THE THAILAND TO BURMA RAILWAY “THE DEATH RAILWAY`The

THE THAILAND
TO
BURMA RAILWAY
“THE DEATH RAILWAY’
‘Man’s inhumanity to man’
Matt Walsh
Table of Content
Topic
Introduction
Background
The Railway
The Work Force
‘F Force Statistics’.
Hell Fire Pass
Civilians
Casualties
Disease
Japanese Military Code (Code of Bushido)
Camps for Prisoners along the Railway route
Personalities
- Tom Uren MP.
- Sir Edward (Weary) Dunlop
The aftermath
- Kanchanaburi War Cemetery
To Day
- The end of the line
- The Bridge on the River Kwai
Map of the Railway Route
Kilometre Chart of the Thai- Burma (Death) Railway
Bibliography
Author
Page
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This booklet is an initiative of the Defence Reserves Association (NSW) Inc and the Military Police
Association Inc. as part of their Schools Military History Program.
Written and compiled by Matt Walsh JP. MLO ALGA. (MCAE) Dip Bus & Corp Law (CPS)
© 2005
Published by Matt Walsh 115 Leacocks Lane Casula 2170
The Burma – Thailand Railway
“The Death Railway”
Introduction
The ‘Fall of Singapore’ and the building of the Burma to Thailand (Death) Railway are aspects of our
military history which will always be linked even though they are different events in the overall
campaign of the Japanese invasion and domination of Asia.
The decision by the Imperial General Headquarters (IGHQ) of the Japanese Army to build a railway
connecting Singapore to Rangoon and the decision and order by General Tojo to use Prisoners of War
(POWs) to build the railway brought about the greatest example of those times of “man’s inhumanity to
man” to be seen for a long time to come. On the positive side it showed man’s courage,
resourcefulness and care for others in times of despair and hopefulness.
Background
Following the capture invasion and take over of Burma, Thailand, Malaya, and Singapore in 1941/2
the Japanese were developing plans to invade India in during the dry season of 1943/44. To achieve
this they needed to build airfields in Burma (now Myanmah) and a railway through Thailand to Burma
which would then link the existing railways in Burma and Singapore.
The Japanese plan was to be able to move 3000 tons of supplies each day to supply their Southern
Army. The reason the decision to build the railway was made was that they needed to be able to
protect the supply route to their Southern Army. Whilst it would be possible to supply Burma by sea
from Singapore, it was realised that the allies would try to cut this sea route. The Japanese decides that
it was necessary to also have a land route (a railway) between Singapore and Burma.
Part of this route already existed between Singapore and Bangkok and in Burma from Ye to Rangoon.
It would only be necessary to join them up through Thailand. Japanese engineers who had previously
surveyed the route considered it uneconomical to operate and too costly to build due to the difficult
terrain. However in war rational thinking tends to take a back seat and the order was given to
construct the railway irrespective of cost in both money and human life.
-1-
The Railway
The railway was to be 421 kms long and was to be built in two sections. The first being 152 kms
starting in Burma at Thanbyuzayat (south of Moulmein) and the second section of 263 km in Thailand
starting at Bampong (near Bangkok) with the two sections to meet at Nieke (Nikhe) near what is now
known as “Three Pagodas Pass” on the Thai/Burma Border.
A section of the railway showing the difficult terrain
The Japanese engineers estimated that it would take five years to build the railway, however the
Japanese army forced the prisoners to complete it in sixteen months.
In mid 1942 General Tojo issued an order that prisoners were to work for the Emperor, and this meant
that they were to be employed on building the Thai- Burma Railway. This resulted in the POWs from
Singapore being used to build the railway.
Construction commenced on 16 September 1942 (2485 B.E) at Nang Pladook on the junction with the
existing railway between Bangkok and Singapore and it was completed on the 17 October 1943
(2486 B.E) when the two sections met at Konkuita at the 263 km point). The Japanese celebrated the
occasion on the 25 October with an impressive ceremony.
Examples of rolling stock used by the Japanese on the railway
The Work Force
A number of groups were allocated to work on building the railway and airfields. One of the early
groups to arrive was known as ‘Dunlop Force’ and consisted of 7000 British- Australian –Dutch and
Americans who had been transferred from Java (Indonesia), the Australians numbered 700. They were
to be joined later by “D Force” from Singapore.
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The first troops to leave Changi (Singapore) numbered 3000 and were designated as “A Force” they
left in mid 1942 under the command of Brigadier Varley. They first landed at Victoria Point in Burma
and were used to build airfields and roads and they eventually arrived at Thanbyuzayat in early 1943 to
work on the railway.
