Library Reference Number: 141
The Bridge on the River Kwai
One of the benefits of a large ACA Branch, is that regardless of what type of military aircrew operation has taken place, we always appear to have at least one member who has been present and able (with some persuasion) to give an eye-witness account. Branch member Peter Smith's memory of the River Kwai is somewhat different to the film version which is not really surprising, as the film was not even made in the same country, but in Sri Lanka. Visitors can still enjoy Lunch at the Kithulgala Rest House a few miles east of Colombo, inspect signed film scenes and photographs of actors Alec Guinness and Jack Hawkins, and use their imagination to believe the nearby Sri Lankan river is the River Kwai in Thailand.
Not so for Air Gunner Peter Smith and his crew flying B24 Liberators who had no illusions about events which were still in a state of flux. The Japanese form of ethics and culture where `fighting to the last man' was the norm, and being taken prisoner or treating prisoners humanely was unknown, raised extremely difficult conditions for those more accustomed to Western culture. Peter had joined No.356 Squadron which was formed on 15`h January 1944 at Salbani, India. It was greatly to the Allied Forces credit that India had been protected from Japanese invasion via Burma. A Japanese Invasion Fleet had also been repelled in April 1942 at Ceylon (Sri Lanka). Had this succeeded, India would have been threatened with a Japanese invasion from the south as well as Japanese Forces breaking through from Burma in the east. Peter Smith writes:
"Since 356's formation in January 1944, we had been actively engaged along with 355, 159 and other squadrons, in attacking Japanese Forces and their supply routes. Mines had been laid in shipping lanes and entrances to enemy ports, and we had bombed supply routes, bridges, towns and military targets. Eventually, by 17`h May 1945 we left a Japanese oil tanker off Port Blair, Andaman Islands, in a very damaged state, which was subsequently sunk by 159 Squadron. We also attacked enemy bases such as Rangoon, and when leaving this target under heavy enemy fire just before the River Kwai operation, we felt an almighty 'thump' and discovered a shell had partly penetrated our extra bomb bay fuel tank. Although self-sealing, fuel was gushing out into the partly demolished bomb bay and entering the ball turret which I occupied. My Skipper was not too keen on my evacuation, but eventually I was overcome by fumes and I had to be hauled back into the rear of the aircraft.
With the aircraft being in bad condition, and having lost fuel necessary for returning to base, a radio signal resulted in an offer from the U.S. base at Chittagong to land there. Attempting to do this, we didn't quite make it and crashlanded in the jungle just two miles short of the runway. Americans came out to our rescue, but I suffered spinal/neck injuries which I feel to this day."
"From November 1944, the task in hand had been to destroy the Japanese railway supply route which was recognised as a major threat to Allied Forces striving to avoid the Japanese victory in Burma, and subsequent occupation of India. With my B24 Liberator crew captained by S/Ldr Evans, RAF, we had already experienced bombing sections of this railway, including bridges at Mandalay and other enemy locations. At that time, no special significance was attached to the Bridge on the River Kwai, and when briefed to bomb it on 24th June 1945, we accepted that simply as a continuation of what we had been doing for some time. However, we did figure out it must have been considered of some importance, as other Units including the U.S. Air Force had been allocated to this target."
"Having been briefed on the existence and exact location of POW camps close to the River Kwai, our Skipper S/Ldr Evans decided to start the bombing run at right angles across the river, thereby taking no chances of hitting POW accommodation. Sadly, it was learned later that some, including American aircraft, had flown downriver causing casualties among the unfortunate prisoners. We were successful in making good strikes on the bridge on that occasion and avoided POW casualties. In such deplorable conditions on the Burma - Siam Railway, it was almost impossible to maintain records. One observer calculated 16,000 prisoners had died over a 9-month period where some sort of record-keeping had been possible."
