The Peace Boat docks at the POD

6 04 2014

It was two Sundays ago at the National Library’s the POD that the opportunity arose to hear the accounts of the Hibakusha. Survivors of the atomic bombs dropped on the Japanese cities of Hiroshima and Nagasaki close to seven decades ago, the group of seven, together with other participants of the Peace Boat Hibakusha Project, were in Singapore to share their remarkable accounts of survival in the face of the effects of what has to be one of the most horrifying weapons mankind has employed in an armed conflict. The project, has participants making a global voyage on a passenger ship, and is aimed at promoting peace and sustainability and ultimately, a nuclear-free world.

Small group discussions with the Hibakusha at the POD.

Small group discussions with the Hibakusha at the POD.

It is much more than time and distance that separate us from the horrors of a war in which Singapore had been very much a part of. We in the Singapore of today, have had the good fortune of being separated from some of the conflicts of more recent times and it would be very difficult for us to imagine what it was like living through the war, let alone attempt to comprehend what the survivors of the atomic bombs must have lived through.

Mr. Lee Jongkeun, a second-generation Korean resident in Japan who was 15 when the bomb fell on Hiroshima.

Mr. Lee Jongkeun, a second-generation Korean resident in Japan who was 15 when the bomb fell on Hiroshima.

The first of the Hibakusha we did hear from was Mr. Lee Jongkeun, not a Japanese, but a second-generation Korean resident in Japan. Aged 15 when the bomb fell on Hiroshima, Mr. Lee spoke, among other things, of the discrimination he faced, even to this day, as a resident of Korean origin. The presence of Mr. Lee, also highlighted the fact the the victims of the a-bomb weren’t just Japanese, but also many other nationalities. The victims included some 70,000 who were forcibly brought from the then Japanese colony of Korea to work in Japan, as well as Chinese who were there in similar circumstances and also the many prisoners of war being held in the areas at the time.

Ms Hattori Michiko, who was a 16 year-old nurse 3.5 km away from the hypocentre in Hiroshima.

Ms Michiko Hattori, who was a 16 year-old nurse 3.5 km away from the hypocentre in Hiroshima.

Following the testimony of Mr. Lee, there was a short performance by Ms. Ayumi Hamada – an actress and a youth participant in the Peace Boat project, who recited a poem, before another Hibakusha, Ms Michiko Hattori, spoke. A 16 year-old nurse with the Military Medicine Department in Hiroshima at the time of the bombing, Ms Hattori, she was only 3.5 km away from the hypocenter, and related some of the horrifying scenes she encountered after she recovered consciousness and attended to the other casualties in the aftermath of the bombing.

Ms. Ayumi Hamada with Ms. Michiko Hattari.

Ms. Ayumi Hamada with Ms. Michiko Hattari.

There was an opportunity to also hear from the other Hibakusha – all with a common tale not just of what was encountered in the immediate aftermath, but also of the discrimination they faced long after, along with the after effects of exposure to radiation that left many with long term illnesses and the fear many felt of what were uncertain futures. Many had difficulty finding marriage partners as a result.

Ms. Nobuko Sugino, who was 1 year old and 1.3 km from the hypo centre.

Ms. Nobuko Sugino, who was 1 year old and 1.3 km from the hypo centre.

Ms. Nobuko Sugino, who was a year old when the bomb was dropped, and at her home 1.3 km away from the hypocentre, was too young to remember  the aftermath. She spoke of the fears she had growing up due to the exposure she had to radiation. We were reminded of the story of Sadako Sasaki and the 1000 origami paper cranes. Sadako was 2 at the time of the bombing, and at her home at a distance of some 1.6 km from the hypocentre. She had been in good health for some 9 years before she became ill and was diagnosed with leukaemia before dying at the age of 12. Sadako had attempted to fold 1000 paper cranes in the hope that it would allow her wish to be granted by the gods, falling short of her target before the disease claimed her life. The story of Sadako had many like Ms. Sugino fearing that they might suffer a similar fate.

Ms. Noriko Sakashita, who was 2.

Ms. Noriko Sakashita, who was 2.

Ms. Motoko Nakamura who was 11 months.

Ms. Motoko Nakamura who was 11 months.

