of the Anti Atlas. Let me tell you, all this ‘ad-venture motorcycling’ is a lost cause, carting your junk around like a mule and camping out bush like some vagrant. Hire a jeep, check into roadside lodges at half board and enjoy Bourgeois Motorcycling!

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Patrick tries the Sertao and declares it’s the best motorcycle ever made. It’s certainly more comfy than the others, has a mellower engine than the TR and some days even used less fuel than the XRs. But when the dirt gets gnarly it’s a dog.

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That’s several thousand dirhams worth of saffron right there.

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Carefully picked from these crocuses, or is it crocii?

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Patrick and Elisa pose with some $10 jars.

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Two hundred clicks out of Marrakech we take to the piste into the Anti Atlas, the arid range south of the High Atlas which for me adds up to the best riding in Morocco. Soon the Husky front tube pops its corks so I slot our only new 21” in and hope for the best.

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Dirtnewb Patrick is getting into the swing but next time I’m going to levy a surcharge for all black outfits.

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Desert Rider Andy runs an 1190 + his old trans-Africa 640 back home so for him it’s all in a day’s work. That’s his 11-year old Darien Light that Aero made for us, still as good as new.

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Into the valley.

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Past hilltop Berber villages.

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Up ahead a dramatic descent down a tufa waterfall. Andy sets off on the Husky and we follow.

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We ride through the palmerie and arrive at our lodge where we’ll spend two nights.

mk13137Night falls across the tranquil oasis. ‘Allaaaaahu Ak-bar’ rings from the minarets.

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While inside the three infidels sit transfixed as the guy pours a shot of whisky.

mk1ruta Our route so far.

Part Two of Three

Desert Driving – Vehicle Set Up

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Just uploaded the 20-minute section from Desert Driving II dvd in which Toby Savage and I describe how we set up our vehicles for long-range desert travel.

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This was shot in 2002;  no doubt gadgets have moved on since then but the principles remain the same.

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Before we met up to make the film I was travelling in the deep south of Algeria, burying fuel and food caches for Desert Riders which we did in early 2003.

With that done, we filmed the whole thing from Illizi to HbG in about 3 days along the so-called ‘Graveyard Piste’ (A2 in the book). It runs some 470-km between Illizi and Hassi bel Guebbour and adds up to the perfect Saharan piste: pre-historic graves, dunes, gazelles, plateaux, old French fort, a couple of wells as well as nomad camps – Sahara in a nut shell.

Just as we were coming back from D Riders, it was along this popular piste a few months later that 32 tourists on motos and 4x4s (some of whom we’d met in Tam) were kidnapped, kicking off the current situation in the Sahara. The scourge continues (two more kidnapped today in Mali) and it left a lot of desert-ready fourbies all dressed up and nowhere to go.

DVDs

Now, like most people, I shoot straight to youtube or vimeo (here’s a Sahara film from 2011), but back in the 00ies I produced a couple of dvds in the Sahara.

DR dvd FR 2016
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Desert Riders was the story behind our ambitious expedition across Algeria to the Lost Tree in the northern Tenere of Niger riding Honda XR650Ls. A shortened version was featured on National Geographic Channel You can watch the full film on youtube for free.

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My other film was Desert Driving – an instructional ‘how-to’ dvd shot with Toby Savage and Richard Gurr in southeastern Algeria featuring my HJ61 Toyota and Toby’s Land Rover Carawagon.
Desert Driving 2 (right) features additional material shot in the Tassili Hoggar, Egypt’s Gilf Kebir and Great Sand Sea.

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The film covers the various means of vehicle preparation, the best maps and using GPS, dune driving, recovery by winch, air bag, high lift as well as various types of sand ladders. Toby and I actually tried all the stuff they tell you about in the books and magazines to see what works and what doesn’t. A preview below.

Format: PAL • Duration: 134 mins • £14.99 Want a copy post free? Email me

Mercedes Saloons across Chad

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Gerbert van der Aa is a Dutch journalist specialising in the Sahara and author of In Search of the Tuareg. Photographer Sven Torfinn accompanied him on this trip through Tunisia, Libya and Chad.

See also this.

