中印公路（史迪威公路）—利多命脈的故事；獻給為完成這項計畫而殉職的官兵與百姓，民國34年（主曆1945年）《Black Water Museum Collections | 黑水博物館館藏》

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2023年5月21日
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已更新：10月23日

STILWELL ROAD, STORY OF THE LEDO LIFELINE, DEDICATED TO THE OFFICERS AND MEN WHO GAVE THEIR LIVES THAT THIS PROJECT BE ACCOMPLISHED.1945

中印公路（史迪威公路）—利多命脈的故事；獻給為完成這項計畫而殉職的官兵與百姓，民國34年（主曆1945年）《Black Water Museum Collections | 黑水博物館館藏》

本出版物業經 IBT（印緬戰區）與 CT（中國戰區）新聞審查通過，准予寄回家中。

（本刊物）由駐 IBT（印緬戰區）美軍（USF in IBT）公共關係辦公室前進科（Advance Section, APO 689），聯同 IBT（印緬戰區）資訊與教育處編製。本出版物業經 IBT（印緬戰區）與 CT（中國戰區）新聞審查通過，准予寄回家中。

This publication has been passed by IBT(印緬戰區) and CT(中國戰區) Press Censors for mailing home.

Prepared by the Office of Public Relations, USF in IBT(印緬戰區) , Advance Section, APO 689, in conjunction with the Information and Education Division, IBT(印緬戰區) . This publication has been passed by IBT(印緬戰區) and CT(中國戰區) Press Censors for mailing home.

談資史密斯・道利斯（Smith Dawless）中士作

「孟買的印度門，真的像傳說中那麼美嗎？」

不怎麼清楚，女士。我盡了本分在叢林心臟的開拓點；炸開巨石，砍倒樹木紅色的泥漿漫過我們膝蓋，鑿穿帕特凱山脈（Patkai）的側腹，用推土機推平路跡，讓它乾淨寬闊，鋪設碎石、平整路面，又挖又填：我們要蓋的是利多路（Ledo Road）。

「那麼，你總該看過焚屍台（burning ghat）、苦行僧（Fakirs）、繩索戲法之類的吧..」

我想我沒有。但在更前線我照顧傷兵，埋葬死者。因為我是個醫護兵（Medic），我們所知的盡是終日不散的病臭，蚊子、水蛭，還有又厚又黑的泥巴在中華民國軍隊灑下鮮血的地方在敵人的砲火靜止之後：我們要蓋的是利多路（Ledo Road）。

「你當然見過泰姬瑪哈陵吧，那最美的建築。」

真說不上來，小姐。我那時困在遠過新平洋（Shingbwiyang）的地方，開著軍需處（QM）的卡車。那裡的季風很折磨人，又熱又濕，沒別的，就是工作和流汗。我嘴上滿是乾燥的塵土，巨大的「貓」（Cats，指推土機）轟鳴著穩定南下，越過日軍陳屍的土地：我們要蓋的是利多路（Ledo Road）。

「你今年春天剛回來，走了兩年。難道你什麼東西都沒看見？」

沒看過多少，只見過月光灑在孟關（Maingkwan）附近的一座緬甸寺廟上，還有高掛天空的銀色運輸機，「星期四河」（Thursday River）和湍急的塔奈河（Tanai），以及胡康河谷（Hukawng Valley）一片蒼翠，這些就是我僅見的景象。但我們完成了任務，一如上帝所願：我們要蓋的是利多路（Ledo Road）。

CONVERSATION PIECE BY SGT. SMITH DAWLESS

Is the Gateway to India at Bombay, Really as beautiful as they say?

Don't rightly know, Ma'am. Did my part Breakin' point in the jungle's heart; Blasted the boulders, felled the trees With red muck oozin' around our knees, Carved the guts from the Patkai's side, Dozed our trace, made it clean and wide, Metalled and graded, dug and filled: We had the Ledo Road(利多路) to build.

Well, surely you saw a burning ghat, Fakirs, rope-tricks, and all of that..

Reckon I didn't. But way up ahead I tended the wounded, buried the dead. For I was a Medic, and little we knew But the smell of sickness all day through, Mosquitoes, leeches, and thick dark mud Where the Chinese spilled their blood After the enemy guns were stilled: We had the Ledo Road (利多路) to build.

Of course you found the Taj Mahal, The loveliest building of them all.

Can't really say, lady. I was stuck Far beyond Shing with a QM truck. Monsoon was rugged there, hot and wet, Nothing to do but work and sweat. And dry was the dust upon my mouth. As steadily big "cats" roared on south, Over the ground where Japs lay killed: We had the Ledo Road(利多路) to build.

You've been gone two years this spring. Didn't you see a single thing?

Never saw much but the moon shine on A Burmese temple around Maingkwan, And silver transports high in the sky, Thursday River and the swift Tanai, And Hukawng Valley coming all green, Those are the only sights I've seen. Did our job, though, like God willed: We had the Ledo Road(利多路) to build,

緒言

本手冊的編製，目的在於為您提供有關史迪威公路（Stilwell Road）的一些寶貴資訊。內容敘述這條偉大軍事補給線沿途的所見所聞、居住在這世界偏遠角落的人民的風土民情與宗教信仰，以及那些在戰時奮力推進這項最偉大工程的將士們所扮演的角色。

打通一條陸路與油管，以維持對中華民國源源不絕的補給，一直是印緬戰區（India-Burma Theater of Operations）的首要任務。這項龐大的計畫由約瑟夫・W・史迪威（Joseph W. Stilwell）將軍策劃與構想，並在印緬戰區總司令丹・I・蘇爾坦（Dan I. Sultan）陸軍中將、印緬戰區後勤司令部（Services Of Supply, IBT）總司令 W. E. R. 科維爾（W. E. R. Covell）陸軍少將、以及利多路（Ledo Road）工程總指揮劉易斯・A・皮克（Lewis A. Pick）陸軍少將的領導與才能，加上數千名美國官兵的卓越團隊合作，以及我們盟邦軍民的協助下, 迅速竣工。

利多與前線地區並沒有太多可觀之處。部隊官兵或許沒有光鮮亮麗的儀容，因為他們生活在艱苦的環境中，在季風的泥濘與炙人的酷熱中辛勤勞作、汗流浹背、還要對抗日軍、叢林、瘧疾與單調的生活。然而，在這單調的外表背後，隱藏著一個了不起的成就故事，任何穿越這兩條偉大公路——利多路與滇緬公路（Burma Roads）——所組成，全長 1079 英里（約 1736 公里）的史迪威公路的人，都必將為之振奮。

這是世界史上第一次，印度與中華民國被一條陸路補給線連接起來。仰賴國內後方無數生產線上工人的才智與效率，以及美國軍人們的血汗與淚水，才使這條生命線從過去被稱為「不可能的工程白日夢」，變成了現實。

每個軍種都在開闢這條偉大動脈的過程中扮演了角色。有色人種與白人士兵，在磨人心志的環境下長時間工作，建成了史迪威公路。從浴血鋪路的步兵，到向戰區前線空運重要物資的航空隊（Air Corps）；從日夜將道路尖端推進到荒野深處的工兵（Engineers），到駕著大型貨運卡車穿越泥濘、雨水和塵土直奔前線的軍需處（Quartermaster）駕駛兵；從照料病患與傷兵的醫護兵（medics），到穿越沼澤與叢林架設通信線路的通信部隊（Signal Corps）——這些官兵與其他單位，包括油管（Pipe Line）、林務（Foresters）、瘧疾控制（Malaria Control）、軍械（Ordnance）、特殊勤務（Special Service）、化學戰（Chemical Warfare）、鐵路（Railroaders）、行政（Administrative）等部門，都為築路貢獻了至關重要的一份力量。並且，與數千名美國人一同工作的，還有數千名中國人與印度人，他們都在協助打開中華民國被封鎖的邊界，並讓補給物資首次得以源源不絕地運往她——這是自日軍於**民國31年（1942年）**入侵緬甸以來的第一次。

INTRODUCTION

This booklet has been prepared to give you some worthwhile information about the Stilwell Road. It tells about the places to be seen along the great military supply line, about the customs and religions of the people who inhabit this remote corner of the world, and about the part played by the men who pushed through the greatest engineering project ever undertaken in time of war.

The opening of a land route and pipeline, to maintain a constant flow of supplies to China, has been the Number One job of the India-Burma Theater of Operations. Planned and visioned by General Joseph W. Stilwell, the gigantic project was carried to a speedy completion through the combined efforts, leadership and ability of Lt. General Dan I. Sultan, Commanding General of the India-Burma Theater, Major General W. E. R. Covell, Commanding General, Services Of Supply, IBT, and Major General Lewis A. Pick, Commanding General of the Ledo Road project, with the superb teamwork of thousands of American officers and enlisted men, plus the help of soldiers and peoples of our allies.

There isn't a great deal to Ledo and the forward areas. Troops may not display much "spit and polish", for they have lived under rigorous conditions, toiled and sweated through monsoon mud and blistering heat, fought the Japs, jungle, malaria and monotony. But behind the drab exterior lies a fantastic story of accomplishment, certain to thrill anyone who traverses the 1079 miles of the Ledo and Burma Roads, the two great highways which form the Stilwell Road.

For the first time in the world's history, India and China have been joined by an overland supply route. The ingenuity and efficiency of industrial workers on countless production lines back home and the blood, sweat and tears of American men in uniform, made this lifeline a reality instead of the "impossible engineering pipe-dream" the project once was termed.

Every branch of the service played a part in hacking through this great artery. Colored and white soldiers, working long hours under soul-trying conditions, have built Stilwell Road. From the Infantrymen whose blood paved the way, to the Air Corps men who flew vital supplies to forward areas; from the Engineers who day and night pushed the point of the road deeper into the wilderness, to the Quartermaster drivers who wheeled big cargo trucks up to the front lines through mud and rain and dust; from the medics who attended the sick and wounded, to the Signal Corps soldiers who strung communications across swamps and through jungles - these men and other units, Pipe Line, Foresters, Malaria Control, Ordnance, Special Service, Chemical Warfare, Railroaders, Administrative, all have contributed a vital share to building the road. And, working with the thousands of Americans, have been thousands of Chinese and Indians, all helping to open China's blockaded borders and to keep a steady flow of supplies rolling to her, for the first time since the Japs invaded Burma in 1942.

史迪威公路路線

在您面前的是 1079 英里（約 1736 公里）您所能體驗過最崎嶇的路程。因為史迪威公路是一條軍用公路。為了軍事上的迫切需求，它犧牲了美國現代四線大道的那些美好——那種您過去常駕車飛馳，去公園週日野餐，或去與蘇西（Susie）共進晚餐的公路。

史迪威公路不會為了讓載滿補給品的大卡車司機輕鬆一些，就繞開沼澤或崎嶇的山地。它一頭衝進險峻的帕特凱山脈（Patkai Mountains）——這片叢林密布、分隔阿薩姆（Assam）與緬甸的喜馬拉雅山尾稜。公路緊緊攀附在垂直的山壁上，躍過湍急的山間河流。然後，它又令人屏息地俯衝，進入緬甸廣闊的胡康河谷（Hukwng Valley）。

離開帕特凱山脈，史迪威公路如箭矢般筆直地穿過沼澤遍布的胡康河谷。它越過詹布山隘（Jambu Bum Pass）的血腥戰場——麥瑞爾突擊隊（Merrill's Marauders）與中華民國步兵曾在此與日軍激戰，爭奪通往孟拱河谷（Mogaung Valley）的門戶。接著，公路逐漸下降，進入長滿高大象草的孟拱（Moguang）沼澤地。

過了孟拱河（Moguang River）畔的瓦拉澤（Warazup），史迪威公路繞過低矮的叢林山丘，那裡過去只有尋找大象或老虎的獵人（big game hunters）才會知曉。在密支那（Myitkyina）以西，公路以一座世上最長的浮橋跨越了寬闊的伊洛瓦底江（Irrawaddy River），然後急轉南下，越過起伏的丘陵地，直抵八莫（Bhamo）的柚木林。

被戰火摧殘的八莫（Bhamo），連同其破碎的佛塔和巨大的鍍金佛像，是史迪威公路的樞紐點。公路在此處急轉向東，攀上 5000 英尺（約 1524 公尺）高的大山，沿著數世紀前馬可波羅（Marco Polo）進入中華民國時所走的古老商隊路線。在長達一百多英里（約 160 多公里）的路程中，它蜿蜒於植被密布的翠綠峽谷之上，最後進入貧瘠的瑞麗江（Shweli River）流域。

在瑞麗江流域，史迪威公路擺脫了叢林，穿行於點綴著圓形禿丘的地形，一路抵達中緬邊境的畹町（Wanting）。

離開畹町，史迪威公路進入喜馬拉雅山的山麓丘陵，途經日軍在堅硬岩壁上炸出的洞穴；當中華民國遠征軍（Chinese Expeditionary Force）奮力清除滇緬公路（Burma Road）上的敵人時，日軍士兵就在這些洞穴中生活、戰鬥，直到死亡。公路接著攀上松山（Sungshan Mountain）。在這裡，經過三個月「世界屋脊」上的惡戰後，中華民國工兵（Chinese engineers）挖掘地道深入日軍防禦工事下方，引爆了 6000 磅（約 2722 公斤）的 TNT 炸藥，削平了山頂。

史迪威公路所經過的中國鄉間，有著無與倫比的壯麗。群山陡峭多石，山頂邊緣環繞著松樹，映襯在天際線上，宛如巨大披肩上的蕾絲。狹窄的山谷是色彩斑斕的綠色馬賽克，間或點綴著片片黃色。隨處可見的是古老的水稻田、頹圯的石墓和一叢叢的紅色土屋。

史迪威公路穿過深邃的峽谷，繞過並跨越洶湧的河流，在一座又一座山脈間曲折蜿蜒，然後以一連串令人暈眩的髮夾彎驟然降入河谷。它一路向北，經過芒市（Mangshih）、龍陵（Lungling）、薩爾溫江峽谷（Salween Gorge，即怒江峽谷），抵達保山（Paoshan），然後向東直轉，經過下關（Siakwan）、雲南驛（Yunnanyi）、鎮南（Chennan）、祿豐（Lufeng），最終到達古城昆明（Kunming）。

ROUTE OF THE STILWELL ROAD

Ahead of you are 1079 miles of the roughest driving you'll ever experience. For Stilwell Road is a military highway. The niceties of the modern four-lane thoroughfare of America over which you used to speed on your way to a Sunday picnic in the park or a dinner date with Susie have been sacrificed for military expediencies.

Stilwell Road doesn't by-pass swamps or rough mountain terrain so the drivers of the big trucks laden with supplies can have an easier life. It lunges headlong into the precipitous Patkai Mountains, jungled tailbone of the Himalayas which separates Assam and Burma. It clings precariously to perpendicular mountainsides, leaps across turbulent mountain rivers. And then it plunges breathlessly down into Burma's vast Hukawng Valley.