 Another survivor that did recount what it was like in the immediate aftermath was Mr. Takanari Sakata. He was 15 and working at the Mitsubishi Heavy Industries shipyard in Hiroshima as a part of the mobilisation of students. He has very vivid memories of the scenes that he was to witness after regaining consciousness. He spoke of the scene that greeted him as he had walked across a bridge near the only building that had been left standing in the hypocentre – what is today the iconic A-Bomb Dome that serves as a memorial. From the bridge, one side of which had collapsed inwards and the other outwards, he could see many blackened bodies of victims in the river and many who had survived asking for water, which he was advised not to give as it would have killed them.

Mr. Takanari Sakata, who was 15 and working at a Mitsubishi Heavy Industries shipyard in Hiroshima, 3 km from the hypocentre.

Mr. Takanari Sakata, who was 15 and working at a Mitsubishi Heavy Industries shipyard in Hiroshima, 3 km from the hypocentre.

It is in hearing from the Hibakusha, who have shown great courage and determination in attempting to reach out to the world in the hope that their testimonies will help with the realisation that the experience they had been in, should never again be repeated and it is only with a nuclear-free world that the risk of it happening again will diminish.

A youth participant speaking.

A youth participant speaking.

On the Peace Boat, now in its seventh global voyage for a nuclear-free world, with the Hibakusha, are several youths who hope to raise awareness of the need for a nuclear-free world to fellow youths worldwide through their participation. Besides their involvement in workshops, they hope to interact with the young from different countries. The Peace Boat, having left Singapore, continues on what will be a 104 day voyage around the world that will see it calling at 20 ports in 18 countries, before returning to Yokohama on 24 June 2014. More information on the project and the Hibakusha can be found at the Peace Boat’s website, www.peaceboat.org.

An image of children quenching their thirst on snow that had covered the hypocentre in Hiroshima on display.

An image of children quenching their thirst on snow that had covered the hypocentre in Hiroshima on display.

Some of the horrifying images seen in the aftermath - on display at the session.

Some of the horrifying images seen in the aftermath – on display at the session.

 

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Windows into Singapore: juxtapositions of time

27 03 2014

A view out of the window from the POD atop the National Library building, out towards what would once have been an almost clear view of the sea off the promenade that ran along Nicoll Highway.

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Part of what has been a landmark along Beach Road since its completion in 1976, Shaw Towers, can be seen on the right of the photograph. Built over a site that had previously been occupied by the Alhambra and Marborough cinemas, the 35 floor Shaw Towers was at the point of its completion, the tallest kid on the block at Beach Road. It was also the first building in Singapore to house two cinemas, Prince and Jade, built in a decade when cinema going took-off in Singapore. Prince was at its opening, the largest cinema in Singapore with its 1952 seats. Prince occupied the second to the seventh floors of one corner of the building’s podium. Its screen, at 28 metres wide, was the widest in the Far East. Jade was to provide a more intimate setting, holding less than half the crowd Prince would have held. The cinemas were converted in the late 1980s to cineplexes – the first multi-screen cinemas to make an appearance in Singapore.

A close up of the boats in the Kallang Basin close to Nicoll Highway (posted in Facebook group, On a Little Street in Singapore).

Nicoll Highway, Singapore’s first highway, did once run along the coast right behind Shaw Towers. Completed in 1956 – after the closure of Kallang Airport permitted a much needed link to be built along the coast, it provided an artery to take vehicular traffic from and to the populated eastern coast into and out of the city. Offering a view of the sea and the scatter of boats up to the early 1970s,  a drive today provides a view of a scattering of trees and isolated structures that herald the arrival of a brand new world – where the wooded patch is in the foreground of the first photograph.

Nicoll Highway, the Merdeka Bridge, Beach Road and the Kallang Basin, 1967 – before the 1970s land reclamation (posted in Facebook group, On a Little Street in Singapore).

A view down Nicoll Highway. A new development South Beach is seen rising beyond Shaw Tower.

A view down Nicoll Highway. A new development South Beach is seen rising beyond Shaw Towers.

Another view down Nicoll Highway during peak hour.

Another view down Nicoll Highway during peak hour.

The body of water beyond which we can see the Benjamin Sheares Bridge rising, is itself one that has seen a significant change. Where it once was the sea, it now is a body of fresh water, forming a part of the huge Marina Reservoir, having been cut-off from the sea by land reclamation and the construction of the Marina Barrage. The barrage, closes up the channel between Marina East and Marina South, Marina East being land reclaimed off Tanjong Rhu, a cape once referred to as a “curious ridge of sand” on which shipyards, the charcoal trade and a flour mill had once featured.