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 In February 1999 I visited Libya and Chad, travelling with a friend in two Mercedes 190 town cars. Everyone told us we’d never made it to Chad with this type of car but I’ve done this sort of thing before and knew the limits of 2WDs. In Libya we tried to drive to Lake Gabron in the Ubari erg (Route L3), but couldn’t reach it. The first day one of the cars flew too high when my friend gave it a bit too much power to get up the dune. Luckily only the radiator and the fan were crushed. The next day we tried again, but got stuck almost every kilometre, even with tyre pressures at 0.6 bar (8 psi). We were digging our cars out of the sand all day and in the end decided to turn back.

So we didn’t have much hope that we’d reach Ndjamena. Many Libyans said the tracks to Chad were even worse than the tracks to Gabron, but we decided to continue anyway. On February 22 we arrived in El Gatrun, the last Libyan town before the border with Chad. People there told us there’d been no Libyan vehicles going south for four months because the Chadians closed the border. The reason, nobody seemed to know. A guide was very expensive (1000 US!), so we decided to drive without one and use our GPS with the coordinates I got from Klaus Daerr’s website. We drove with an Italian Land Rover.

Everything went wonderfully well. After three days we arrived in Wour without hitting mines. Only the last ten kilometres were difficult for our cars due to the many rocks in the soft sand. We cracked the sump of one of the cars but repaired it with glue – I was surprised it worked and I was ready to leave the car in the desert. In Wour we had three punctures at the same time and so the Italians, who were in a hurry, carried on. In Wour everyone was very surprised to see two normal Mercedes coming from Libya. It had never happened before, they told us. But they assured us that driving from Wour to Ndjamena would really be impossible with these cars.

There were a lot of soldiers in Wour where we found out there is quite a heavy war going on in Tibesti. Aouzou was occupied and Bardai surrounded by rebels led by former defence minister Togoimi, a Tubu himself. We drove on to Zouar with a compulsory guide. He was about 17 years old but didn’t speak Arabic or French, only Tuburi. We paid him the fixed rate of 350FF. There were endless sandy wadis and we were digging out constantly but each time our guide just said travail (‘work’) – about the only French word he seemed to know – and then sat under a tree until we’d dug out the cars. When we asked him to help us, he did not react.

We entered Zouar from the south with a military escort. Entering from the west through the ZouarkÈ Valley seems impossible with normal cars. In Zouar we saw even more soldiers than in Wour. We stayed two days and had to camp with the soldiers. Because of the fighting, the situation was quite tense. Although the local commander said there were no problems, one of the soldiers said his convoy had been ambushed near Zouar a week earlier and a couple of soldiers had been killed. But we had to go on.

Zouar to Ndjamena
We drove in three days to Faya. The road was not that difficult although we broke and repaired the sump of the other car and luckily met no rebels. We saw lots of unexploded ammunition and old tanks left behind by Libyans during their retreat from Chad. If more tourists visit the area, accidents will surely happen because sometimes you don’t see the shells in the sand until you drive over them.

Faya is a lovely oasis. From here we took a guide, Haliki Kodimi, 60 years old and a very lovely man to help us through the big dunes of the Erg Djourab. We had plenty of digging to do but three days later arrived without problems at Kouba Oulanga, halfway to Ndjamena. From there the piste to the capital was quite easy but dusty. All around people were very surprised to see two Mercedes coupes coming out of the desert. In Ndjamena nobody asked us for a carnet or insurance. We sold the cars in Ndjamena and flew back home.

It was a wonderful trip. Libya was especially nice with very kind people. Chad is a bit more ‘cadeau-country’, but very beautiful. I don’t think I would try the same route with a normal car again. It’s much more difficult than Algeria-Niger or Morocco-Mauritania. But if anyone wants to try it: we have proved you don’t need a four-wheel drive. Because we sold our cars for quite a good price (25,000FF each), the trip only cost us 4500FF a person. Both the Italians and another Swiss couple we met in Libya arrived in Ndjamena OK.

Gerbert van der Aa

Desert Dealers ~ Mauritania 1997

merc1Ever thought of buying an old Merc, driving it 2000 miles across the Sahara and selling it easily for a 400% profit? Chris Scott went along for the ride.

The phone rang. ‘Chris, it’s Andy. Wanna lift to Mauritania?’
‘When you going?’ I asked.
‘Now. I’m in Lyon.’
‘Er, how about I meet you in Malaga.’
‘OK.’

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Andy was a 23-year-old engineering graduate trying to put off a career in designing aerodynamic egg cartons. Having fallen in with some wheeler-dealing grape pickers in France, he’d joined a bunch of them driving old heaps down to Mauritania to sell. With the right car; ideally a German-registered diesel Mercedes roadworthy test failure, one could pay for the trip and come out with a few hundred quid. On that trip Andy had indeed tripled his money but had got set-up by the buyer and summarily stiffed by the Mauritanian customs, handing over half the grand he’d made.