Leaving the Patkais Stilwell Road cuts across the swampy Hukawng, straight as the flight of an arrow. It crosses the bloody battleground of Jambu Bum Pass, where men of Merrill's Marauders and Chinese infantrymen battled the Japs for control of the gateway to the Mogaung Valley, and drops gradually into the Moguang's marshlands, high with elephant grass.

Beyond Warazup on the Moguang River Stilwell Road skirts low, jungled hills which once were known only to big game hunters in search of elephant or tiger. West of Myitkyina, it bridges the broad Irrawaddy River with the longest floating bridge in the world, and cuts sharply southward over rolling hill country to the teak groves of Bhamo(八莫).

Bomb-gutted Bhamo(八莫), with its shattered pagodas and giant gilded Bhuddas, is the pivot point of Stilwell Road. Here it veers sharply to the east and tops 5000-foot mountains, following the ancient caravan route used by Marco Polo on his journeys into China centuries ago. For more than a hundred miles it winds above emerald gorges matted with vegetation, then emerges upon the barren Shweli River Valley.

In the Shweli Valley Stilwell Road leaves the jungle behind and threads its way across terrain dotted with round, naked hills up to Wanting on the China-Burma border.

Out of Wanting Stilwell Road enters the foothills of the Himalayas, passing caves which the Japs blasted into solid rock mountainsides; caves in which Jap soldiers lived, fought and died as the Chinese Expeditionary Force battled to clear the enemy from the Burma Road. It scales Sungshan Mountain where, after three months of vicious warfare on the "Roof of the World," Chinese engineers burrowed beneath Jap fortifications, set off 6000 lbs. of TNT and blew the top off the mountain.

The countryside of China over which Stilwell Road passes has a grandeur seldom equaled. The mountains are steep and rocky and their tops are fringed with pine trees which stand out against the skyline like lace on some giant shawl. The narrow mountain valleys are bright mosaics of vari-shaded greens, with splashes of yellow here and there. And everywhere are the ageless rice paddies, crumbling rock tombs and clusters of red mud huts.

Stilwell Road threads through deep gorges, skirts and crosses raging rivers, twists and twines across range after range of mountains and drops suddenly down into valleys in a dervish of hairpin curves. And it leads northward, past Mangshih, Lungling, the Salween Gorge, Paoshan, and then does a column right to the east past Siakwan, Yunnanyi, Chennan, Lufeng to ancient Kunming.

史迪威公路里程碑

以下是您前方道路的里程標記。您可以查閱此資料，獲取關於您將穿越地區的有趣資訊。從利多（Ledo）（0.00 英里）到畹町（Wanting）（507 英里 / 約 816 公里）的數字是以英里為單位。從畹町（960 公里 / 約 597 英里）到昆明（Kunming）（0.00 公里）的數字則是以公里為單位。

MILE 0.00 - 利多（Ledo）是一個鐵路終點的小市集，現已被改造成一個龐大的軍事設施。它位於阿薩姆（Assam）東北角的布拉馬普特拉河（Brahmaputra River）流域，史迪威公路從這裡開始了它深入中華民國心臟地帶的漫長旅程。利多位於叢林覆蓋的山麓腳下，這片山麓被稱為那加丘陵（Naga Hills），其名稱來自居住在這片蠻荒之地的原始獵頭部落。

MILE 38（約 61 公里） - 這裡是潘哨山隘（Pangsau Pass）（海拔 4500 英尺 / 約 1372 公尺）的頂點，也是印度與緬甸的邊界。從山隘頂部俯瞰，下方八英里（約 13 公里）陡峭蜿蜒的道路盡收眼底。當您開始下坡進入緬甸時，南面沼澤谷地中「禁忌之湖」（Forbidden Lakes）的藍色湖水閃爍著微光。

STILWELL ROAD MILESTONES

Here are the mile marks of the road which lies ahead of you. Consult them for interesting data on the country through which you will pass. Figures from Ledo (Mile 0.00) to Wanting (Mile 507) are given in miles. Figures from Wanting (960 Kilometers) to Kunming (0.00 Kilometers) are given in kilometers.

MILE 0.00 - Ledo is a tiny railhead bazaar fashioned into a huge military installation. Located in the northeastern tip of Assam in the Brahmaputra River Valley, it is from here that Stilwell Road starts its long journey into the heart of China. Ledo lies at the foot of jungle-covered foothills known as the Naga Hills, which are named after the primitive, head-hunting aborigines who inhabit this wild terrain.

MILE 38 - This is the summit of Pangsau Pass (Elev. 4500 ft.) and the India-Burma border. From the top of the pass, eight miles of steep, winding road stretch in a vast panorama below you. And, as you start down into Burma, the blue waters of Forbidden Lakes glimmer in the swampy valley floor to the south.

MILE 79（約 127 公里） - 這裡是塔加普山（Tagap Hill）（海拔 4600 英尺 / 約 1402 公尺）。它標誌著日軍在緬甸北部的最遠滲透點。民國32年（1943年）3月，一支日軍大型巡邏隊推進至塔加普（一個克欽族（Kachin）村莊），但由於他們的當地腳夫和象隊承包人逃跑，被迫折返。

MILE 103（約 166 公里） - 新平洋（Shingbwiyang）曾是日軍在緬甸最北的補給基地。民國32年（1943年）底，它被美軍訓練的中華民國駐印軍（Chinese Army in India）攻占，並在工兵將史迪威公路從帕特凱山脈（Patkai Mountains）推進到胡康河谷（Hukawng Valley）谷底後，轉變為一個美軍的分部（sub-depot）。新平洋曾是一個大型的克欽族村莊，僅靠旱季才能通行的步道與外界相連，它坐落在帕特凱山脈的腳下。季風期間，這裡豪雨連綿，季節性降雨量超過 200 英寸（約 5080 公釐）。

MILE 178（約 286 公里） - 這裡是詹布山隘（Jambu Bum (pass)），美軍與中華民國步兵在此進行了一場為期一週的激戰，以打通通往孟拱河谷（Mogaung River Valley）的門戶。這是緬北戰役（Northern Burma Campaign）中的一場決定性戰鬥，為數週後對日軍密支那（Myitkyina）堡壘的奇襲奠定了基礎。

MILE 189（約 304 公里） - 這個位於孟拱河（Mogaung River）畔、名為瓦拉澤（Warazup）的分部，是緬甸北部最大規模坦克戰的發生地。您在旱季穿越的那些狹窄溪流，在季風期間會變成**數百碼（約數百公尺）**寬的洶湧急流。整個河谷變成一片廣大的沼澤。在這一段，路基被建造到高出谷底達 15 英尺（約 4.6 公尺），以保護公路免受五月至十月間盛行的洪水侵襲。

MILE 234（約 377 公里） - 這裡是克欽族村莊南提（Namti），它位於仰光－曼德勒－密支那鐵路（Rangoon-Mandalay-Myitkyina Railway）上，地處密支那與孟拱（Mogaung）之間，曾是日軍的通訊中心。它現在作為美軍的一個分部。

MILE 79 - This is Tagap Hill (Elev. 4600 ft.) It marks the farthest point of Jap infiltration in northern Burma. In March 1943, a large Jap patrol advanced to Tagap (a Kachin village) but was forced to turn back when their native porters and elephant contractors deserted.

MILE 103 - Shingbwiyang was the site of the Japs' northernmost supply base in Burma. It was captured by the American-trained Chinese Army in India late in 1943 and was turned into an American sub-depot when engineers pushed Stilwell Road down from the Patkai Mountains to the floor of the Hukawng Valley. Shingbwiyang, which once was a large Kachin village connected with the outside world by trails which were passable only during the dry season, lies at the foot of the Patkais. It is drenched with continuous rains during the monsoon, experiencing seasonal rainfalls exceeding 200 inches.

MILE 178 - This is Jambu Bum (pass) where a fierce week-long battle was waged by American and Chinese infantry to clear the gateway to the Mogaung River Valley. This was a decisive battle in the Northern Burma Campaign which laid the groundwork for the surprise assault on the Jap citadel of Myitkyina a few weeks later.

MILE 189 - This sub-depot on the Mogaung River, known as Warazup, was the scene of the biggest tank battle in northern Burma. The narrow streams which you cross in this area during the dry season become angry torrents hundreds of yards wide during the monsoon. The entire valley becomes one vast swamp. In this section the roadbed has been built as high as 15 feet above the floor of the valley to protect the highway from encroaching floods, prevalent between May and October.

MILE 234 - This is the Kachin village of Namti, onetime Jap communications center midway between Myitkyina and Mogaung on the Rangoon-Mandalay-Myitkyina Railway. It now serves as an American sub-depot.

MILE 254（約 409 公里） - 史迪威公路在此跨越伊洛瓦底江（Irrawaddy River），行經這條利多（Ledo）生命線上最長的橋樑。

MILE 372（約 599 公里） - 八莫（Bhamo）曾是緬甸第三大城市。如今，它已是一片廢墟，倒塌的佛塔和燒毀的建築，死寂怪誕地癱在伊洛瓦底江畔的柚木林中。

MILE 439（約 707 公里） - 南坎（Namkham），位於瑞麗江（Shweli River）流域，是緬甸另一個被戰爭摧毀的城鎮。這裡是宏偉的「金眼寺」（Temple of the Golden Eye）（現已成廢墟）以及高登・S・西格雷夫（Gordon S. Seagrave）醫師著名的緬甸醫院所在地。民國31年（1942年），西格雷夫醫師和他嬌小的緬甸護士們正是從南坎開始了他們撤離緬甸的行動——這場撤退在他的著作《緬甸外科醫生》（"Burma Surgeon"）中有所描述。西格雷夫醫師——現為美國陸軍醫療部隊（U.S. Army Medical Corps）中校——和他的護士們最近返回了南坎。此前，他們與美國及中華民國部隊一同從利多（Ledo）出發，在叢林戰役中穿越了緬甸北部，將日軍從通往中華民國的利多（Ledo）生命線路徑上驅逐出去。西格雷夫醫師的醫院坐落於俯瞰小鎮的一座小丘上，曾被日軍用作陸軍總部，後遭美國轟炸機與中華民國砲兵摧毀。然而，如今醫院正在修復中，並已在廢墟間設立了病房。與此同時，西格雷夫的部分醫療單位已隨前線部隊繼續向緬甸南部移動。

MILE 465（約 748 公里） - 芒友（Mong yu）是一個位於山丘上的撣族（Shan）小村莊，俯瞰著利多路（Ledo Road）與滇緬公路（Burma Roads）的交會處。

MILE 254 - Here Stilwell Road crosses the Irrawaddy River over the longest bridge of the Ledo lifeline.

MILE 372 - Bhamo(八莫) once was the third largest city of Burma. Today it is a shambles of demolished pagodas and burned-out buildings sprawled dead and grotesque among groves of teak trees on the Irrawaddy River.

MILE 439 - Namkham, in the Shweli River Valley, is another of Burma's war-shattered towns. It is the location of the great Temple of the Golden Eye, now in ruins, and Dr. Gordon S. Seagrave's famed Burma hospital. It was from Namkham that Dr. Seagrave and his petite Burmese nurses began their retreat from Burma in 1942 - an exodus described in Dr. Seagrave's book "Burma Surgeon." Dr. Seagrave - now a Lt. Colonel in the U.S. Army Medical Corps - and his nurses recently returned to Namkham after having marched with American and Chinese troops from Ledo(利多) through north Burma in the jungle campaign to drive the Japs from the path of the Ledo(利多) lifeline to China. Dr. Seagrave's hospital, situated on a knoll overlooking the town, served as a Jap army headquarters and was demolished by American bombers and Chinese artillery. Today, however, the hospital is being restored and wards have been set up among its ruins. In the meantime, part of Seagrave's medical unit moved on south in Burma with the front line troops.

MILE 465 - Mong yu(芒友) is a tiny Shan village on a hill overlooking the junction of the Ledo(利多) and Burma Roads(滇緬公路).

MILE 507（約 816 公里） - 畹町（Wanting）（距昆明 969 公里）是散布在中華民國-緬甸邊境貧瘠山丘間的幾棟海關建築。畹町是薩爾溫江（Salween，即怒江）戰役中一些最血腥戰鬥的發生地，它三度易手，最後中華民國遠征軍（Chinese Expeditionary Force）終於守住了這座城鎮，並將日軍沿著滇緬公路（Burma Road）向臘戍（Lashio）驅逐。

KILO 837 - 龍陵（Lungling）是滇緬公路邊緣的一座圍城。作為薩爾溫江（怒江）以西路上的最大聚居中心，它曾是日軍在薩爾溫江（怒江）流域的主要補給站，經過六個月的戰鬥，於民國33年（1944年）11月被中華民國軍隊攻占。龍陵（Lungling）字義：Lung（龍）；ling（陵，皇家陵墓）。

KILO 823 - 黃草壩（Huangtsaopa）村擁有絕佳的天然溫泉，非常適合沐浴。日軍曾利用此處，建造了一座大型的混凝土公共浴池，至今仍在使用。

KILO 785 - 松山（Sungshan）是一座 7000 英尺（約 2134 公尺）高的岬角，曾被稱為「薩爾溫江（怒江）畔的日軍直布羅陀」。經過在陡峭山坡上長達三個月的持續戰鬥，2000 名日軍守備部隊在此被殲滅。協助這場戰役的中華民國工兵引爆了炸藥，將松山山頂連同一大部分日軍守備部隊一起炸飛。

KILO 759 - 橫跨薩爾溫江（Salween River，即怒江）的惠通橋（Hwei Tung Bridge），是史迪威公路滇緬路段的最低點（海拔 2960 英尺 / 約 896 公尺）。原有的橋樑建於滇緬公路之前，由一位富有的保山（Paoshan）銀礦礦主建造，他想要一條往返工作與家庭的捷徑。他捐了一筆錢，並從其他對捷徑感興趣的人那裡募集了捐款，還獲得了雲南（Yunnan）政府的支持。當滇緬公路修建時，其路線便被導向利用這座橋樑。

KILO 668 - 保山（Paoshan，意為「受保護的山」）是一座古老的圍城，在**民國31年（1942年）**的日軍轟炸中嚴重受損。

KILO 643 - 此處路邊的大門據稱是近 800 年前成吉思汗（Genghis Khan）建立的通訊系統中，用於更換信使的驛站。

KILO 565 - 史迪威公路在此處通過功果橋（Kong Ko Bridge）跨越湄公河（Mekong River，意為「美麗之河」）。湄公河發源於西藏（Tibet），部分河段與薩爾溫江（怒江）並行，構成了中南半島-泰國（Indo-China-Thailand）的部分邊界，並於中南半島的西貢（Saigon, Indo-China）流入南中國海（South China Sea）。

KILO 412 - 下關（Siakwan）鎮蔓延在 14000 英尺（約 4267 公尺）高的雪峰腳下。這裡是雲南（Yunnan）省西部的商業中心，也是滇緬公路與商隊路線的交會點——南來的順寧（Shunning）茶商和北來的西藏（Tibetan）商人均使用這些路線。鎮外是冰藍色的洱海（Erh Hai Lake）湖水，湖長 30 英里（約 48 公里），湖面上帆影點點，運輸著來自湖泊北岸礦場的粗鹽。三個城鎮環繞著湖泊——下關（Siakwan）、大理（Tali）和喜洲（Sichow）。

KILO 327 - 雲南驛（Yunnanyi）（Yunnan，雲之南；yi，驛站）是一個由老舊建築組成的開放小村莊。

KILO 270 - 史迪威公路穿越天子廟坡（Tienatze Miao Po）的這一段，是整條公路的最高點。海拔 9200 英尺（約 2804 公尺）。

KILO 228 - 鎮南（Chennan）是一座小圍城。日軍在占領新加坡（Singapore）後，將其命名為「鎮南島」（Chennan Island）。

KILO 193 - 楚雄（Tsuyung），一座位於平坦河谷中的古老中國圍城。

KILO 125 - 一平浪（I Ping Lung）是一個擁有現代工廠和建築的小鎮。其主要工業是從周圍山丘精煉和凝固鹽。

KILO 15 - 滇池（Tien Chih Lake）位於昆明（Kunming）城外，史迪威公路南側不遠處。湖上有成千上萬的本地船隻往來。在湖正西方的西山（Western Hills）上，有兩座佛教寺廟——華亭寺（Huating Temple）和太華寺（Taihua Temple）。

KILO 0.00 - 昆明（Kunming）（Kun，祥瑞；ming，光明）是雲南（Yunnan）省的省會。它以前被稱為雲南府（Yunnanfu）。這座曾經鮮為人知的城市，如今已與重慶（Chungking）一起，成為逃離中華民國被占領沿海地區日軍暴政的難民的主要庇護所。

MILE 507 - Wanting (969 kilometers from Kunming) is a handful of customs buildings scattered among barren hills on the China-Burma border. Wanting was the scene of some of the bloodiest fighting of the Salween campaign, changing hands three times before soldiers of the Chinese Expeditionary Force finally secured the town and drove the Japs on down the Burma Road toward Lashio.