The railway and an example of a camp on the river used by our soldiers
The second group to go was designated as “D Force” and consisted of 5,000 men of whom 2,200 were
Australians. This group was organised into three battalions and left Changi in March of 1943 and were
transported overland by train to work from Tarso (Tha Soe) at the 130 km point.
The next group sent was in April 1943 and was designated as “F Force” under the command of Lt Col
Harris a British Officer. This group was made up 3400 British under the command of Lt Col Dillon
and 3,600 Australians under the command of Lt Col Kappe of 8 Division Signals the force was to also
include a medical party of 350 men. Apparently this was an attempt by the Japanese to keep the men
alive and healthy not because they cared about them but because they need to complete the railway on
time.
The group departed Singapore by train for Bangkok from where they were marched some 300 km to
Sonkurai, which is in the area of the “Three Pagodas Pass” on the Thai-Burma Border
Those who survived the work on the railway returned to Changi (Singapore) in December 1943 and
January 1944. Nearly 45% did not return, the death rate of the British was much higher than the
Australians.
“F Force”
Australians
3,664
2,636
Departed April 1943 for Railway
Returned December 1943
Casualties
Died on Railway
Missing on Railway
Died at Changi on return
Total casualties
Casualties %
-3-
British
3,336
1,305
Total
7,000
3,941
1,014
14
32
1,060
2,013
7
17
2,037
3,027
21
49
3,097
28.95
61.3
44.24
The last group to go was “H Force” made up of 3270 British, Australians and some India Army
Officers. They were to leave Changi on the 8 May 1943 and were transported by train to Banpong and
then marched to Hin Tok (Hintoku) at the 55 Km point. They were to return to Singapore in 1944 to
Sime Road Camp a former School from which they were then transferred to Changi Gaol.
Hell Fire Pass
It was in the area to which “H Force” was sent at Hintok at the 155 km and Kenju at the 166 km point
that the infamous ‘Hell Fire Pass” was built in June 1943. Work on the pass took place twenty four
hours a day and at this site 68 men were beaten to death.
Civilians
To achieve their target completion date the Japanese used locals and civilians from other conquered
countries to assist the POWs. Some 200,000 civilians were recruited under the false pretence of being
involved in ‘The Greater East Asia Co-Prosperity Sphere”.
These civilians were treated no better than the POWs and because of their lack of organisation ability
and fitness they suffered great casualties
The civilian labourers came from Burma, China, India, Indonesia, Malaya, Singapore and Thailand.
Casualties
Casualties on the railway were very high. Of the 61,700 allied POWs (the Japanese figures say it was
68,888) which was made up of 30,000 British, 13,000 Australians, 18,000 Dutch and 700 Americans,
12,399 died of which 2,646 were Australians, 6,318 were British and the remaining 3435 were from
the Dutch and Americans.
The other group which is often forgotten is the civilians (the native labourers) nearly all of whom lost
their lives.
-4-
Disease
Whilst many of the casualties came about through overwork, malnutrition, beatings, injuries and other
causes, the deaths were also contributed to by disease. The many diseases suffered by the POWs
were a major contributing factor to the high deathrate.
Some of the diseases suffered by the prisoners were:
Beri-beri: A disease due to a deficiency of Vitamin B found in areas where there is malnutrition,
particularly where polished rice is the staple diet.
Blackwater Fever: A complication of Malaria in which there is widespread destruction of the red
blood cells.
Cholera: An acute disease caused by an organism which results in severe fluid loss from the intestine.
Dysentery: Infection of the Colon characterised by diarrhoea with blood and is spread by poor
hygiene.
Malaria: A disease caused by a parasite and spread by mosquitoes – causes recurrent bouts of high
fever.
Japanese Military Code (Code of Bushido)
Unfortunately the number of casualties on the railway was increased because of the perversion of the
Japanese Military Code by the ‘Code of Bushido’ – which regards a warrior who surrenders as beneath
contempt. This is why many Japanese soldiers committed suicide rather than be captured.
A British General in Burma is reported to have said – “all soldiers say they will fight to the death, but
only the Japanese do it”.
The Japanese could not understand why the allies allowed themselves to become Prisoners of War and
this together with the fact that Japan had never ratified the POW sections of the Geneva Convention,
helped to account for the barbaric, sadistic and inhumane treatment of the POWs.
The situation was not helped due to the hatred of the Japanese for the Korean Guards that they used and
the fact that the Japanese Army and Navy did not get on together and they were both responsible for
prisoners.