This time with some lucrative contraband, forged documents and three passengers along for the ride – myself and retired grapeurs Sandrine and Pascaline – he was ready to stiff back at the wily traders and corrupt Mauritanian officials with a vengeance. The plan was the same: drive £300-worth of ’82 Mercedes  to Mauritania, flog it on the side and fly back for another.

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Flogging bangers in car-starved West Africa is nothing new. In the 1980s, ratty 504s and the like dragged themselves across Algeria to Niger and Togo. A good sale paid for a beach break and a flight home with a suntan. Trouble was, making a quick African buck still involved crossing 2000 miles of Sahara desert – no easy feat for a knackered and overloaded Morris Marina. Summer saw most disasters – foolhardy young European thinking they were in for a big adventure. Some got lost and disoriented in sandstorms or open desert and weren’t found for years.

These days civil unrest makes Algeria about as desirable as Iraq and so the irrepressible river of trade has found a new course – down through the Western Sahara to Mauritania and Senegal, what I later dubbed the Atlantic Route. Distances are long but the tarmac’s good, the fuel’s cheap and the Moroccans are cool. All you have to do is get in and out of Mauritania without getting busted for smuggling, blown up by mines or ripped off – a ‘Winter Sun Special’ with attitude. Anyone can do it, but before you start tearing through Exchange & Mart remember it’s the combination of sub-roadworthy cars from Germany added to the blind-eyed desirability for Stuttgart’s three-pronged star that gets the biggest profits. 

ON THE PULL
I met up with Andy at Malaga airport, mumbled greetings to Sandrine and Pascaline and had a quick appraisal of the car which on the surface looked a snip at £300; strict roadworthy tests prematurely age cars in Germany. Catching an Algeciras ferry in the nick of time we cruised through the Moroccan frontier controls despite a stash of duty-free whisky, car radios and mobile phones, plus a home-made Green Card. With a tank full of duty free fuel too, we headed into the Rif mountains, where roadside kids offered lumps of hash the size of cricket balls. Dazed by one of Pascaline’s baguette-sized rolls-ups, we drove through the hills into the night, finally lurching into the pound-a-night Hotel Marrakesh in Rabat.

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Officially the land border with Morocco and Mauritania is closed so in Rabat I had to pull a little scam of my own. I bought a flight to Mauritania, used the ticket to apply for the ‘entry by air only’ and then cancelled the ticket. It’s something they don’t tell you about in the guide books, but the practise is widely accepted. The French girls didn’t need visas and Andy was borrowing a French mate’s passport to save money. With a few days growth and some cucumber in his cheeks the likeness was pretty good, and anyway these Europeans all look the same.

That done, we hit the road to Essaouira where we were meeting Sandrine’s brother, Christophe. As we drove I noticed Andy was adapting quickly to Moroccan driving techniques, a combination of screeching bend-swinging, impulsive stops or U-turns and lane-clogging coasting while he peeled an orange or fiddled with the wiring. All he had to do now was take up smoking, spitting and perfect his mid-conversation ‘crotch-lift’, and they’d give him a passport there and then.

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By mid-afternoon we were clinking mint teas with, Christophe, an affable guy who’d make friends with a brick before you could say ‘Come ON, willya!!’. Christophe had just sold his business for a packet but had also been dumped by his wife, so joining us to cross the Sahara and flog his seven-year-old 740 Volvo seemed like a good move. Like Andy’s Merc (before he readjusted it), the 740 had a healthy 300,000 on the dial, but looked and handled a whole lot better than the tired old Merc whose TUV failure read like a parts manual.

Morocco is not a heavy country – it’s one of the friendliest and most laid back I’ve visited – but it does have its fair share of police check points. Next day, chasing Christophe along a shoreside corniche, Andy gunned the three-litre Merc past a lorry and over a bridge at 120kph. Hitting a dip with a diff’-splitting scrape, we drove straight towards a gesticulating policeman.

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Although Andy had already joked, grovelled and argued his way out of a couple of pulls, this one looked serious. The officer had clearly modelled himself on bad-ass US movie-cops. He sauntered slowly towards the car, knowing he had us nailed, and demanded ‘Papers!’