KILO 837 - Lungling is a walled city on the edge of the Burma Road. The largest populated center on the road west of the Salween River, it served as principal Jap supply outlet in the Salween country and was captured by the Chinese in November, 1944, after a six-month's battle. Translation of Lungling: Lung, dragon; ling, royal tomb.

KILO 823 - The village of Huangtsaopa offers natural hot springs which are excellent for bathing. the spa was utilized by the Japs, who built a large concrete communal bath which still is in use.

KILO 785 - Sungshan (Pine Mountain) is a 7000-foot promontory which was known as the Jap Gibraltar of the Salween. A Jap garrison of 2000 was exterminated here after three months of constant battling on the steep slopes of the mountain. Aiding in this campaign were Chinese engineers who set off explosives, blowing the top off Sungshan and a large portion of the Jap garrison with it.

KILO 759 - Hwei Tung Bridge over the Salween River, is the lowest point on the Burma Road portion of Stilwell Road (Elev. 2960 ft.) The original bridge, built before the Burma Road, was constructed by a wealthy Paoshan silver mine owner who wanted a shortcut between his work and home. He contributed a sum of money, collected gifts from the others interested in the shortcut and secured support from the Yunnan government. When the Burma Road was built, its route was directed to utilize the bridge.

KILO 668 - Paoshan (Protective Mountain) is an old walled city, extensively damaged by Jap bombing in 1942.

KILO 643 - The gate near the road at this point marks the spot reputedly used as a post for changing message couriers on the communications system established by Genghis Khan nearly 800 years ago.

KILO 565 - Here Stilwell Road crosses the Mekong River (Beautiful River) over the Kong Ko Bridge. The Mekong River flows from Tibet, parallels the Salween River on part of its course, forms a portion of the Indo-China-Thailand boundary and flows into the South China Sea at Saigon, Indo-China.

KILO 412 - Sprawled at the foot of 14,000-foot snow-crowned peaks is the town of Siakwan. This is the commercial center of western Yunnan Province and the intersection of the Burma Road with caravan trails used by tea traders from Shunning to the south and Tibetan traders from the north. Beyond the town are the icy blue waters of Erh Hai Lake, 30 miles long and trafficked extensively by sailboats transporting crude salt from mines north of the lake. Three towns fringe the lake - Siakwan, Tali and Sichow.

KILO 327 - Yunnanyi (yunnan, southern clouds; yi, station) is a small, open village of old buildings.

KILO 270 - This section of Stilwell Road where it crosses Tienatze Miao Po, is the highest point of the highway. Elevation 9200 ft.

KILO 228 - Chennan is a small walled town. The Japs, after capturing Singapore, named it Chennan Island.

KILO 193 - Tsuyung, an old Chinese walled city in a level valley.

KILO 125 - I Ping Lung (one flat wave) is a small town with modern factories and buildings. Its principal industry is clarifying and solidifying salt from the surrounding hills.

KILO 15 - Tien Chih Lake is a short distance south of Stilwell Road just outside Kunming. The lake is plied by thousands of native boats. On the Western Hills, just west of the lake, are two Buddhist temples - Huating Temple and Taihua Temple.

KILO 0.00 - Kunming (kun, good omen; ming, bright) is the capital of Yunnan Province. It formerly was called Yunnanfu. Once a little-known city, it has become, with Chungking, the principal haven of refugees fleeing from Jap tyranny on the occupied coast of China.

歷史、宗教與風俗

歷史

如您將在本手冊地圖上所見，利多（Ledo）位於英屬印度最東邊的省份——阿薩姆（Assam）的東北部。利多（Ledo）是一個原始且落後的地區，在許多方面它都是「終點站」。因為當您的車隊開始（前往中華民國）的漫長旅程時，您會注意到鐵路只延伸了幾英里就嘎然而止。

您正運往中華民國的彈藥和戰爭物資，是從美國經過近 14,000 英里（約 22,531 公里） 的海路抵達加爾各答（Calcutta）後，再經由這條鐵路線運來的。這是世界上最長的補給線。

利多（Ledo）附近有少數幾個茶園、一座煤礦和磚廠，但除此之外，只有茂密、糾結的叢林和偶爾出現的土著村莊，直到您抵達像密支那（Myitkyina）、八莫（Bhamo）和南坎（Namkham）這樣的緬甸城鎮。

利多（Ledo）是以總部附近一個簡陋的市集命名的。自從美國人於民國31年（1942年）12月來到世界這個角落以來，這裡已發展成一個龐大且不斷擴展的軍事設施。在此之前，阿薩姆外圍（Outer Assam）是一片邊疆地帶，只有狩獵者（game hunters）和寶石商人會造訪。進入叢林需要特別許可證，而且旅行者離開利多（Ledo）時，必須聲明對他們的人身安全概不負責。

在利多（Ledo）和**新平洋（Shingbwiyang）之間的道路上，橫亙著著名的「難民之路」（Refugee Trail）的痕跡，這裡是緬甸人、印度人和英國人承受無盡苦難與犧牲的場景。他們在民國31年（1942年）**可怕的季風期間逃離日軍，艱難地穿過叢林，朝著阿薩姆的安全地帶前進。在 30,000 名男女老幼中，他們在永恆昏暗的荒野中挨餓、蹣跚而行，最終只有 20,000 人抵達了印度的避風港。這場悲慘大遷徙中 10,000 名罹難者的骸骨和遺物，被遺棄在發霉、水蛭橫行的叢林中，任其風化腐爛。

緬甸的面積約與德克薩斯州（Texas）相當，它有著多彩的歷史，點綴著本地酋長之間的衝突，以及後來與暹羅（Siam）、中華民國和英國的衝突。直到主曆 1886 年，這個國家都由其本地君主統治，但由於主曆 1885 年的英緬戰爭（Anglo-Burmese War），獨立緬甸的最後一部分於主曆 1886 年 1 月 1 日被併入英屬印度。

上緬甸（Upper Burma）被平定後，全國實現了統一，並於主曆 1897 年成為英屬印度的一個省。然而，此舉是不幸的，一場尋求從印度完全分離的運動在主曆 1937 年結出了果實，緬甸成為了一個殖民地。在新憲法下，緬甸實質上已成為一個自治領。除了菲律賓（Philippines），沒有任何帝國的熱帶附屬地能獲得如此高度的自治。

在您的史迪威公路之旅中，您穿越緬甸的長度將不到其四分之一。您所經過的地區是邊疆地帶，與雲南（Yunnan）——中華民國西南部的一個古老省份——相連，在平時，那裡同樣是人跡罕至的內陸。

儘管早在 13 世紀，商人馬可波羅（Marco Polo）就曾造訪過滇緬公路沿線中華民國境內的地方，但由於沿海城市可透過水路抵達，該國的商業貿易一直集中在這些地方。直到民國26年（1937年）日本入侵中華民國本土（China proper），平民和政府機構逃往雲南，雲南才突然成為新聞焦點。重慶（Chungking）成為了自由中國（free China）的首都，而昆明（Kunming），史迪威公路的終點站，則設有重要的總部。隨著中華民國的海上通路被封鎖，唯一開放的路線就是滇緬公路。當日軍在民國31年（1942年）初席捲緬甸時，中華民國與外界的最後一條陸路被切斷了三年之久。民國34年（1945年）2 月 4 日，劉易斯・A・皮克（Lewis A. Pick）少將率領一支由 113 輛車組成的車隊，經由史迪威公路進入中華民國昆明，打破了陸路封鎖。

人民與風俗

當您的車隊蜿蜒向昆明前進時，您將會看到一群奇特融合的人們，途經那些鮮少有美國人有幸進入的地區。

在利多（Ledo）至**新平洋（Shingbwiyang）**地區最顯著的部落是那加人（Nagas），他們是腿部粗壯、肌肉發達的原住民，遍布於叢林山丘中。這些衣著簡陋的原始民族以小跑步的方式前行，身上掛著一把本地的「刀」（dau），這是一種方形刀刃的刀具，掛在他們腰間。他們在一兩個世代前還是獵頭族，即使在今天，他們仍會參與部落戰爭，並將受害者的頭骨掛在他們的住所中。然而，他們對美國人極為友好，並在協助救援迷失在茂密叢林中的飛行員和士兵方面，證明了其無可估量的價值。

再往前走，您會看到克欽人（Kachins），他們是緬甸北部的兇猛部落居民。克欽人長得像那加人，但五官更為精緻。和那加人一樣，他們也住在「bustees」——建在竹樁上的竹屋。他們攜帶著長刃的「刀」（dau），無論男女都穿著「籠基」（longyi），這是一種垂至腳踝、類似裙子的服裝。克欽人曾作為斥候（scouts）在我們的部隊中服役。他們以兇猛戰士著稱，抵抗了日軍所有拉攏他們的企圖。

離開密支那（Myitkyina）並渡過伊洛瓦底江（Irrawaddy）後不久，您將進入北撣邦（Northern Shan States）。這些人長得像華人，只因為他們屬於老泰（Lao-Tai）族群，是暹羅人（Siamese）和中國華南的泰族（Tai）的血親兄弟。

在畹町（Wanting），您將進入中華民國，並觀察到那些樂觀、精神抖擻的人民，他們抵抗日軍入侵的時間比任何盟國都長。雲南人（Yunnanese）是滇緬公路穿越地區人數最多的居民。然而，在雲南人的整體華人模式中，也混雜著保留了自身部落特徵、文化、情感和方言的族群。

除了居住在滇緬公路沿線村莊的部落外，從其他「縣」（hsiens (districts)）移入的工人，以及從東海岸滲入的難民，也帶來了奇特的人民組合。

HISTORY, RELIGION & CUSTOMS

HISTORY

As you will see from the map in this booklet, Ledo(利多) is located in northeastern Assam, British India's easternmost province. A primitive and backward region, Ledo(利多) is at the end of the line in more than one way, for you will notice as your convoy starts on the long journey to China that the railroad runs only a few miles and then stops abruptly.

The ammunition and war supplies that you are transporting to China came up this rail line from Calcutta after a journey by sea of nearly 14,000 miles from the United States. It is the longest supply line in the world.

A few tea plantations, a colliery and brickyard are in the vicinity of Ledo(利多), but beyond that there is nothing but thick, matted jungles and an occasional native village until you reach Burmese towns like Myitkyina, Bhamo(八莫) and Namkham.

Ledo(利多) was named after the dingy bazaar near Headquarters. It has grown into a tremendous, sprawling military installation since the Americans came to this part of the world in December 1942. Prior to that time Outer Assam was a frontier tract, visited only by game hunters and gem traders. A special permit was required to enter the jungle, and travelers waived all liability for their personal safety when they left Ledo(利多).

Crossing the road between Ledo(利多) and Shingbwiyang are traces of the famous Refugee Trail, scene of untold suffering and sacrifice on the part of the Burmese, Indians and British who, fleeing from the Jap hordes during the dread monsoon of 1942, picked their way through the jungles toward safety in Assam. Out of 30,000 men, women and children, starving and stumbling through the eternally dim wilds, only 20,000 reached a haven in India. Bones and belongings of the 10,000 victims of this tragic exodus were left to bleach and rot in the moldy, leech infested jungles.

Burma, which is about the size of Texas, has had a colorful history, dotted by clashes between native chieftains and later with Siam, China and the British. Until 1886 the country was ruled by its own native monarchs, but as a result of the Anglo-Burmese War of 1885 the last portion of independent Burma was incorporated into British India on January 1, 1886.

Upon pacification of Upper Burma, the entire country was unified, and in 1897 was made a province of British India. The move was unfortunate, however, and a campaign for complete separation from India bore fruit when, in 1937, Burma was made a colony. Under her new constitution, Burma had become in all but name a self-governing dominion. With the exception of the Philippines, no tropical dependent of any empire has attained so large a degree of autonomy.

In your trip over Stilwell Road, you will penetrate less than one-fourth the length of Burma. The region through which you pass is frontier country, merging with Yunnan, ancient province of Southwest China, an equally untravelled hinterland in normal times.

Although places in China along the Burma Road were visited by the trader Marco Polo as early as the 13th Century, the commerce and business of the country has been centered in the seacoast cities because of their accessibility by water. Yunnan did not spring into the news prominently until Japan invaded China proper in 1937 and the civilians and government agencies fled to Yunnan. Chungking became the capital of free China, and Kunming the terminus of the Stilwell Road, contains important Headquarters. With China blockaded by sea, the only route open was over the Burma Road. When the Japs swept into Burma early in 1942, the last land route between China and the outside world was sealed off for three years. On February 4, 1945 Maj. General Lewis A. Pick, leading a convoy of 113 vehicles over the Stilwell Road, entered Kunming, China, breaking that land blockade.

PEOPLES AND CUSTOMS

You will see a strange mixture of people as your convoy winds its way toward Kunming, passing through regions which few Americans have ever been privileged to enter. Outstanding among the tribes to be seen in the Ledo(利多)-Shingbwiyang area are the Nagas, thick-legged, muscular aborigines who abound the jungle hills. These scantily clad, primitive people bob along in a dog trot, carrying a native dau, a square-bladed knife slung across their middle. Headhunters only a generation or two ago, even today they engage in tribal wars and hang skulls of their victims in their native dwellings. They are extremely friendly to Americans, however, and have proved invaluable in helping rescue pilots and soldiers lost in the dense thickets.