"By June 1945 the British and American air forces had destroyed two bridges over the River Khwae-Noi (or Kwai as it is popularly known). The Japanese army's vital supply line between Burma and Malaya had been cut, but by then the atomic bomb had made surrender inevitable. Eventually, I was posted with 356 Squadron to the Cocos Islands on 22"d July 1945, the intention being to provide air support for retaking Japanese held Malaya, however VJ occurred on 151h August 1945. The end happened so swiftly that on one occasion, Supreme Allied Commander Lord Mountbatten was travelling upriver on a former enemy vessel which had been singled out for an Air Force bombing strike. With bomb-doors open in readiness for dropping the bomb-load, a white painted sign "Japanese Have Gone" was observed at the very last moment thus preventing a horrible Allied 'friendly fire' disaster."
"As stated above, I set off with 356 Squadron to the Cocos Islands on 22"d July 1945 with the expectation of a long difficult struggle to recapture Malaya, the Cocos being about 1,000 miles from Singapore. Well ahead of us, Engineers of the 14`h Army had secretly been toiling on the construction of a runway and other facilities in preparation for what would have become a massive effort to recapture Malaya by land sea and air forces, of which we would have been part. Being of immense proportions covering long-range operations, the enormous number of anticipated casualties never materialised, due to `the bomb' bringing about VJ very much sooner than expected."
""However, comprehensive plans had been made, and the first aircraft to arrive on Cocos were Spitfires of 136 Squadron who were to give cover to No.99 Squadron Liberators and ourselves. The reputation of 136 was sufficient to give us all confidence. They had the highest number of Japanese kills in SEAC and had fought over and ahead of the battles at Kohima and Imphal as well as escorting Dakotas dropping vital supplies to the 14th Army."
"It was difficult to imagine that before 14th Army Engineers had arrived, Cocos had been covered in palm trees. Now cleared to make way for a busy runway and housing every description of invasion forces covering land sea and air, accidents were almost bound to happen, and several Liberators and crews were lost in trying to come to terms with very primitive facilities and conditions. On VJ bringing about by Japanese unconditional surrender on 15th August 1945, events on Cocos were brought to a dramatic close. Spitfires of 136 were shipped back to Singapore and eventually to Kuala Lumpur, and POWs were being transported in Liberators from Java, Sumatra and Malaya to Sri Lanka, many too weak to survive the journey home to UK."
"One of the last Liberators to leave Cocos was KN751 from No.99 Squadron many years later to become "the Cosford Liberator"(for a limited time). This aircraft developed a mechanical fault on leaving Cocos and had to return for repairs, subsequently arriving in India to be acquired by the Indian Air Force. This same aircraft B24 Liberator KN751 was gifted to the UK and flown back to Lyneham in stages by Wing Commander Doug Connor in 1974. Doug Connor (formerly 160 Squadron based in SEAC) had many problems in bringing this ageing plane back to UK, and his story is told in this Website Library, "Recovering the Liberator" Story No.41. The reason that this aircraft is no longer `The Cosford Liberator' is because it was transferred to Hendon RAF Museum in 2004."
"Finally, on the subject of the bridge on the River Kwai, it now seems strange that it has become so well known, for as mentioned above, to our crew it seemed just like any other operation in which we were engaged at that time. The well-publicised River Kwai film (frequently seen on TV) was considerably toned down as the Japanese barbaric practices would not have been suitable for public viewing, it also deviated greatly from the facts."
"Operationally, we were well aware of several bridges over the Kwai, but in Thailand one has been selected and is still on show as a tourist attraction. I am told there are snack bars and tourist shops by the Kwai bridge standing on the site of the old POW camp. Tourists of all nationalities carry Japanese cameras and camcorders, and many book in for an overnight stay at the River Kwai Village Hotel, a luxurious jungle resort 70 kilometres from the metal bridge on the River Kwai. The nightly entertainment at this hotel is a video of the Hollywood film that created their own version of events at the 'Bridge on the River Kwai' - even if it was actually filmed in Sri Lanka in 1957."
"For myself - I can only record what I experienced at that time, and marvel that I survived, unlike so many others who never returned."