‘Bonjour officer’ Andy launched in jovially, ‘How are you, salaam alaikum, la bas?’ (Arabic greetings).

‘Alaikum salaam’ answered the policeman slowly. ‘Do you normally drive like this in your country?’

‘Hey, it’s no problem officer, I had excellent visibility and there was plenty of…’

‘Passaport!’ he cut in. Andy handed over the document.

‘Driving licence! Registration!’ Andy complied, now chewing his lip. The guy flicked through the documents with a sneer. This was not the time for the cheekiness Andy had used earlier.

‘The fine for overtaking on a bridge is 400 dirhams’. About £25.

‘FOUR HUNDRED DIRHAMS!!!’ Andy exclaimed as if it was a mid-week double rollover.

‘But Monsieur, we don’t have such money, we’ve just filled up and we’re heading for the bank in Tamri.’

‘Then you must face the tribunal in Agadir. Overtaking on a bridge is in contravention of International Law. The fine is 400 dirhams.’

Now Andy saw a chink. If this guy was quoting ‘International Laws’ then he might as well proclaim the Fifth Amendment of Alpha Centauri.

‘But monsieur, in England there are no such laws. I was trying to keep up with my friend and the bank will close soon.’ Andy pleaded.

‘Were are you going?’

‘Oh, just down to Agadir to the camping – a short holiday, it’s all we can afford.’

We stared intently out of the windows as their confrontation cooled. Body language altered, tones mellowed and after a while we were sent on our way with a reprimand.

‘Zat was a close one.’ said Sandrine.

”International Law!’. Do me a favour!’

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MINEFIELDS AND NO-MAN’S-LAND
Next morning, we left the popular portion of Morocco to tackle the drab desert coast of the Western Sahara where plains of rubble and low escarpments drop into the Atlantic’s pounding surf. This is disputed territory between Saharawi nomads – united under the Polisario Front – and the expansionist Moroccan government greedy for the region’s minerals. An ageing British FCO’s travel warning put Western Sahara among the most dangerous countries in the world, which just proves  they don’t get out much. The Polisario guerrilla war had been quiet for years while a UN referendum was set to solve (or re-ignite) the dispute by the end of the year. For the moment the Polisario sat and waited.

Besides, fuel was discounted to nearly half price to encourage Moroccan settlers and so help win any referendum so, with tanks brimming, we set off to cover the 900 kilometres to Dakhla in time to sign on for the military convoy to the border.

The twice-weekly convoy had been running for about five years, escorting southbound travellers the last 500km to the end of the road and the minefields of No Man’s Land. Officially it existed to offer protection from Polisario kidnappers, but now the one-way route was just an excuse for more form filling and stamp collecting in the expensive and soulless garrison town of Dakhla.

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We camped by the beach and after a day spent acquiring this paperwork as well as the provisions for the journey (which could take anything from two to four days to Nouadhibou, the next supply point) we joined the convoy queue at the edge of town check point. In front of us was a mixture of European estates, 4WDs, ancient Saviem campervans plus the ubiquitous Mercedes vans and cars. People milled around, inspecting each other’s cars or snacking until a commotion from the guardhouse signified that we were off. Car by car the mile-long convoy gradually unwound itself and began to roll south across desiccated valleys, over sandy crests and past distant cliffs.

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On the way down we assisted a decrepit van with a holed radiator and then stopped to help out a group of Mauritanians standing alongside a C180 up on its jack. Apart from its hand-painted number plate, the cool white Merc looked suspiciously roadworthy.

‘This looks in pretty good nick mate; what did it cost you?’ enquired Andy, as he rolled up his spare.

‘Oh you know, it wasn’t so expensive’, replied the veiled Moor fiddling with his tyre nuts.

‘Oh yes. Special offer was it?’ teased Andy.

‘Yes, my brother has a friend who has a garage. It was a good price.’ The wonder was that the stolen Italian car had managed to cross Europe at all…

That night the whole convoy camped outside the fort marking the southernmost limit of Moroccan territory. The whole area was said to be surrounded by land mines, a fact which tended to temper one’s desire to wander too far when trying to have a secluded crap. Having checked in with the guard, we squeezed the Merc among the other cars, had a candlelit snack and eventually spread out our bags in the dirt and dozed off.