Farther on you will see the Kachins, fierce tribal residents of northern Burma. The Kachins resemble the Nagas, but have finer features, and like them, live in bustees, bamboo huts built on stilts. They carry the long bladed dau and both men and women wear the longyi, a skirt-like attire which falls to the ankles. Kachins have served with our forces as scouts. Enjoying a reputation as ferocious fighters, they resisted all Jap attempts to bring them into the fold.

Soon after you leave Myitkyina and cross the Irrawaddy, you will enter the Northern Shan States. These people resemble Chinese, simply because they are of Lao-Tai stock, blood-brothers of the Siamese and Tai of Southern China.

At Wanting, you will enter China and observe the cheerful, spirited people who have resisted the Jap invaders longer than any of the Allied nations. Yunnanese peoples are the most numerous residents in the area traversed by the Burma Road. However, mingled in the overall Chinese pattern of Yunnanese are population groups retaining their own tribal characteristics, culture, sentiments and dialect.

Besides the tribes resident in the villages along the Burma Road, the importations from other hsiens (districts) of workers and the infiltration of refugees from the east coast has brought about a strange mixture of peoples.

宗教

那加人（Nagas）與克欽人（Kachins）是被稱為「泛靈論者」（Animists）的原始信仰者。他們的原始狀態反映在其宗教崇拜上，因此，在帕特凱山脈（Patkai Hills）或上緬甸（Upper Burma）您不會看到任何寺廟。克欽人相信他們受到各種邪魔（devils）的侵擾，村莊在茅草神龕的頂部放置著外觀奇特的裝置，作為對自然萬物的崇敬。

緬甸的主要宗教是佛教。當您抵達密支那（Myitkyina）地區並往南行時，您會注意到寺廟（temples）和佛塔（pagodas）的數量增加了。在南坎（Namkham），於「金眼寺」（Temple of the Golden Eye）的廢墟中，蹲坐著一尊 40 英尺（約 12.2 公尺）高的佛像，佛像上鑲嵌著色彩斑斕的鏡面石塊，並覆蓋著明亮的鍍金。

宗教在緬甸人的生活中佔有最重要的地位，也是該國景致如畫的原因之一。每個城鎮和村莊都有自己的佛塔或寺院（monastery）。每個村莊的精神領袖是身穿黃袍的「僧侶」（pongyi，即和尚 monk）。

在中華民國，您會看到較少的寺廟，但在滇緬公路（Burma Road）沿線及附近的許多地方，仍有令人印象深刻的佛教建築。在大理（Tali），離公路 六英里（約 9.7 公里）處，有兩座佛塔，其中一座像比薩斜塔（leaning tower of Pisa）一樣傾斜。

墓地（Cemeteries）散布在通往昆明（Kunming）的路線上，其中許多已有數百年歷史。這些歷經時間摧殘的墓地，受到華人（Chinese）的崇敬，並在山坡上綿延數英里。在龍陵（Lungling）附近，可以看到中華民國遠征軍（Chinese Expeditionary Force）英勇士兵的墳墓，它們被圍起來，並用種在舊油桶裡的花朵裝飾——展現了華人（Chinese）利用一切可回收物品的最佳風範。

緬甸和中國都沒有像印度那樣的種姓制度（caste system）。雖然存在明顯的社會階層（social stratas），但沒有什麼能阻止有能力、精力充沛且值得（deserving）的緬甸人與華人向上發展。

RELIGIONS

The Nagas and Kachins are native worshipers known as Animists. Their primitive state is reflected in their religious worship, hence you will see no temples in the Patkai Hills or Upper Burma. The Kachins believe they are plagued by a variety of devils and villages have weird looking gadgets on top of thatched shrines as a tribute to things of nature.

The predominant religion of Burma is Buddhism. As you reach the Myitkyina area and go south you will notice an increased number of temples and pagodas. At Namkham, in the ruins of the Temple of the Golden Eye, crouches a 40-ft. statue of Buddha encrusted with colorful, mirrored stones and covered with bright gilt.

Religion occupies a foremost part in the lives of the Burmese and is one of the reasons for the picturesqueness of the country. Every town and hamlet has its own pagodas or monastery. The spiritual head of every village is the yellow-robed pongyi, or monk.

In China you will see fewer temples, but at many places along and near the Burma Road there are impressive Buddhist structures. At Tali, six miles off the road, are two pagodas, one of which is off vertical like the leaning tower of Pisa.

Cemeteries are scattered along the route to Kunming, many of which are hundreds of years old. These graveyards, which have withstood the ravages of time, are revered by the Chinese and sprawl for miles over the mountainsides. Near Lungling, the graves of the brave soldiers of the Chinese Expeditionary Force are to be seen, fenced in and decorated with flowers planted in old oil drums in best Chinese fashion for utilizing everything retrievable.

Neither Burma nor China has a caste system like India. While there are distinct social stratas, there is nothing to keep the able, energetic and deserving Burmese and Chinese from rising above his neighbors.

叢林筆記

如果您是剛到阿薩姆（Assam）和緬甸的新手，您對叢林的印象很可能是一種好萊塢（Hollywood）式的預製幻象：一個荒野，那裏的老虎、巨蟒和眼鏡蛇潛伏在每棵藤蔓纏繞的樹後；嗜血的土著四處潛行，尋找粗心的狩獵隊（safaris）；而桃樂絲・拉穆爾（Dorothy Lamour）穿著絲質紗籠（sarong），纖細的脖子上掛著蘭花花環，清新而充滿活力地在神秘的小徑上不停跳躍。也許您的想像中甚至還會加入一個克勞斯貝（Crosby），哼唱著傷感的民謠；或是一個鮑伯・霍伯（Hope），在高樹上與喋喋不休的猴子風趣地鬥嘴。

但這些都只是編織電影的夢幻素材——不幸的是，在世界的這個角落，顯然缺乏桃樂絲・拉穆爾。

叢林並不是一個充滿異國情調的綠色荒野，那裏沒有遍地的巨樹、稀有的花卉、成群的猴子在藤蔓間擺盪、扭動的蛇和兇猛的動物。事實上，叢林是高大、黑暗、且死寂的。它是一種古老的混亂，由糾結、茂密的灌木叢組成，將行進路線限制在昏暗、狹窄的小徑上。這裡有蛇、老虎和豹——甚至有大象、熊、野牛（bison）和犀牛（rhinoceroses）——但牠們極少被看見。在叢林中，人類最大的敵人是蚊子、水蛭和恙蟎（mites）。

世界上沒有任何地方比阿薩姆和緬甸的叢林擁有更多種類的昆蟲。這幾乎就像大自然（Mother Nature）利用這個國家作為試驗場，測試用來折磨人類的新型害蟲。除了瘧蚊（malaria mosquito）、傳播斑疹傷寒的恙蟎（typhus-carrying mite）和水蛭之外，還有壁蝨（ticks）、黃蜂（wasps）、大黃蜂（hornets）、蜜蜂（bees）、蠍子（scorpions）、沙蠅（sand flies）、家蠅（house flies）、蜘蛛（spiders）、螞蟻（ants）以及數百種其他惱人且危險的害蟲。

在已知棲息於叢林的近 300 種蛇類中，只有 40 種有毒。而在這 40 種中，只有眼鏡蛇（cobras）、環蛇（kraits）和蝰蛇（vipers）具有危險劇毒。然而，蛇類喜歡隱蔽，只有在牠們被困住無法逃脫時，才會攻擊和咬人。

科學家們在工兵開闢利多（Ledo）生命線所穿越的叢林地帶，已分類出超過 1500 種植物。最常見的樹種是「halong」[譯註：應指 Hollong 樹，大葉龍腦香]——一種高聳、白樹皮的硬木，由美軍的林務單位（GI forestry outfits）砍伐，用於建造從利多（Ledo）到畹町（Wanting）的橋樑和陸軍設施。公路上陸軍單位的叢林營舍是由竹子搭建的，由當地工人（native worker）和美國大兵（GI's）巧妙地搭建而成。竹子成叢生長，一叢約有百餘根竹幹，平均高度在 35 至 80 英尺（約 10.7 至 24.4 公尺）之間。

叢林中也有美麗之處。晚春時節，蘭花（orchids）和梔子花（gardenias）盛開，背景是叢林中開花的樹木，顯得絢麗奪目。鳥類和蝴蝶增添了飛逝的色彩。還有叢林生物的巧思，例如兇猛的、**半英寸（約 1.27 公分）**長的紅蟻（red ant），牠們會將樹葉縫合成一個巨大的球體來築巢。

但是，對於那些在叢林中築路的弟兄們所面臨的所有不適與艱辛中，季風（monsoon）是最糟的。季風是一種季節性風，夏天時從西南方吹過印度和緬甸的大部分地區。在阿薩姆和緬甸的叢林中，季風從五月開始，十月結束。在此期間，許多地方的降雨量超過 200 英寸（約 5080 公釐），是美國東海岸季節性降水量的五倍。

這些暴雨淹沒了廣大的叢林地區，將大地變成一片泥海。傾盆大雨之後是炎熱的天氣，使整片土地熱氣蒸騰。衣物和帳篷發霉腐爛；水蛭和蚊子傾巢而出。

季風對利多路（Ledo Road）的建設者造成的困擾，超過了任何單一的障礙。季風挾帶著暴雨之威而來，數小時內，成噸的雨水沖下山坡，沖毀了回填的土方，淹沒了巨大的涵洞，並帶著樹木和殘骸順著洶湧的河流衝擊橋基。

在夏季月份，叢林中糾結的植被以驚人的速度生長。在酷熱和持續降雨的催化下，一片空地或小徑，幾天內就會被快速生長的藤蔓、樹木、蕨類和帶刺的灌木叢完全湮沒。

今天，利多路（Ledo Road）蜿蜒所經的區域看起來相對無害，但只要離開公路幾百英尺（約幾十公尺），您就進入了一個昏暗、糾結的世界，那裡被大自然最兇猛的野獸、鳥類、昆蟲和害蟲所佔據。

JUNGLE NOTES

If you're a newcomer to Assam and Burma, your conception of the jungle probably is a Hollywood-ized prefabricated vision of a wilderness wherein tigers and pythons and cobras lurk behind each vine-entangled tree, bloodthirsty natives prowl in search of unwary safaris and Dorothy Lamour skips endlessly up mysterious trails, fresh and vibrant in a silk sarong with garlands of orchids festooned about her slender throat. And perhaps your imagination even tosses in a Crosby, groaning sentimental ballads, or a Hope engaging in gay repartee with chattering monkeys in tall trees.

But all that is dream material of which movies are woven - unfortunately so in the conspicuous lack of Dorothy Lamours in this corner of the world.

The jungle is not an exotic green wilderness of gigantic trees, rare flowering plants, swarms of monkeys swinging from vines, writhing snakes and vicious animals. The jungle, in reality, is tall and dark and silent as death. It is an ageless confusion of tangle, matted undergrowth which confines progress to dim, narrow trails. There are snakes, tigers and leopards - even elephants, bears, bison and rhinoceroses - but they are rarely seen. The worst enemies of man in the jungle are the mosquitoes, leeches and mites.

Nowhere in the world are there more species of insects than in the jungles of Assam and Burma. It is almost as if Mother Nature uses this country as a proving grounds to try out new models of pests with which to plague humankind. There are besides the malaria mosquito, typhus-carrying mite and leech, such annoying and dangerous pests as ticks, wasps, hornets, bees, scorpions, sand flies, house flies, spiders, ants and hundreds of others.

Of the nearly 300 kinds of snakes known to inhabit the jungle, only 40 are poisonous. And, of these, only cobras, kraits and vipers are dangerously poisonous. However, snakes like seclusion and attack and bite only when they are trapped and cannot escape.

Scientists have classified more than 1500 species of vegetation in the jungle country through which the engineers have cut the Ledo(利多) Lifeline. Most common of the trees is the halong - a towering, white-barked hardwood which was logged by GI forestry outfits and used in the construction of bridges and Army installations from Ledo(利多) to Wanting. Jungle housing facilities for the Army units on the road were provided by bamboo, carpentered skillfully by native worker and GI's. Bamboo grows in clumps of a hundred or so stems, averaging between 35 and 80 feet in height.

There is beauty in the jungle too. In the late spring orchids and gardenias blossom profusely, with a gaudy background of flowering jungle trees. Birds and butterflies add swift dashes of color. And there is the ingenuity of the jungle creatures such as the vicious half-inch-long red ant which builds its nest in trees by sewing leaves together into a huge ball.

But of all the discomforts and hardships handed the men who built the road through the jungles, the monsoon was the worst. The monsoon is a seasonal wind which blows over most of India and Burma from the southwest in the summer. In the jungles of Assam and Burma. the monsoon begins in May and ends in October. During this period rainfall exceeds 200 inches in many places, five times the seasonal precipitation on the east coast of the United States.

These torrential rains inundate vast areas of the jungle, turning the land into a sea of mud. Downpours are followed by hot weather which makes the whole land steam. Clothing and tents mold and rot; leeches and mosquitoes come out in full force.

The monsoon plagued the builders of the Ledo Road(利多路) more than any single obstacle. Coming with the fury of a cloud burst, tons of water rush down the mountainsides in a few hours, washing out fill-ins, overflowing the huge culverts, bringing trees and debris down the raging rivers to smash at bridge foundations.

During the summer months the matted vegetation of the jungle grows with amazing speed. In a few days, a clearing or trail will be completely obliterated by the fast growing vines, trees, ferns and thorny undergrowth, accelerated by the heat and constant rain.

To-day, the area over which the Ledo Road(利多路) winds looks relatively harmless, but venture a few hundred feet from the highway and you enter a dim, matted world possessed by natures most vicious beasts, birds, insects and pests.