An advertisement for Khong Guan Flour Mills. The grain storage silos once dominated a landscape at Tanjong Rhu now dominated by condominiums.

An advertisement for Khong Guan Flour Mills. The grain storage silos once dominated a landscape at Tanjong Rhu now dominated by condominiums.

A more recent landmark on Beach Road, the 41-storey The Concourse and a view toward Tanjong Rhu beyond it.

A more recent landmark on Beach Road, the 41-storey The Concourse and a view toward Tanjong Rhu beyond it.

Reclaimed land by Nicoll Highway, the Kallang Basin area of Marina Reservoir and Tanjong Rhu beyond it.

Reclaimed land by Nicoll Highway, the Kallang Basin area of Marina Reservoir and the Marina South area beyond it.

It is at Tanjong Rhu, where Singapore first million-dollar condominium units were sold, that the eastern end of the iconic 1.8 km long Benjamin Sheares Bridge comes down to earth. Opened to traffic on 26 September 1981, it provided the final link for a coastal highway that had been built to take traffic around and not through the city centre, the planning for which went back to the end of the 1960s (see The Making of Marina Bay).

Land reclamation in the Kallang Basin / Tanjong Rhu area in 1973 (posted in Facebook group On a Little Street in Singapore).

This stretch of that coastal highway, East Coast Parkway (ECP), did take up much of the traffic that was being carried on what was becoming an increasingly congested Nicoll Highway that had been built some 25 years before it. Now, some 32 years later, as with the highway it took traffic away from, it sees its role taken up in a similar fashion by a new highway, the Marina Coastal Expressway (MCE). Built at the cost of S$4.3-billion, the 5 kilometre MCE runs mostly underground and partly under the sea and see the series of coastal highways move with the shifting of the coastline. The MCE features a 3.6 km tunnel and has a 420 metre stretch that runs under the sea.

Tanjong Rhu and the Benjamin Sheares Bridge.

Tanjong Rhu and the Benjamin Sheares Bridge.

The expressway, which opened to traffic on 29 December 2013, was built so as to remove the constraints that the ECP, in running right smack through the centre of Marina South, had placed on the development of Singapore’s new downtown (the expansion of the city to Marina South that was really an afterthought, having come after urban planners had realised the potential that land, which had initially been reclaimed for the construction of the ECP, had in providing much needed space for the expansion of the city). The availability of new and undeveloped land through reclamation did allow parts of old Singapore slated for redevelopment, to be spared the wreckers’ ball.

A view over the Marina Reservoir and Marina East, with the Benjamin Sheares Bridge seen to the left of the capsule.

A view over the Marina Reservoir and Marina East, with the Benjamin Sheares Bridge seen to the left of the capsule.

The deceptively blue waters in the first photograph’s background, is that of the Eastern Anchorage. It is at the anchorage that ships lie patiently in wait, far removed from the frenzy at the wharves of what is one of the world’s busiest ports. It is one place in Singapore where time does seem to stand very still, at least for now. Time doesn’t of course seem to stand very still in a Singapore constantly on the move, and time will certainly bring change to shape of the distribution of the shipping infrastructure along the coast- with the journey to west for the city shipping terminals, at Keppel, Pulau Brani and Tanjong Pagar, due to completed by 2030.

The Eastern Anchorage.

The Eastern Anchorage – where time does seem to stand still.

There is of course the potential that developments away from Singapore has for influencing change. One possible game-changing development we in Singapore are keeping our eyes on is the possibility that of a dream long held by Thailand, the cutting of a shipping canal through the Isthmus of Kra, coming true. If a recent report, purportedly from the Chinese media, is to be believed, work is already starting. The cutting of the so-called Kra Canal is an idea that was first mooted back in the late 17th Century (see: How a Thai Canal Could Transform Southeast Asia on http://thediplomat.com) and talk of building it does crop up from time to time – the effort required and the associated costs in recent times serving as a huge deterrent. If built, the canal would save shipping a 1,500 nautical mile journey through the Straits of Malacca and around Singapore.

The proposed canal does have the potential to undermine Singapore’s so far unchallenged strategic position with regards to shipping, although it would probably take a lot more than a canal to do that. In the meantime, it is the change that is driven within that we will see add to another area in Singapore in which change does seem to always be a constant.