By 10.30 next morning the convoy was ready to cross No-Man’s-Land into Mauritania. This was the sharp end of the trip, sixty-odd kilometres of bare rock, soft sand, and check points that would keep us moving in stops and starts till 2am the following day. And then there were the mines, deadly relics from the Polisario wars which still wiped out the odd car that strayed or tried to sneak through illegally off piste. Half an hour and a couple of boggings from the fort, we reached some crumbling tarmac from the Spanish colonial era, close to the twisted remains of a blown up Land Rover just 30 metres from the road.

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Up ahead a huge queue lead to the first Mauritanian check point where one car moved off every ten minutes. Having crossed the Tropic of Cancer yesterday, winter afternoons were now reaching a cozy 30 degrees, and as we settled in for the long wait a be-robed Moor came over to check out Andy’s Merc. This was more like it: selling a car in No-Man’s-Land before Customs stamped your passport ‘with vehicle’ was playing well ahead of the game. The guy kicked the tyres, wiggled the steering wheel and looked under the bonnet. He seemed keen but Andy knew better than to rush the deal which was left in the air. While thrilled by this early interest he hatched another ruse to nobble Mori Customs by switching the export plates with the original numbers shown on the registration document.

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By 3pm we reached the immigration hut where a guy with a ruler, biro and an exercise book laboriously filled in everyone’s details and took their passports. Up ahead other convoy drivers helped the 2WDs through a tricky sand trap which had already totalled three Dutch Mercedes’ radiators, wrecked by ill-laid sand ladders and too much speed. With these removed, Christophe and Andy tentatively gunned their machines into the pit, got stuck and was heaved back onto the old tarmac and the next three-hour wait.

Mahfzoud, the Moorish car buyer materialised again and Andy laid on the charm, reiterating the superb qualities of his five-cylinder model. A bit of motortalk ensued and then Mahfzoud hopped in for the 50km drive to the main check point. Tiring of the old tarmac, Andy took to the desert floor, occasionally grounding with a thud that bothered the car’s potential buyer not at all. Negotiations advanced until they suddenly came to a head. Andy slammed on the brakes, blocking the track.

‘So you will pay 12,000 francs (£1200), yes?’

‘Of course. I have shown you the cash.’ said Mahfzoud.

‘And you want to buy the car now.’

‘I am ready. Give me the keys and I give you the money.’

Cars pulled up behind us, waited, and then worked their way round.

‘And you will drive us to Nouadhibou.’

‘No, no, I cannot do this.’

‘But how will we get there?’

‘Get a lift with your friend in the Volvo.’

Six people, even in a stately 740, would surely arouse suspicion. The authorities weren’t clueless about this import-tax dodging car trade – they just wanted a piece of the action. Once Mahfzoud got his hands on the car, he’d find his own way back to Nouadhibou, possibly tipping off Customs about Andy’s newly-acquired stash. Smelling a rat in this too-perfect scenario, he moved on.

At dusk we crossed the railway and arrived at the main check point and another crowd of stationary cars. Hustlers, touts and guides up from Nouadhibou pestered weary drivers insistently. Night fell, the stolen C180 slipped through the barrier with a nod and a wink, and a two-mile-long train rumbled past on its 500-mile journey to the iron ore mines inland.

Around 10pm, having ignored this stage in the passport-stamping procedure, we drove on through to the next checkpoint, waited two hours, moved on again and, finally, at about 1am, stumbled half-asleep into another hut where a guy courteously returned our passports.

We were in Nouadhibou at last, no picturesque desert oasis, but a lively port town looking forward to the end of Ramadan. Checking in at the police station next day, Andy had an amazing stroke of luck. Outside, an Algerian caught crossing the border illegally and stranded for a week flipped out and the policemen leapt up to sort him out in the approved manner. Left alone in the office for a few seconds, Andy reached over the counter, inked up a ‘no car’ entry stamp and whacked it into his real passport. Now he could leave the country with no evidence of having brought in the Merc. Perfect.

There was no road back then so I took a bush taxi along the beach route to Nouakchott; 22 people in and on a 70-series Toyota pickup. Andy and Christophe loaded the cars onto the empty ore train and headed inland towards the Adrar mountains. Within an hour of arriving at the town of Atar, Andy sold his Merc to the hotel owner for a juicy £1400. The guy was so delighted with his new purchase, he immediately invited all his guests to join him for a drive round town. How long even the hardy Merc would last there is anybody’s guess, but the gang piled into the Volvo, took a back road out of town to avoid the check point, and headed for Dakar.

Originally published in Top Gear magazine, May 1998
Desert Dealers 2 – 2006
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