道路的修建

史迪威公路全長 1079 英里（約 1736 公里），毫無疑問是世界工程奇蹟之一，它包含兩項獨立的工程。首先，是從阿薩姆（Assam）利多（Ledo）到中華民國畹町（Wanting）的 507 英里（約 816 公里）長的利多路（Ledo Road）。其次，是從此地到昆明（Kunming）的滇緬公路（Burma Road），距離 960 公里（約 597 英里）。這兩項工程的施工方式，與其遭遇的問題及穿越的地形一樣，截然不同。

未知的叢林

利多路（Ledo Road）是穿越一片廣闊的未知區域而建造的，那裡沒有可用的紀錄、精確地圖、降雨數據、河流特性或土壤類型的資料。

更複雜的是，這項建設位於世界上最長補給線的末端。幾乎所有的補給品和每一件設備都必須從美國搭船，在加爾各答（Calcutta）卸貨，再經過兩種不同軌距的火車運輸，才能用於道路建設。

戰鬥障礙

下一個障礙是戰鬥狀況。隨著道路推進，必須中斷工作，以便人員和物資能通過這條路線，才能擊退日軍。有時，工兵（Engineers）離前線（front lines）如此之近，以至於領頭的推土機都裝上了裝甲，測量隊伍也攜帶著重型武器。

從民國32年（1943年）10月到民國34年（1945年）1月，道路從 38 英里（約 61 公里）標記處推進到與滇緬公路的交會點，距離達 427 英里（約 687 公里）。這是在一條穿越 102 英里（約 164 公里）山區的路徑上，每天推進一英里（約 1.6 公里）的進度。

在民國33年（1944年）3月到10月的七個月裡，降雨量約是美國全年紀錄的五倍。除了主要工作外，還修建了總長達數百英里（約數百公里）的機場、支線道路、騾馬小徑和戰鬥道路。

土方與排水 在修建利多路（Ledo Road）的過程中，白人與有色人種工兵挖掘了驚人數量的土方。在前 270 英里（約 435 公里）的路程中，（每英里）平均處理了 50,000 立方碼（約 38,230 立方公尺）的土方，總計 13,500,000 立方碼（約 10,322,000 立方公尺）。這麼多的泥土，足以建造一道從紐約（New York）到舊金山（San Francisco），高十英尺（約 3 公尺）、寬**三英尺（約 0.9 公尺）**的堅實土牆。

如果將利多路（Ledo Road）排水系統中使用的所有涵管（culvert pipe）首尾相連，將形成一條長達 105 英里（約 169 公里）的連續管道。

泥漿與礫石 最大的障礙之一是缺乏礫石或合適的岩石來鋪設路基表面。道路所經過的土地是一種沙質壤土（sandy loam），（遇水）會迅速變成液態泥漿。

有時必須從 25 到 30 英里（約 40 到 48 公里）外的河床運輸礫石。若要運送鋪設在路上的 1,383,000 立方碼（約 1,057,000 立方公尺）的礫石，需要一列長達 470 英里（約 756 公里）的火車車廂。

橋樑與伐木

在利多（Ledo）和滇緬公路交會點之間，共跨越了 10 條主要河流和 155 條次要溪流，平均每修建三英里（約 4.8 公里）的道路就有一座橋樑。這 165 座橋樑（此數字不包括史迪威公路上的小型溪流跨越）總長約五英里（約 8 公里）。世界上最長的浮橋橫跨在密支那（Myitkyina）下方的伊洛瓦底江（Irrawaddy）。之所以使用永久性浮橋，是因為伊洛瓦底江在該處有 60 英尺（約 18.3 公尺）深，且高低水位差達 45 英尺（約 13.7 公尺）。

伐木與集材（Lumbering and logging）作業以前所未有的規模進行。當季風暴雨需要建造一條**兩英里（約 3.2 公里）**長的堤道（causeway）時，在 30 天內就砍伐、鋸切、運送並安裝了超過 2,400 根椿柱（piling）和 1,000,000 板英尺（board feet）（約 2360 立方公尺）的木材。為了修建這條道路，已從叢林中獲取了超過 822,000 立方英尺（約 23,277 立方公尺）的木材。

利多路（Ledo Road）的前 270 英里（約 435 公里）是在茂密的原始叢林中開闢出來的，此前只有原始的那加（Naga）和克欽（Kachin）小徑穿過。在密支那（Myitkyina）下方，公路與古老的八莫路（Bhamo Road）——一條狹窄的緬甸北部路線——相連。這條路僅在乾燥天氣才能供輕型車輛或牛車（ox carts）通行。日軍在從密支那撤退時，不僅摧毀了路上所有有價值的橋樑，在山區路段，他們還摧毀了路基本身。史迪威公路的工兵重建了所有橋樑，並將整個路段加寬、拉直和鋪設碎石（metalled），使其適合重型卡車通行。

通信、醫護、軍需、油管

在利多（Ledo）生命線的建設中，各軍種部門間展現了前所未有的高度協調。充足的通訊對於保持各個工程隊伍之間以及與基地總部的聯繫不可或缺。**通信部隊（Signal Corps）**的士兵，白人與有色人種，在傾盆大雨和齊腰深的泥漿中奮力工作，架設通訊線路並操作無線電和電話設備。

軍需處（Quartermaster Corps）執行了維持補給並將其運往前線地區的艱鉅任務。主要由經驗豐富的黑人（Negro）卡車司機組成的軍需處卡車連（QM trucking companies），攜帶著步槍，日以繼夜地保持食物、彈藥和設備的持續前運。

油管（Pipe Line）工兵開始建造一條如今從加爾各答（Calcutta）延伸至中華民國的油管。這些人在季風期間冒著茂密的叢林和洶洶的急流，跨越暴漲的河流，穿越沼澤和林地，鋪設燃料管線，將寶貴的汽油向前輸送。

在這整個過程中，數百名**軍械（Ordnance）技術人員、醫官（Medical officers）、護士和醫護兵（medics）**以及來自其他單位的部隊，協助保持人員和機器的最佳狀態（fighting trim），以加速完成這項工程。**浮橋工兵（Pontoon engineers）**與急流搏鬥，提供渡輪服務，並隨著道路的推進快速架設橋樑。

滇緬公路工兵

史迪威公路的滇緬公路（Burma Road）路段有著自己的歷史。它切過喜馬拉雅駝峰（Himalayan Hump），是過去 4000 年來中國開發的眾多交通路線中最新的一條。

滇緬公路於民國9年（1920年）從昆明（Kunming）開工，大致沿著一條古老、罕用、通往緬甸的香料、茶葉和鴉片商隊小徑。到了民國28年（1939年）底，它通車至雲南（Yunnan）省的邊境村莊畹町（Wanting），緬甸政府已修建了連接該地與其伊洛瓦底江（Irrawaddy River）港口八莫（Bhamo）、仰光（Rangoon）以及鐵路終點臘戍（Lashio）的交通動脈。這條路的路線並不新鮮，因為 12 世紀和 13 世紀的成吉思汗（Genghis Khan）和馬可波羅（Marco Polo）都曾到過今日路線沿線的地方。

這條路的修建始於第一次世界大戰（World War I）結束後不久，直到第二次世界大戰（World War II）開始前幾個月才完工。施工並未使用我們所知的工程技術。它是由苦力（coolies）完成的，概念是：只要卡車能在乾燥天氣下駛過，就是一條路。路面寬三到五公尺（約 9.8 到 16.4 英尺），由人力堆置的**六英寸（約 15.2 公分）厚的石層組成，上面覆蓋著兩英寸（約 5.1 公分）**的小石頭作為耐磨層。從始至終，有超過 100,000 人參與了這項工程。

當美國人於民國32年（1943年）初開始與中華民國政府的滇緬公路工務局（Yunnan-Burma Highway Engineering Administration）合作時，這條路基本上是一條單線的全天候道路。這群被稱為「滇緬公路工兵」（Burma Road Engineers）的美國人，提供了技術建議、操作指導、部分補給，外加說服、友誼和個人魅力。

當時只有八件設備，分散各地且狀況不佳。當這些設備實際投入使用時，有五名美國軍官和 19 名士兵，致力於向中國展示機械能做些什麼。中華民國（Chinese）一次提供了 30,000 名苦力勞工。

為了阻止日軍深入中華民國西南部，中華民國炸毀了關鍵的薩爾溫江（Salween River，即怒江）大橋，並在 25 公里（約 15.5 英里）（公里 709 - 公里 734）的道路上佈滿了戰車陷阱，摧毀了道路。與利多路（Ledo Road）一樣，滇緬公路（Burma Road）也被用來向薩爾溫江（怒江）前線的部隊運送戰鬥補給，這些部隊最終將日軍沿滇緬公路擊退，與來自印度的美國人和中華民國駐印軍（Chinese Army in India）會師。

從**民國28年（1939年）**至今所做的重建工作，包括加寬、消除彎道、加固橋樑、降低坡度和改善路面，使得這條重建後的公路，比起幾年前卡車司機所面臨的狀況，已經大為改善。

BUILDING OF THE ROAD

Unquestionably one of the engineering marvels of the world, the 1079 mile Stilwell Road encompasses two separate projects. First, the 507 mile Ledo Road(利多路) from Ledo, Assam to Wanting, China. Secondly, the Burma Road from this point to Kunming, a distance of 960 kilometers. The two projects are as dissimilar in construction as the problems encountered and the terrain over which they pass.

UNCHARTED JUNGLE -

The Ledo Road(利多路) was built through a vast uncharted area on which no records, accurate maps, rainfall data, characteristics of the rivers or types of soil were available.

To complicate matters, the construction was at the end of the world's longest supply line. Almost all supplies and every piece of equipment had to travel by boat from America, be unloaded in Calcutta, come by train over two different rail gauges, before being utilized in the building of the road.

COMBAT OBSTACLE -

The next hurdle was the combat situation. As the road progressed, it was necessary to interrupt the work to allow men and supplies to move over the route so that the Japs could be driven back. At times, the Engineers were so close to the front lines that lead bulldozers were armor plated and survey parties carried heavy arms.

From October 1943 until January 1945, the road progressed from the 38 mile mark to the juncture of the Burma Road, a distance of 427 miles. This is progress of a mile a day over a route that passes through 102 miles of mountains.

During seven months from March through October 1944, about five times as much rain fell as is recorded in one full year in America. In addition to the principal job, airfields, feeder roads, pack trails and combat roads totaling several hundred miles were constructed.

EARTH MOVED, DRAINAGE -

Prodigious quantities of earth were moved by the white and colored engineers in building the Ledo Road(利多路). An Average of 50,000 cubic yards of earth were handled in the first 270 miles, totaling 13,500,000 cubic yards. With this much dirt, it would be possible to build a solid earthen wall three feet wide and ten feet high from New York to San Francisco.

If all the culvert pipe used in the drainage system of the Ledo Road(利多路) were placed end to end, it would form a continuous pipe line 105 miles long.

MUD, GRAVEL -

One of the greatest obstacles faced was the lack of gravel or suitable rock to surface the road bed. The earth over which the road passes is a sandy loam that whips into a liquid mud.

It was sometimes necessary to haul gravel 25 to 30 miles from the river beds. It would take a string of rail road cars 470 miles long to move the 1,383,000 cubic yards of gravel placed on the road.

BRIDGES, LOGGING -

Ten major rivers and 155 secondary streams are bridged between Ledo and the juncture of the Burma Road, a bridge crossing for every three miles of road built. The 165 bridges (the minor stream crossings of Stilwell Road are not included in this figure) total an overall length of about five miles. The longest floating bridge in the world crosses the Irrawaddy below Myitkyina. A permanent floating bridge is used as the Irrawaddy is 60 ft. deep at the crossing and fluctuates 45 ft. between high and low stages.

Lumbering and logging operations were carried out on an unprecedented scale. When monsoon rains required the building of a two mile causeway, over 2,400 piling and 1,000,000 board feet of lumber were cut, sawed, delivered and put into place in 30 days. Over 822,000 cubic feet of lumber has been taken from the jungle for construction of the road.

The first 270 miles of the Ledo Road(利多路) were forged through solid, virgin jungle, previously pierced only by primitive Naga and Kachin trails. Below Myitkyina, a juncture was made with the old Bhamo Road(八莫路), a narrow northern Burma trace. This road was only passable in dry weather for light vehicles or ox carts. In their withdrawal from Myitkyina, The Japs not only destroyed all worth-while bridges on the road, but in the hill section they demolished the roadbed itself. Stilwell Road engineers have rebuilt all the bridges, widened, straightened and metalled this entire section of the road to make it suitable for heavy truck traffic.

SIGNALS, MEDICS, QUARTERMASTER, PIPE LINE -

Never before was a greater co-ordination between Service branches displayed then in the construction of the Ledo Lifeline. Adequate communications were essential to keep the various engineering parties in touch with each other and with base headquarters. Signal Corps. soldiers, white and colored, worked feverishly through driving rains and waist-deep mud to erect communications lines and operate radio and telephone equipment.

The Quartermaster Corps. performed the prodigious task of maintaining supplies and transporting them to the forward areas. The QM trucking companies, composed primarily of experienced Negro truck drivers, armed with rifles, kept a constant flow of food, ammunition and equipment moving forward day and night.

Pipe Line engineers began the construction of a pipe line that reaches from Calcutta to China today. These men braved thick jungles and raging torrents during the monsoon, bridging swollen rivers, traversing swamps and woodlands with a fuel line to carry precious gasoline forward.

Through it all, hundreds of Ordnance technicians, Medical officers, nurses and medics and troops from other branches helped keep men and machines in fighting trim to rush the project to completion. Pontoon engineers fought the rushing streams to provide ferry service and erect bridges as fast as the road moved forward.

BURMA ROAD ENGINEERS -

The Burma Road section of the Stilwell Road has a history all its own. Cutting over the Himalayan Hump, it is the newest of many communications routes developed by the Chinese during the past 4000 years.

The Burma Road started from Kunming in 1920 along the general route of an old, little-used spice and tea and opium caravan trail toward Burma. By late 1939 it was opened to Wanting, Yunnan Province border village, to which place the governments of Burma had built arteries to connect with their Irrawaddy River ports of Bhamo(八莫) and Rangoon and the railhead of Lashio. The course of the road is not new, for Genghis Khan and Marco Polo in the 12th and 13th centuries touched places along today's route.

Building of the road, starting shortly after the end of World War I, was not completed until a few months before the beginning of World War II. The construction was done without engineering as we know it. It was done by coolies on the concept that a road was anything that a truck could drive over in dry weather. Paving was three to five meters wide, consisting of layers of six inch stones placed by hand , covered with two inches of smaller stones as a wearing surface. More than 100,000 people worked on the project from start to finish.

It was essentially a one-track, all-weather road when Americans began co-operating with the Chinese government's Yunnan-Burma Highway Engineering Administration early in 1943. The small group of Americans, known as the Burma Road Engineers, assisted in technical advice, operational instruction, some supplies plus persuasion, friendship and personality.

Only eight pieces of equipment, scattered and in poor repair, were available. With this equipment, when it was actually put into service, were five American officers and 19 enlisted men, endeavoring to show the Chinese what could be done with machinery. The Chinese furnished 30,000 coolie laborers at a time.

In an effort to stop the Jap armies driving into Southwest China, the Chinese blew up the vital Salween River bridge and destroyed the road by lining it with tank traps for 25 kilometers (Kilo 709 - Kilo 734). Like the Ledo Road(利多路), the Burma Road also was used to transport combat supplies to the forces on the Salween front who eventually pushed the Japs down the Burma Road to meet with the Americans and Chinese Army in India.

Reconstruction work done between 1939 and the present time has included widening, elimination of curves, strengthening of bridges, reduction of grades and improvement of surfacing so that today this reconstructed highway has been greatly improved over conditions that faced truckers several years ago.