Camps for Prisoners along the Railway route
Example of a hut used by the prisoners along the railway route
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To house the prisoners the Japanese built a series of camps along the route of the railway. Because
they were not meant to be permanent they were very basic, constructed of bamboo and offered very
little protection for the prisoners from the elements and were certainly not conducive for the effective
treatment of injured and sick men.
Some prisoners working in a camp
Personalities
It can be said that many of those served on the Thai- Burma (Death) Railway could be described as
personalities. However two who come to mind are:
Tom Uren MP who served for many years as the Member for the Federal Electorate of Reid (an area
in the Western Suburbs of Sydney) and he also served as a Minister in various Labour Governments.
He was very supportive of returned serviceman and women particularly those who were POWs.
The other was:
Sir (Ernest) Edward (Weary) Dunlop
Edward Dunlop was born on 12 July 1927 in the Victorian town of Wangarratta the second child and
son of Alice (nee Walpole) and James Dunlop. His first experience with the military was whilst
serving as a Corporal in the Universal Training Scheme.
He first studied as a Pharmacist and on graduating in 1928 he applied to study Medicine at Ormond
College at the University of Melbourne.
At the outbreak of war Weary Dunlop was in London at St Mary’s Hospital Paddington, he tried to
enlist in both the British and Australian armies but his applications were rejected as he was considered
to be in a protected industry. A typical Australian Weary did not give and continued to apply for
enlistment. His persistence paid off and on the 13 November 1939 he was enlisted as Captain Dunlop
of the 2nd AIF and was given a Victorian Regimental Number VX 259.
He was to see service in the Middle East and in the Greek Campaign having by now been promoted to
Major. During his service in Greece on the 21 April 1941 he had to abandon his vehicle at the
Brallos Pass to avoid capture by the Germans.
He was then to move to the Malayan/Singapore campaign where without his expertise as a Pharmacist/
Doctor/Surgeon many allied POWs would have died. He left Changi for the Death Railway on the
20 January 1943.
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On his return to Australia he worked tirelessly for the Ex-POWs and their relatives. In 1969 he
received a knighthood for all his service to medicine and ex-servicemen and women. 1977 saw him
designated as ‘Australian of the Year’. In 1993 he was honoured by Thailand with the award of
Knight Grand Cross (1st Class) of the Most Noble Order of the Royal Crown of Thailand.
Weary Dunlop did not hold a grudge against the Japanese and in 1977 he met with the Consul General
of Japan and Vice Admiral Saito of the Japanese Marine Defence Force. In 1991 he met with one of
his captors Yi-Hah-Nae (Hiramura or ‘The Lizard’) as he was known to the prisoners.
Weary Dunlop
The Aftermath
To gain some understanding of what the men who worked on the railway went through it is only
necessary to visit the War Cemetery at Kanchanaburi where the Australians, British and Dutch who
died whilst building the railway are buried.
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To Day
Whilst Kanchanaburi in the 1940’s was a POW camp to day it is a thriving town in which is situated
the War Cemetery. It is possible to travel along part of the railway built by the allies from Tha
Makham (the true bridge on the River Kwai) to Nan Tok (known to the POWs as Tarso which is at the
130 km point of the original line.
A train crossing the Bridge on the River Kwa to dayi
The end of the line at Nam Tok
Many people have seen the movie “The Bridge on the River Kwai”, whilst fiction it is loosely based on
fact. The original bridge built at Tha Makham between October 1943 and February 1943 was
originally built in timber but it was quickly replaced by a steel bridge which was completed in May
1943. It is about this bridge that the movie was made. The bridge was subject to bombing by the allies.
The Bridge on the River Kwai
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When the British Officer in the movie told the Japanese that officers did not work, this was an actual
statement made by a British Lt. Colonel in “H Force” and he was told by the Japanese “ no work no
eat”.
Examples of the bombs dropped on the Bridge on the River Kwai
It was also reported by Frank Smith who was in a work party who were sent to Sonkurai to build a
bridge over the Kwai Noi that they marched into the camp whistling ‘Colonel Bogey” to impress both
the other prisoners and the Japanese.
Map of the Thai-Burma Railway drawn by a former POW
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Kilometre Chart of the Thai – Burma (Death) Railway
Distances are from Nong Pladuk the starting point of the railway in Thailand.
Distance
Km.
