Fortsätt till huvudinnehåll

Rockets that hollow-out the soul

A friend sent me this piece from a Swedish journalist who has visited Israel. This is a translation.

I have visited Sderot, the Israeli town which has been worst affected by the Kassam rockets from Gaza. Around 7000 rockets have fallen on Sderot during the last eight years – two or three rockets a day on average. When the bombardment was at its heaviest, 70 or so rockets could fall on one day.

It was in September last year that I and a group of Swedish journalists was guided by a student, Agi Venkiet, a 25 year-old girl. We drove round in a bus while she explained. Or rather, tried to explain.

19,300 people live in permanent fear in Sderot. How can one call it living?

Agi explained that she had no idea of the prevailing reality in Sderot when she moved there to study at state high school a few years ago. The shock was not so much the rockets as that the situation was so little reported in the media.

It is seldom that anyone dies because of the Kassam rockets in Sderot. They are neither accurate or powerful. But it does not mean to say that they are harmless.

A rocket that frightens the hell out of a whole family is not worth noting when so many more dramatic events happen in the Middle East. But when the the family has been woken up night after night by rockets which fall nearby, the nerves begin to give. The children shit themselves and have nightmares. The adults have trouble sleeping and begin to take pills. Certainly it is hard to get one’s job done.

Little by little, life falls apart from fear.

The thing I remember most clearly was Agi’s fear. She talked rapidly and seemed far-away, and with hardly ever a look in the eyes. She wanted us so much to understand, but suspected that we did not. Perhaps she wondered if our sympathies lay with the other side – with those who were firing the rockets.

She pointed out the play area which was rebuilt so that the climbing frame in the form of a writhing snake serves also as a shelter. Under the cheery colours is one made of reinforced concrete. She explaned that many children continue to wet their beds until they are quite old. That 60% of the people take tranquillisers. That is it hard to complete lessons in school because all the time they are disrupted by the bombardment.

She tried to describe the feeling when the alarm went off and that there are only a certain number of seconds – I have forgotten how many – perhaps twenty – to take shelter. This experience of panic characterises the whole of life in Sderot.

And the inhabitants realised then, in September 2008, that everyone had forgotten them. Their own government as well as world opinion. Their disrupted life was a non-event which just went on without anyone taking notice.

I have returned to this many times in my thoughts after Israel’s offensive in Gaza. The brutal ground-offensive, which has caused so many deaths of Palestinian civilians, is indefensible. And the situation for the inhabitants in Gaza was of course at least as bad as for the inhabitants of Sderot, even before all this happened.

But the fear of the rockets is the explanation why Israel has hit back so hard. To live in constant fear hollows-out the soul. In the end, one can expect anything.

If it were my child or yours who woke, sweating, from nightmares, or it was our sense of life’s pleasure that was ground down daily – how far would we be ready to go to put an end to the terrror?

It is impossible to give an answer unless one has lived in fear for eight years. But before one condemns Israel’s assault in Gaza, one must at least have asked the question.

Niclas Ericsson

Link to original article
http://www.corren.se/archive/2009/1/14/k27b2rtgxm4yy9h.xml

Kommentarer

Populära inlägg i den här bloggen

The Zombie Train that refuses to die

The Guardian has published a couple more articles against HS2, one by specialist rail commentator Christian Wolmar, and another today by journalist Simon Jenkins. The main arguments in favour will doubtless be wheeled out by the commentators: the need for capacity and the disruption caused by upgrading existing routes. HST itself will severely disrupt services to Euston during the construction period. Capacity can be increased at a fraction of the cost by a variety of measures, provided that it is accepted that the additional traffic will run at existing speeds. It is not generally known that the Midland main line is, or was, four track all the way from London to Trent Junction, between Nottingham and Derby. This is because the additional tracks are separate, having been added for coal trains which trundled down to Brent sidings, on the edge of London, from a collection point at Toton in Nottinghamshire, where the Midland Railway build a huge marshalling yard. Beyond Derby, the main l...

Importing people to sustain demand

I got involved in a discussion with a Youtuber called “Philosophy all along”. This was in connection with criticism of Trump’s policy of deporting illegal migrants, which he argued would be bad for the economy as it would reduce demand. This implies that there is a need to import people to sustain demand. There is no obvious reason why a population should not be able to consume everything that the same population produces. If it can not, then something else is going on. It is a basic principle that wages are the least that workers will accept to do a job. Wages are a share of the value added by workers through their wages. The remainder is distributed as economic rent, after government has taken its cut in taxes. Monopoly profit is a temporary surplus that after a delay gets absorbed into economic rent. Land values in Silicon Valley are an example of this; it's like a gold rush. The miners get little out of it. Rent and tax syphon purchasing power away from those who produce the g...

Beyond electrification

In an earlier post I suggested a core list of lines which ought to be in an electrification programme spread over twenty years of so. This leaves a residue of routes which it is unlikely will ever be electrified. This include for example All lines beyond Glasgow, Stirling and Aberdeen All lines west of Exeter and Swansea All lines west of Chester Shrewsbury - Chester Everything not listed in my previous blog - electrification plans only scratch surface   Some of these routes carry main line services to London and other cities on parts of the network that are already electrified or included in electrification plans. Others are self contained and others carry light traffic - less than a dozen trains a day. The current plan is that main line services will be operated with the hybrid trains on order from Hitachi, but this is a costly, wasteful and ineffective solution. The performance of the trains will be inferior to the present Inter-City 125 trains on non-electrified lines and the ...