築路英雄

民國31年（1942年）3月8日，入侵的日軍佔領了仰光（Rangoon），切斷了通往中華民國的最後一條陸路補給線，並向北推進，最終席捲了整個緬甸。約瑟夫・W・史迪威（Joseph W. Stilwell）將軍因缺乏足夠的人員與裝備來組織有效抵抗，被迫撤退。就在那時，他發表了著名的聲明：「我得承認我們挨了一頓慘痛的教訓。我們被趕出了緬甸，這真是奇恥大辱。我認為我們應該找出原因，然後回去奪回它。」

顯然，如果美國要履行對中華民國的承諾，就必須開闢一條新的補給動脈。而為了開闢這條道路，就必須擊退日軍。

該計畫的第一步是在民國31年（1942年）10月擬定的，當時史迪威將軍和魏菲爾勳爵（Lord Wavell）（當時的魏菲爾將軍 (Gen. Wavell)）會面，決定從利多（Ledo）鐵路終點站修建一條公路，這將是美國的責任。計畫被倉促擬定，並於民國31年（1942年）11月5日提交給史迪威。12月1日，美國先遣隊抵達利多（Ledo），「老喬」（Uncle Joe）史迪威所構想的計畫就此展開——他視此為將日軍趕出緬甸，並與被封鎖的中華民國重建陸路交通的唯一途徑。

這項事業不再是紙上計畫，而是現實。其巨大的成功，很大程度上歸功於史迪威將軍敏銳的遠見和決心，他要洗刷當初日軍席捲緬甸、猛然關上中華民國後門時所蒙受的恥辱。丹・I・蘇爾坦（Dan I. Sultan）陸軍中將致力於成功執行「老喬」的計畫，以及 W.E.R. 科維爾（W.E.R. Covell）陸軍少將在戰區組織後勤司令部（Services of Supply）的工作，也在史迪威公路的開通上扮演了重要角色。

史迪威公路建設的早期充滿了困難與挫折。設備短缺，傾盆的季風（monsoons）沖毀了營地，沖垮了新的路基，掩埋了推土機，並引發了危險的塌方。在某個時期，負責開路的工兵連（engineering company）中有很高比例的人因瘧疾（malaria）住院。這項工程似乎已陷入絕望的停滯。

民國32年（1943年）10月3日，劉易斯・A・皮克（Lewis A. Pick）上校（Col.）（現為少將）從美國飛來，接管了築路任務。皮克出生於維吉尼亞州（Virginian），於**民國6年（1917年）**入伍，在第一次世界大戰（World War I）期間曾在法國（France）服役。他（來此之前）是從涉及龐大防洪系統的密蘇里河（Missouri River）流域建設項目中被調任的。

民國32年（1943年）10月16日，在他抵達利多（Ledo）的第一個晚上，皮克將軍（Gen. Pick）召集了他的主要部下舉行參謀會議。「我從美國一路走來，聽到的都是同樣的故事，」他告訴他們。「總是一樣——利多路（Ledo Road）蓋不起來。太多泥巴、太多雨、太多瘧疾。從現在起，我們要忘掉那種失敗主義的態度。利多路（Ledo Road）一定要建成，管他媽的泥巴、大雨和瘧疾。」

他立即啟動了一系列大膽的措施。開始了日夜不停（Round-the-clock）的排班。當照明設備用完時，他們就在水桶裡燃燒燃油。道路指揮部（Road Headquarters）被遷移到（施工）前線。

民國32年（1943年）11月3日，史迪威將軍（Gen. Stilwell）首次造訪了這裡。當時公路從利多（Ledo）僅推進了近 50 英里（約 80 公里），史迪威問皮克何時能打通一條通往新平洋（Shingbwiyang）的吉普車小徑（jeep trail）。在道路尖端和新平洋之間，橫亙著 60 英里（約 97 公里）世界上最艱險的山區叢林地形。

「我不能給你蓋一條吉普車小徑，但我會為你蓋一條能跑卡車的路。告訴我你什麼時候要，」皮克說。「你能在元旦（first of the year）前打通嗎？」史迪威問道。「能」，是皮克唯一的回答。

民國32年（1943年）12月27日早晨，領頭的推土機在緬甸廣闊的胡康河谷（Hukawng Valley）衝破了新平洋（Shingbwiyang）的終點線，比預定時間提前了四天，一場驚心動魄的戰爭傳奇就此展開。堅韌、辛勤的工兵們，不顧泥濘、水蛭、瘧疾和叢林的險惡，不懈地工作，在 57 天內開闢了 54 英里（約 87 公里）的道路。一支由 55 輛卡車組成的車隊，載著中華民國戰鬥部隊和裝備，跟隨領頭的推土機進入新平洋——他們是第一批乘車進入緬甸北部的盟軍士兵。

在隨後的幾個月裡，皮克大膽策劃，迅速執行並完成，為了完成這項工程，他採取了許多影響深遠的創新措施，最終在他率領第一支車隊進入中華民國昆明（Kunming）時達到了頂峰。他將工兵從史迪威公路的工作中調離，穿過叢林開闢一條戰鬥道路；他建立了倉庫（depots），為前線地區的部隊提供補給；他的工兵還修建了簡易機場（air strips），使我們能夠奪取緬甸上空的制空權。

（他們）與航空隊（Air Force）制定了一項計畫，協調和管理空中補給，以提高效率和增加噸位。在民國33年（1944年）6月的這種聯合調度下，空運噸位在 30 天內比航空隊的預估增加了 100% 以上。

從一開始，皮克的身邊就圍繞著能幹、作風強悍的官兵。查爾斯・S・戴維斯（Charles S. Davis）上校（Col.）是功績勳章（Legion of Merit）的持有者，在接管史迪威公路汽車運輸處（Stilwell Road Motor Transport Service）之前，他一直是該專案的執行官（executive officer），負責執行龐大的補給計畫並管理這項巨大的工程。戴維斯畢業於密蘇里大學（University of Missouri）土木工程系，在平民生活中是一名建築工程師，他的行政能力得到了充分發揮。

羅伯特・格林（Robert Green）上校（Col.），畢業於伊利諾大學（University of Illinois），曾是（美式足球明星）「紅毛」格蘭吉（Red Grange）的阻擋後衛（blocking back），他與道路規劃者協同工作。格林上校負責道路指揮部（Road Headquarters），他經常待在野外，監督、諮詢並指導那些開闢通往中華民國公路的工兵。

但像利多路（Ledo Road）這樣龐大的工程，並非少數幾人之力所能及。它需要有能力的參謀、戰地指揮官以及成千上萬來自各行各業、各種軍階的白人與有色人種部隊，才能完成這項任務。

羅伯特・A・赫什菲爾德（Robert A. Hirshfield）上校（Col.）長期在前線地區工作，規劃並建造了新平洋（Shingbwiyang）和密支那（Myitkyina）的大型分部（sub-depots），使推進中的戰鬥部隊和後勤部隊（service troops）能隨時獲得補給與裝備。德威特・I・穆勒特（DeWitt I. Mullett）上校（Col.），一個軍需處卡車運輸團（Quartermaster trucking regiment）的指揮官，長期擔任運輸事務的顧問。

唐納德・L・賈勒特（Donald L. Jarrett）中校（Lt. Col.）負責道路維護，他與部下們在可怕的季風期間奮戰，以保持公路暢通。

第一個徒步穿越喜馬拉雅山脈（Himalayas）的美國人是詹姆斯・H・卡米納（James H. Kaminer）少校（Maj.），他率領 16 名部下，為通往中華民國的史迪威公路勘測了一條可能的路線。儘管面臨日軍巡邏隊的持續威脅，且使用的是陳舊和不完整的地圖，卡米納少校和他的隊伍仍成功完成了任務。為了表彰這項工作，該少校及其隊伍被授予銅星勳章（Bronze Star medals）。

自由世界對史迪威公路沿線成千上萬日夜辛勞、勇敢而堅定的部隊欠著一份感激之情。他們比這場戰爭中任何士兵都離家更遠，生活在叢林地帶——其中大部分地區以前從未有文明人涉足。這些人忍受著令人發狂的暴雨、會傳染疾病的水蛭、發燒的危險以及無盡叢林時光的單調。

在世界最長（補給）線的末端，他們忍受著缺乏一切舒適和奢侈品的日子，忍受著孤立，有時，當空投飛機（air-dropping planes）盤旋在偏遠營地上空時，他們必須仰望天空以獲取食物。

駕馭著咆哮的推土機、駕駛著大型貨運卡車、架設通訊線路、搬運和連接油管、維修武器和機動設備、在停滯的叢林溪流中搜尋按蚊（Anopheles mosquito）、飛越崎嶇的山峰、清除頑抗的日軍入侵者、照顧病患與傷兵，以及執行其他成千上萬的任務——這就是史迪威公路的弟兄們所執行的任務，為的是能從陸路重返中華民國，並在日本帝國主義的棺材上再釘上一根釘子。

戰鬥英雄

墳墓是史迪威公路的里程碑。因為這條生命線的代價是用鮮血換來的。美國人、英國人、中華民國人、印度人和克欽人（Kachins）為了使您今天行駛的這條道路成為可能而倒下。他們躺在利多（Ledo）和昆明（Kunming）之間的軍人公墓（military cemeteries）裡；他們獨自長眠於緬甸昏暗叢林小徑旁的墳墓中，以及中國焦灼的山坡上。

當美國工兵於民國31年（1942年）12月接手修建史迪威公路時，成千上萬的日軍精銳部隊（veteran Jap troops）控制著整個緬甸以及中華民國西南部的一部分滇緬公路（Burma Road）。因此，這條通往被圍困的中華民國的新陸路補給線能否成功，不僅取決於最高水準的工程技術，還取決於對阻擋在擬建公路路徑上的敵人，發動一場全面、持續的攻勢。

緬甸戰役（Burma campaign）於民國32年（1943年）12月由中華民國第38師的部隊發起，他們接受了美國的訓練和裝備。第38師沿著史迪威公路快速推進，緊跟著仍在帕特凱山脈（Patkais）作業的領頭推土機，然後切入叢林小徑進入胡康河谷（Hukawng Valley），在尤邦（Yupbang Ga）與佔優勢的日軍交戰。

這場初步的小衝突幾乎釀成災難。第38師被切斷了。他們完全被包圍，面臨被殲滅的危險。然而，增援部隊從利多（Ledo）緊急趕來，解救了被圍困的第38師，並在五天的戰鬥中決定性地擊敗了日軍。

一月，中華民國第22師加入了胡康（Hukawng）的戰鬥，一支由羅斯威爾・布朗（Rothwell Brown）上校（Col.）指揮的中華民國戰車部隊（Chinese tank unit），從利多（Ledo）越過了尚未鋪設碎石（unmetalled）的山路而來。駕駛戰車的是中華民國士兵，他們在幾個月前甚至從未見過火車或汽車。有幾輛戰車在險峻的峽谷邊墜毀。在下陡坡時，戰車被纜繩拴在推土機上，推土機將鏟刀插入路面以充當剎車。

在緬甸茂密的叢林中作戰，被證明是一場又一場爭奪小徑的戰鬥。戰役沿著這些通訊線路的狹窄矛頭推進。鄰近的荒野由佔領這些小徑的部隊所控制。中華民國第38師向孟關（Maingkwan）平原地區的塔巴旺（Tabawng Ga）、恩喬（Nchaw）和卡杜渣（Kaduja Ga）推進。第22師的部隊（Elements of the 22nd）沿著小徑擊潰了日軍先頭部隊（advance Jap units），並向重要的胡康河谷（Hukawng Valley）西部地區——塔羅（Taro）平原推進。

民國33年（1944年）2月9日，法蘭克・D・麥瑞爾（Frank D. Merrill）准將（Brig. Gen.）的麥瑞爾突擊隊（Marauders）離開利多（Ledo），沿史迪威公路踏上征途，成為聲名遠播的叢林戰士，他們在騷擾日軍交通線方面的狡詐與耐力，為緬甸戰役的成功發揮了重大作用。

克欽突擊隊（Kachin Rangers）的組織工作也在民國33年（1944年）初開始。克欽人（Kachins）向來是一個驕傲、獨立的民族，他們對日軍的強烈仇恨，因此在緬甸戰事中得到了很好的利用。克欽人深諳叢林之道，他們擔任斥候（scouts）和嚮導，並深入日軍戰線後方，設置路障並切斷通訊。

然而，在早期艱苦的叢林戰鬥中，美國人對於世界這偏遠角落發生的事所知甚少；他們不知道人們是為了什麼樣的土地在戰鬥與犧牲。當時對緬甸狀況的無知，由美國媒體刊登的報導可得到最好的說明：當中華民國軍隊攻入塔加普（Tagap Ga）——一個僅由少數簡陋竹屋和波紋鐵皮屋組成的土著小聚落時，美國的報紙宣稱：「中華民國軍隊現正在 Taipha Ga 的外圍作戰。」

隨著時間過去，緬甸戰役的進展超前了。瓦魯班（Walawbum）和孟關（Maingkwan）在美中（American-Chinese）聯合作戰下相繼陷落。菲爾・科克蘭（Phil Cochrane）上校（Col.）的第一空中突擊隊（First Air Commandos）和溫蓋特（Wingate）將軍的欽迪特部隊（Chindits）開始在欽敦江（Chindwin）流域的日軍戰線後方發動攻勢。在孟關（Maingkwan）和瓦魯班（Walawbum）之間，布朗（Brown）上校的中華民國戰車部隊在一場激戰中殲滅了 2000 多名日軍，然後使用推土機在叢林中開路，對瓦魯班（Walawbum）發動裝甲突擊。

到了 3 月 15 日，儘管日軍頑強抵抗，其補給基地丁克路（Tingkawk Sakan）仍被攻占；到了 3 月 19 日，詹布山隘（Jambu Bum Pass）已經陷落。詹布山隘（Jambu Bum）是日軍計畫在季風來臨前，所能允許中華民國和美國部隊推進的最大限度，此役使日軍損失了 4000 人。孟拱河谷（Mogaung Valley）上游的堅固據點——夏杜祖（Shadazup）、瓦拉澤（Warazup）和馬拉高（Malakawng），在詹布山隘（Jambu Bum）陷落後迅速被清除。

MEN OF THE ROAD

On March 8, 1942, the invading Jap armies captured Rangoon, closed the last overland supply route to China and surged northward to eventually overrun all of Burma. General Joseph W. Stilwell, lacking the men and equipment to offer suitable resistance, was forced to retreat. It is then that he made his famous statement, "I claim we took a hell of a beating. We got run out of Burma and it's humiliating as hell. I think we ought to find what caused it, go back and retake it."

It was obvious that a new supply artery would have to be opened if America was to carry out her commitments to China. And in order to open a road, the Japs would have to be driven back.

The first step in the plan was formulated in October 1942, when Gen. Stilwell and Lord Wavell (then Gen. Wavell) met and decided the construction of a road from the railhead at Ledo would be an American responsibility. Plans were drawn up hastily and submitted to Stilwell on November 5, 1942. On December 1 the advance contingent of Americans arrived in Ledo and thus was started a project visualized by Uncle Joe Stilwell as the only means of driving the Japs from Burma and re-establishing land communications with blockaded China.