0
2
5
13
26
39
41
47
48
49
51
55
57
69
78
88
98
108
110
114
121
125
130
139
147
155
166
168
172
181
190
198
208
218
229
237
244
250
258
262
262.87
Location
Nong Pladuk
Konma (transit camp)
Ban Pong , Banponmai
Rukke
Taruannoi, To Reoa , Talua
Tha Muang, Tamuang, Tamoan,
Tung Tung
Kao Din
Pak Prage
Tung Na Talea
Kanchanbauri, Kanburi
Tha Marham , Bridge on River Kwai
Chungkai, Kao Poon, Kaopon
Wang Lan, Wanran, Wun Lung
Tapon, Won Yen, Wang Yen
Bankao, Bangkao
Takiren, Tarkilen, Ta Ki Len
Arrowhill, Arruriru, Wang Sing
Lum Sum
Wang Po, Wanpo, Wampo site of a
double viaduct
Chong Cab
Wanyai, Wang Yai
Tha Soe, Tarso, Ta Soe now Nam Tok
the end of the Railway to day.
Tonchan
Tampi, Tampines
Hin Tok, Hintoku site of Hell Fire Pass
Kanu, Kaanyu, site of several camps
Sai Yoku, Kinsaiyok
Kinsaiyok Main
Rin Tin, Rinten, Lin Thin
Kuei, Kuei Ye, Kui Yong
Hin Dat, Hindato, site of hot springs
Brankassi, Purankas, Prang Kasi
Takunun, Dha Khanun, Takanun
Namajon, Namajo, Namuchonyai
Tomajo, Tamajo, Tamazyo
Tamuron Part, Tamuronpato
Krian Kri, Kuriankiurai, Kreung Krai
Kurikonta
Konkuita, Konkoita, Concreeta
Meeting Point of the Thai and Burma
sections on 17 October 1943
Distance
Location
273
282
294
Teimonta
Nikhe, Nikki, Nike
Sonkurai, Songkla, Keungkluay site of
Three Pagodas Pass. Thailand/Burma
border
Changaraya
Anaganan, Aunggganaung
“100 Kilo camp” Anganan
Kyando. Kyondaw
Aparon, Apalon
Aparain
Mezari, Mezali, Meslai
Kami-Mesari, Upper Mezali
Ronsi, Ronshi
Tansun, Taungsun
Tanbaya, Tambaya site of a hospital.
Anakuin, Anaqueen, Anankwin
Bekitan, Beke Taung
Repo, Retpu
Konnokoi
Rabao, Alepauk
Tettoku
Wegare, Wegale, Sin-Tanbyuzaya (New
Thanbyusayat)
Thannbyuzayat Burma Base Camp
301
311
315
320
332
337
343
349
354
358
362
369
375
385
391
396
401
406
414.92
The Prisoners often gave English type names to places, the Japanese tended to adapt the Thai names to
their own pronunciation to the names. Therefore several variations to place names are shown in the
table.
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Bibliography
Bowden Tim. Changi Photographer – George Aspinall’s Record of Captivity. ABC Books 2002
Ebury Sue.
Weary – The life of Sir Edward Dunlop. Penguin Books 1994
Macdougall G.K. Australian’s at War – Pictorial History – Five Mile Press P/L 2002
Wall Don. Singapore and Beyond - 2/20 Battalion Association 1985.
The author
Matt Walsh JP. MLO. ALGA (MCAE), Dip Bus & Corp Law (CPS)
was called up for National Service in 1957 and received a deferment, by late 1958 he had become tied
of waiting and enlisted in his local Citizen Military Forces (CMF) Unit, 19 Coy (Tipper) Royal
Australian Army Service Corps (RAASC) at Ashfield. He was later to find out that this was the same
unit that his grandfather had served in during World War I.
In 1959 he was finally called up for National Service serving with the 13th National Service Training
Battalion at Ingleburn, on completion of his full time training he was posted back to 19 Coy RAASC,
until the cessation of National Service in 1960.
In 1961 he re-enlisted in the CMF with 5 Field Squadron Royal Australian Engineers (RAE) and in
1963 transferred to 1 Division Provost Company (Military Police), and then to 2 Division Provost
Company, until his discharge in 1969 with the rank of Sergeant.
He has served on the Executive Committee of the Defence Reserves Association (NSW), the Military
Police Association of Australia and the Joint Committee for the Commemoration of the Battle for Crete
and the Greek Campaign, the Reserve Forces Day Council, the Ashfield RSL Sub Branch and the NSW
National Servicemen’s Association and is a Director of The Army Museum of New South Wales
Foundation.
He has been awarded the ‘Australian Defence Medal’ and the ‘Anniversary of National Service Medal
in January 2006 he was awarded the ‘Australia Day Achievement Medallion’ by the National Australia
Day Council in 2007 he was appointed a ”Member of the Order of Liverpool” by the Council of the
City of Liverpool. In 2002 he wrote the ‘The History of Ingleburn Military Camp’.
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