No longer a project, but now a reality, a great measure of the success of the undertaking can be laid to Gen. Stilwell's keen foresight and determination to rectify the humiliation suffered when the cocky Japs swept through Burma and slammed shut the back door to China. Lt. Gen. Dan I. Sultan's work in carrying out to successful completion Uncle Joe's plans and Maj. Gen W.E.R. Covell's organization of Services of Supply in the theater also played an important role in the opening of Stilwell Road.

The early period in the construction of Stilwell Road was fraught with difficulties and reversals. Equipment was short, the drenching monsoons swept away encampments, washed out the new roadbed, buried bulldozers and caused dangerous slides. A large percentage of the engineering company cutting the point was hospitalized with malaria at one time. The project seemed hopelessly stalled.

On October 3, 1943, Col. Lewis A. Pick (now a major general) was flown from the States to assume command of the road-building job. A Virginian by birth, Pick had entered the military service in 1917, served in France during World War I. He had been called from the huge Missouri River Division construction program involving a vast system of flood control.

On his first evening in Ledo - Oct. 16, 1943 - Gen. Pick summoned the key men of his command to a staff meeting. "I've heard the same story all the way from the States," he told them. "It's always the same - the Ledo Road(利多路) can't be built. Too much mud, too much rain, too much malaria. From now on we're forgetting the defeatist attitude. The Ledo Road(利多路) is going to be built, mud, rain and malaria be damned."

A series of bold measures were initiated immediately. Round-the-clock schedules were started. Oil was burned in buckets when the supply of lights gave out. Road Headquarters was moved to the point. It was here that Gen. Stilwell paid his first visit on November 3, 1943. The road has progressed barely 50 miles from Ledo when Stilwell asked Pick when he could have a jeep trail cut through to Shingbwiyang. Sixty miles of the toughest mountain jungle terrain in the world lay between the point of the road and Shingbwiyang.

"I can't build you a jeep trail, but I'll build you a road that will handle truck traffic. Tell me when you want it," Pick said. "Can you get it through by the first of the year?" Stilwell queried. "Yes", was Pick's only answer.

On the morning of December 27, 1943, the lead bulldozer broke the tape at Shingbwiyang in Burma's vast Hukawng Valley, four days ahead of schedule, and a thrilling saga of the war was unfolded. The tenacious, toiling engineers, working unceasingly despite mud, leeches, malaria and treachery of the jungle, had cut 54 miles of road in 57 days. A convoy of 55 trucks carrying Chinese combat troops and equipment followed the lead bulldozer into Shingbwiyang, the first Allied soldiers to enter Northern Burma by vehicle.

In the ensuing months, culminated when he rode into Kunming at the head of the first convoy to China, Pick planned boldly, followed through to swift completion and instituted many far-reaching innovations in his determination to complete the project. He diverted engineers from work on Stilwell Road to clear a combat road through the jungle; he had depots set up to supply troops in the forward areas, and his engineers built air strips to enable us to gain control of the skies over Burma.

A plan was worked out with the Air Force to co-ordinate and administer air supply for greater efficiency and increased tonnage. Under this pooling arrangement in June 1944, air lift tonnage was increased more than 100 percent in 30 days above Air Force estimates.

From the beginning, Pick surrounded himself with able, hard-hitting officers and men. Col. Charles S. Davis, holder of the Legion of Merit and executive officer of the project until he assumed command of the Stilwell Road Motor Transport Service, carried out the sweeping plans for supply, and administered the huge undertaking. A graduate of the University of Missouri as a civil engineer, Davis was a construction engineer in civilian life, and his executive ability was utilized to the fullest.

Col. Robert Green, University of Illinois graduate and former blocking back for Red Grange, worked in conjunction with the road planners. Col. Green in charge of Road Headquarters, was in the field constantly, supervising, consulting and advising the engineers who cut the highway to China.

But the building of so vast a project as the Ledo Road(利多路) was not the work of only a few. It required able staff officers, field commanders and thousands of troops, white and colored, of every rank and from every walk of life to complete the task.

Col. Robert A. Hirshfield, constantly working in the forward areas, planned and built the huge sub-depots at Shingbwiyang and Myitkyina, enabling the advancing combat and service troops to have supplies and equipment on hand at all times. Col. DeWitt I. Mullett, commanding officer of a Quartermaster trucking regiment was long an adviser in transportation matters.

Lt. Col. Donald L. Jarrett was in charge of road maintenance and, with his men, battled to keep the highway open during the dread monsoon periods.

First American to march over the Himalayas was Maj. James H. Kaminer who, with 16 men, surveyed a possible route for Stilwell Road to China. Although in constant danger of Jap patrols and working with old and incomplete maps, Maj. Kaminer and his party completed their mission successfully. For carrying out this job, the major and his party were awarded Bronze Star medals.

To the thousands of brave and determined troops along Stilwell Road who toiled day and night the world of freedom owes a debt of gratitude. Farther from home than any soldiers in this war, living in jungle country much of which never before had been penetrated by civilized people, these men suffered the hardships of maddening rains, infecting leeches, danger from fevers and the monotony of endless jungle hours.

At the end of the world's longest line, they felt the lack of all comforts and luxuries, endured the isolation and, at times, had to look to the skies for food as air-dropping planes circled over remote encampments.

Wrestling with snorting bulldozers, wheeling big cargo trucks, erecting communications lines, carrying and coupling fuel pipe, repairing arms and motorized equipment, hunting out the Anopheles mosquito in stagnant jungle streams, flying across the jutting mountain peaks, routing out the dug-in Jap invaders, caring for the sick and wounded, and performing the thousands of other tasks entailed, was the assignment that the men of Stilwell Road carried out so that China could be re-entered by land and another nail driven in the coffin of Japan's imperialistic aims.

MEN OF COMBAT

Graves are the milestones of Stilwell Road. For the price of this lifeline has been exacted in blood. Americans, British, Chinese, Indians and Kachins have fallen in making possible the road upon which you drive today. They lie in military cemeteries between Ledo and Kunming; they lie alone in graves beside Burma's dim jungle trails and on the sear mountainsides of China.

When American engineers took over the building of the Stilwell Road in December 1942, thousands of veteran Jap troops controlled all of Burma and a portion of the Burma Road in southwestern China. Thus the success of the new overland supply route to the beleaguered Chinese was dependant not only on the highest degree of engineering skill but on a full-scale, sustained offensive against an enemy who blocked the path of the proposed highway.

The Burma campaign was launched in December 1943 by troops of the Chinese 38th Division, American-trained and equipped. The 38th marched up Stilwell Road as fast as the lead bulldozer, which was still working in the Patkais, then cut down jungle trails to the Hukawng Valley where they engaged superior Jap forces at Yupbang Ga.

This initial skirmish almost proved disastrous. The 38th was cut off. Surrounded completely, the division faced annihilation. Reinforcements were rushed up from Ledo, however, and relieved the besieged 38th, defeating the Japs decisively in a five-day battle.

In January the Chinese 22nd Division joined in the battle of the Hukawng and a Chinese tank unit, under the command of Col. Rothwell Brown, came over the unmetalled mountain road from Ledo. The tanks were driven by Chinese soldiers who, a few months before, had never seen a train or an automobile. A few tanks were lost over the sides of precipitous gorges. Descending steep portions of the road, the tanks were lashed by cable to bulldozers which dug their blades into the surface of the road to act as brakes.

Fighting in Burma's matted jungles proved to be a succession of battles for trails. The campaign moved along the narrow spearheads of these lines of communications. The adjacent wilderness was controlled by the troops in possession of these trails. The Chinese 38th moved on to Tabawng Ga, Nchaw and Kaduja Ga, in the Maingkwan Plain sector. Elements of the 22nd rolled up advance Jap units along the trails and moved toward the Taro Plain, western area of the vital Hukawng Valley.

On Feb. 9 ,1944, Brig. Gen. Frank D. Merrill's Marauders left Ledo on their march up Stilwell Road to fames as jungle fighters whose cunning and stamina in harassing Jap lines of communication played a big part in the success of the Burma campaign.

Organization of the Kachin Rangers also began early in 1944. Intense hatred for the Japs by the Kachins, who always have been a proud, independent people, was thus utilized to good advantage in the Burma warfare. Wise in the way of the jungle, the Kachins acted as scouts and guides and worked far behind the Jap lines, establishing road blocks and severing communications.

But through the early days of bitter jungle fighting, Americans had little conception of what was going on in this far corner of the world; they had no idea of the type of country men were fighting and dying for. The ignorance of conditions in Burma is best illustrated by stories carried in the American press when the Chinese fought their way into Tagap Ga, a tiny native settlement consisting of a handful of ramshackle bamboo and corrugated iron dwellings. As Chinese troops entered the village, newspapers in the United States proclaimed "Chinese army now fighting in the outskirts of Taipha Ga."

As the months passed, the Burma campaign progressed ahead of schedule. Walawbum and Maingkwan fell to the combined American-Chinese operations. Col. Phil Cochrane's First Air Commandos and Gen. Wingate's Chindits started offensives far behind the Jap lines in the Chindwin country. Between Maingkwan and Walawbum Col. Brown's Chinese tank forces killed more than 2000 Japs in a ferocious engagement, then used bulldozers to cut a road through the jungle for an armored assault on Walawbum.

By March 15, the Jap supply base of Tingkawk Sakan was taken despite bitter resistance and by March 19 Jambu Bum Pass had fallen. Jambu Bum, which was the maximum point of penetration the Japs had planned to permit the Chinese and American forces to make before the monsoon, cost the Japs 4000 killed. Shadazup, Warazup, and Malakawng, strongpoints in the Upper Mogaung Valley, were quickly liquidated after the fall of Jambu Bum.

但隨著盟軍部隊在緬甸北部荒野的攻勢漸猛，日軍亦發動反擊，向英帕爾（Imphal）和阿薩姆（Assam）推進，威脅要切斷利多（Ledo）與加爾各答（Calcutta）之間的交通線，並從後方包抄我們在緬甸的軍隊。英國第14集團軍在美國戰鬥機和運輸機的協助下，於英帕爾平原（Imphal Plain）投入戰鬥，阻止了日軍征服印度的痴心妄想。並且，由於來自加爾各答（Calcutta）的鐵路補給線威脅迫在眉睫，美軍鐵路部隊（GI railroaders）帶著步槍和卡賓槍執行日常工作，而中華民國第30師的部隊以及美國軍需處（Quartermaster）和**軍械（Ordnance）**人員則在迪格博伊（Digboi）到查布亞（Chabua）並向南延伸的鐵路線上巡邏。

民國33年（1944年）4月27日，由麥瑞爾突擊隊（Marauders）和中華民國部隊組成的兩支兵力，展開了「老喬」（Uncle Joe）的「密支那（Myitkyina）賭局」。這次對日軍伊洛瓦底江（Irrawaddy River）堡壘的側翼攻擊，要求部隊在抵達密支那（Myitkyina）簡易機場（air strip）前，必須攀登 7000 英尺（約 2134 公尺）高的 Nam Hykit 山隘，並在鮮為人知的叢林小徑上強行軍 20 天。這支遠征部隊在 Naura Hyaket 山隘遭遇了一小股日軍，隨後在 Ritpong 殲滅了一支日軍守備部隊。到了（民國33年）5月16日，特遣隊抵達 Namkwin 河，並在隔天發動突襲，趁日軍措手不及時，攻佔了密支那（Myitkyina）簡易機場和渡口。

簡易機場落入我方手中後，工程設備、補給和增援部隊——主要由史迪威公路（Stilwell Road）的工兵組成——透過運輸機和滑翔機空運而來。中華民國部隊攻佔了密支那（Myitkyina）火車站，但隨著日軍緊急調派增援，他們（中華民國部隊）被趕了出來，退至該據點以西 800 碼（約 732 公尺）的陣地。

密支那（Myitkyina）之戰陷入了一場艱苦的圍城戰。麥瑞爾突擊隊（Marauders）因營養不良、疾病和疲勞而戰力衰弱，於五月底由兩個史迪威公路（Stilwell Road）工兵單位和步兵補充兵員接替換防。中華民國第14師部隊和中華民國第22師砲兵被空運進來。英國高射砲（ack-ack）砲組也抵達了。但日軍仍憑藉著設置在地下深達 30 英尺（約 9.1 公尺）的混凝土和沙包碉堡（pillboxes）網絡頑強抵抗。

美國工兵（American engineers）在簡易機場上工作時遭受了傷亡。戰鬥機飛行員、空運指揮部（ATC）和戰鬥運輸（Combat Cargo）的機組人員，每一次在這條粗糙、狹窄的跑道上起降，都是在冒著生命危険。儘管發生了無數次墜機事故（crack-ups），但物資和人員仍以前所未有的數量持續抵達。戰鬥開始幾天後，西格雷夫（Seagrave）上校的醫院單位在機場邊緣開始運作。西格雷夫的外科醫生們（Seagrave's surgeons）深陷泥濘，暴露在砲彈碎片和狙擊火力下，他們在緬甸護士撐著的雨傘下工作。架高在包裝箱上的擔架（Litters）充當著手術台。傷兵在接受了緊急外科治療後，被空運到後方地區的醫院。

隨著密支那（Myitkyina）的圍城戰持續到六月，中華民國第38師的部隊儘管面臨淹沒了孟拱河（Mogaung River）流域沼澤地帶的季風暴雨，仍攻佔了卡盟（Kamaing），並沿著旱季公路（dry weather road）從瓦拉澤（Warazup）向鐵路城鎮孟拱（Mogaung）推進。六月底，英國第77旅的部隊（elements of the British 77th Brigade）在中華民國第38師部隊的支援下，攻佔了孟拱（Mogaung）。

But as the combined Allied offensive gathered momentum in the wilderness of North Burma, the Japs countered with a drive toward Imphal and Assam which threatened to sever communications between Ledo and Calcutta and pinch our Burma armies off from the rear. The British 14th Army aided by American combat and cargo planes, went into action on the Imphal Plain and stemmed the Japs' abortive dreams of conquest of India. And, with the threat to the rail supply line from Calcutta imminent, GI railroaders went about their daily job armed with rifles and carbines while Chinese 30th Division troops and American Quartermaster and Ordnance men patrolled the rail line from Digboi to Chabua and southward.

On April 27 two forces, composed of Marauders and Chinese, started out on Uncle Joe's "Myitkyina Gamble." This outflanking attack on the Japs' Irrawaddy River fortress required scaling the 7000-ft Nam Hykit Pass and a 20 day forced march over little-known jungle trails before the troops reached the Myitkyina air strip. The expedition encountered a party of Japs at Naura Hyaket Pass and later annihilated a Jap garrison at Ritpong. By May 16, the task force reached Namkwin River and the following day they took the Myitkyina air strip and ferry in an assault which caught the Japs napping.

With the air strip in our hands, engineering equipment, supplies and reinforcements made up mainly of Stilwell Road engineers - were flown in by transport and glider. Chinese troops took Myitkyina railroad station, but were driven out to positions 800 yards west of that strong point as the Japs rushed in reinforcements.

The battle for Myitkyina settled down into a bitter siege. The Marauders, weakened by malnutrition, disease, and fatigue, were relieved late in May by two Stilwell Road Engineer units and infantry replacements. Chinese 14th Division troops and Chinese 22nd Division artillery were flown in. British ack-ack crews arrived. But still the Japs resisted stubbornly from a network of concrete and sandbag pillboxes set as far as 30 feet underground.

American engineers suffered casualties as they worked on the air strip. Fighter pilots, ATC and Combat Cargo crews risked their lives every time they took off or landed on the rough, narrow strip. There were numerous crack-ups but still cargo and men continued to arrive in unprecedented quantities. Col. Seagraves's hospital unit opened for business on the edge of the airfield a few days after the battle began. Mired in mud and sprayed by shrapnel and sniper fire, Seagrave's surgeons worked under umbrellas held by Burmese nurses. Litters elevated on packing cases served as operating tables. Casualties were flown to hospitals in the rear areas after emergency surgical treatment has been administered.

As the siege of Myitkyina continued into June, troops of the Chinese 38th Division, despite torrential monsoon rains which inundated the swampy Mogaung River country, captured Kamaing and moved on down the dry weather road from Warazup toward the railroad town of Mogaung. Late in June, elements of the British 77th Brigade, bolstered by Chinese 38th Division troops, captured Mogaung.

七月期間，盤據孟拱河谷（Mogaung Valley）的日軍精銳第18師殘部被清除，密支那（Myitkyina）與孟拱（Mogaung）之間的臨時鐵路終點開通了由吉普車驅動的鐵路運輸。民國33年（1944年）7月26日，一支由從印度空運返回戰場的老兵所增援的新麥瑞爾突擊隊（Marauders），向密支那（Myitkyina）北部的 Sitapur 發動進攻，突破了日軍防線，直抵伊洛瓦底江（Irrawaddy），從而完成了對敵人的包圍。（民國33年）8月3日下午，密支那（Myitkyina）陷落，結束了長達79天的圍城戰。

密支那（Myitkyina）的陷落，擊潰了日軍緬北防禦計畫的核心。（民國33年）9月，由 F.W. 費斯汀（F.W. Festing）少將指揮的英國第36師，沿著仰光－曼德勒－密支那鐵路走廊（Rangoon-Mandalay-Myitkyina Railway Corridor）向孟拱（Mogaung）以南推進。通往曼德勒（Mandalay）路上的日軍據點——莫罕（Mohnyin）、平博（Pinbaw）、和平（Hopin）、Mawlu、Pinwe、因多（Indaw）、卡薩（Katha）——被一一攻克。美國補給部隊為英軍的推進提供後勤支援，並得到一個美軍鐵路營（GI railway operating battalion）的協助。該營在戰鬥期間已進駐密支那（Myitkyina），修復了在戰鬥中受損的鐵路車輛，並在修補了那些曾被日軍當作碉堡（pillboxes）使用的火車頭後，於9月前恢復了常規鐵路運輸。

在英國第36師沿著鐵路走廊推進的同時，中華民國陸軍第38師作為中華民國陸軍第一軍（Chinese First Army）的先鋒，發動了以八莫（Bhamo）為目標的攻勢。中華民國陸軍第六軍（Chinese Sixth Army）迅速攻下八莫（Bhamo）以西的 Schwegugals 和瑞古（Schwegu）。（民國33年）12月15日，經過28天的圍困，八莫（Bhamo）陷落。這座緬甸第三大城市，在無情的砲火和轟炸下化為瓦礫，被我方攻佔。

During July remnants of the crack Jap 18th Division, which had infested the Mogaung Valley, were disposed of and jeep-powered railroad service between temporary railheads outside Myitkyina and Mogaung was instituted. On July 26 a force of new Marauders, strengthened by veterans who had been flown back into battle from India, launched a drive on Sitapur, north of Myitkyina, and broke through Jap defenses to the Irrawaddy, thus completing encirclement of the enemy. On the afternoon of August 3, Myitkyina fell, ending a 79-day siege.

The fall of Myitkyina broke the back of the Japs' defense plans for North Burma. In September, the British 36th Division, commanded by Maj. Gen. F.W. Festing, moved south of Mogaung on the Rangoon-Mandalay-Myitkyina Railway Corridor. Jap strongpoints on the road to Mandalay - Mohnyin, Pinbaw, Hopin, Mawlu, Pinwe, Indaw, Katha - were overcome one by one. American supply troops serviced the British drive, aided by a GI railway operating battalion which had moved into Myitkyina during the battle, repaired rolling stock damaged during the battle and got the regular railway service into operation by September after patching up locomotives which had been used by the Japs as pillboxes.

As the British 36th advanced down the railway corridor, The Chinese 38th Division spearheaded the Chinese First Army in an offensive aimed at Bhamo(八莫). The Chinese Sixth Army struck swiftly through Schwegugals and Schwegu, west of Bhamo(八莫). On December 15, after a 28-day siege, Bhamo(八莫) fell and the third largest city of Burma, reduced to rubble by merciless artillery fire and bombing, was ours.

到了民國34年（1945年）3月中旬，從英帕爾（Imphal）橫掃緬甸中部的英國第14集團軍，已攻佔緬甸第二大城曼德勒（Mandalay），隨後堅決地向南推進，收復了仰光（Rangoon），實質上結束了緬甸的戰役。

與此同時，為了配合緬甸戰役，史迪威（Stilwell）將軍制定了計畫，要將日軍從他們佔領的滇緬公路（Burma Road）路段——即雲南（Yunnan）省西部薩爾溫江（Salween River，即怒江）到臘戍（Lashio）的路段——擊退。這些計畫在民國33年（1944年）5月11日付諸行動，中華民國遠征軍（Chinese Expeditionary Force）在法蘭克・ Dorn（Frank Dorn）准將指揮的美國Y部隊作戰參謀團（American Y-Forces Operation Staff）的戰術、戰略協助與補給支援下，跨過了薩爾溫江（怒江），展開了一條 130 英里（約 209 公里）長的戰線。

在薩爾溫江（怒江）戰役的頭三個月，中華民國部隊在世界最高的戰場——**12,000 英尺（約 3658 公尺）**高的高黎貢山脈（Kaoli Mountain Range）——規復了超過 150 個聚居點，並收復了 10,000 平方英里（約 25,900 平方公里）的領土。到了七月，強大的中華民國部隊正圍攻著日軍在騰衝（Tengehung）、平戛（Pingka）和松山（Sungshan Mountain）的守軍。

松山（Sungshan）於**（民國33年）9月7日被中華民國部隊攻克，騰衝（Tengehung）和平戛（Pingka）也於不久後被收復。（民國33年）6月10日**，部隊攻入了龍陵（Lungling）圍城，但日軍於 6月17日奪回了該城。（民國33年）11月3日，該城最終被中華民國部隊佔領。

隨著龍陵（Lungling）的陷落，中華民國遠征軍（Chinese Expeditionary Force）迅速向南推進。（民國33年）6月，部隊已在芒市（Mangshih）這座開放城鎮的南北兩側，於滇緬公路（Burma Road）上設置了路障；從龍陵（Lungling）南下的部隊於 11月20日攻佔了該鎮。

越過芒市（Mangshih）後，中華民國部隊在畹町（Wanting）貧瘠的山區遭遇了日軍的瘋狂抵抗。然而，敵人還是被緩慢逼退，中華民國部隊於**（民國34年）1月初進入畹町（Wanting）。日軍再次重組並奪回了該鎮，但一週後，身穿藍色制服的中華民國遠征軍**（C.E.F.）士兵重新進入了這個邊境聚落，並將傷亡慘重的日軍守敵（decimated Jap defenders）沿著滇緬公路（Burma Road）擊退，越過了利多路（Ledo Road）與滇緬公路（Burma Roads）交會點的芒友（Mong yu）。

在薩爾溫江（怒江）戰役的最後幾週，中華民國駐印軍（Chinese Armies of India）從八莫（Bhamo）轉向東進，開始清除那個伊洛瓦底江（Irrawaddy River）港口與畹町（Wanting）之間 163 英里（約 262 公里）長的路段。同時，由約翰・P・威利（John P. Willey）准將指揮的美國火星特遣隊（Mars Task Force）投入行動，向滇緬公路（Burma Road）的終點站臘戍（Lashio）進軍。

緬甸北部的日軍已全線潰退。南坎（Namkham）陷落。民國34年（1945年）1月10日，Y部隊（Y-Force）和中華民國駐印軍（Chinese Armies in India）在撣族（Shan）村莊孟卯（Meng Mao）會師。部隊迅速掃蕩殘敵，於 1月22日攻佔木姐（Mu-Se），並於 1月27日肅清了史迪威公路（Stilwell Road）的最後路段——滇緬－利多路（Burma-Ledo Road）交會點的芒友（Mong Yu）於當日陷落。隔天，（民國34年）1月28日，三年來第一支陸路車隊駛往中華民國，車隊在距離前線不到一英里（約 1.6 公里）處通過，於畹町（Wanting）進入中華民國國土，從利多（Ledo）開往昆明（Kunming）。

與此同時，火星特遣隊（Mars Task Force）的單位已在所有日軍向臘戍（Lashio）撤退的逃跑路線上設立了路障。鮮少有日軍活著逃出緬甸北部。（民國34年）3月初，火星特遣隊（Mars Task Force）的官兵和中華民國部隊攻佔了臘戍（Lashio），完全控制了滇緬公路（Burma Road）。史迪威（Stilwell）的總體戰略得以實現——確保一條通往中華民國陸路通道的任務，已告完成。

By mid-March of 1945, the British 14th Army, driving across Central Burma from Imphal, had taken Mandalay, Burma's second largest city, and then drove relentlessly south to recapture Rangoon, thus virtually ending the campaign in Burma.

Meanwhile, in collaboration with the Burma campaign, Gen. Stilwell formulated plans to drive the Japs back from the portion of the Burma Road which they occupied from the Salween River in western Yunnan Province to Lashio. The plans were translated into action on May 11, 1944, when the Chinese Expeditionary Force, with tactical and strategic assistance and supplies furnished by the American Y-Forces Operation Staff, under the command of Brig. Gen. Frank Dorn, crossed the Salween on a 130-mile front.

During the first three months of the Salween campaign on the world's highest battlefield - the 12,000-ft. Kaoli Mountain Range - the Chinese liberated more than 150 populated places and regained 10,000 square miles of territory. By July, strong Chinese forces were besieging Jap garrisons at Tengehung, Pingka and Sungshan Mountain.

Sungshan fell to the Chinese September 7 and Tengehung and Pingka were liberated shortly afterward. Troops fought their way into the walled city of Lungling on June 10, but the Japs recaptured the city June 17. It was finally occupied by the Chinese on November 3.

With the fall of Lungling, the Chinese Expeditionary Force(中國遠征軍) pushed rapidly southward. Road blocks had been thrown across the Burma Road, both north and south of the open town of Mangshih, in June, and troops advancing south from Lungling took the town on November 20.

Beyond Mangshih, the Chinese encountered fanatical Jap resistance in the barren Wanting hill country. The enemy was forced back slowly, however, and the Chinese entered Wanting early in January. Again, the Japs regrouped and took the town back, but a week later the blue-uniformed soldiers of the C.E.F.(中國遠征軍) re-entered the border settlement and pushed the decimated Jap defenders down the Burma Road past Mong yu(芒友), junction of the Ledo and Burma Roads.

During the closing weeks of the Salween campaign, the Chinese Armies of India wheeled to the east from Bhamo(八莫) and began clearing the 163-mile stretch of road between that Irrawaddy River port and Wanting. And the American Mars Task Force under the command of Brig. Gen. John P. Willey, went into action, marching against the Burma Road terminus of Lashio.

The Jap army of northern Burma was in full retreat. Namkham fell. On Jan. 10, 1945, the Y-Force and Chinese Armies in India linked up at the Shan village of Meng Mao. Mopping up swiftly, the troops took Mu-Se on January 22 and cleared the last section of Stilwell Road on January 27, when the Burma-Ledo Road(利多路) junction of Mong Yu(芒友) fell. The following day, January 28, the first overland convoy to China in three years, passed within one mile of the front lines to cross onto Chinese soil at Wanting, on its way to Kunming from Ledo.

Units of the Mars Task Force meanwhile had established road blocks on all escape routes for the Japs retreating toward Lashio. Few Japs lived to escape from North Burma. Early in March, men of the Mars Task Force and Chinese troops captured Lashio, gaining complete control of the Burma Road. Stilwell's over-all strategy was realized - the securing of a land route to China was complete.

本刊物由 C.M. 布坎南（C.M. Buchanan）上士（S/Sgt.）與約翰・R・麥克道爾（John R. McDowell）中士（Sgt.）策劃及撰寫。

版面設計、插圖及地圖由悉尼・科特勒（Sydney Kotler）下士（Cpl.）負責。

所有照片由第164通信攝影連（164th Signal Photo Company）官兵拍攝。

This publication was planned and written by S/Sgt. C.M. Buchanan and Sgt. John R. McDowell.

Layout, illustrations and map by Cpl. Sydney Kotler.

All photographs by men of the 164th Signal Photo Company.

https://blackwater.tw/14v23

STILWELL ROAD, STORY OF THE LEDO LIFELINE, DEDICATED TO THE OFFICERS AND MEN WHO GAVE THEIR LIVES THAT THIS PROJECT BE ACCOMPLISHED.1945

中印公路（史迪威公路）—利多命脈的故事；獻給為完成這項計畫而殉職的官兵與百姓，民國34年（主曆1945年）《Black Water Museum Collections | 黑水博物館館藏》

談資 史密斯・道利斯（Smith Dawless）中士 作

「孟買的印度門， 真的像傳說中那麼美嗎？」

「那麼，你總該看過焚屍台（burning ghat）、 苦行僧（Fakirs）、繩索戲法之類的吧..」

「你當然見過泰姬瑪哈陵吧， 那最美的建築。」

「你今年春天剛回來，走了兩年。 難道你什麼東西都沒看見？」

CONVERSATION PIECE BY SGT. SMITH DAWLESS

Is the Gateway to India at Bombay, Really as beautiful as they say?

Well, surely you saw a burning ghat, Fakirs, rope-tricks, and all of that..

Of course you found the Taj Mahal, The loveliest building of them all.

You've been gone two years this spring. Didn't you see a single thing?

緒言

INTRODUCTION

史迪威公路路線

ROUTE OF THE STILWELL ROAD

史迪威公路里程碑

STILWELL ROAD MILESTONES

歷史、宗教與風俗

歷史

人民與風俗

HISTORY, RELIGION & CUSTOMS

HISTORY

PEOPLES AND CUSTOMS

宗教

RELIGIONS

叢林筆記

JUNGLE NOTES

道路的修建

未知的叢林

戰鬥障礙

橋樑與伐木

通信、醫護、軍需、油管

滇緬公路工兵

BUILDING OF THE ROAD

UNCHARTED JUNGLE -

COMBAT OBSTACLE -

EARTH MOVED, DRAINAGE -

MUD, GRAVEL -

BRIDGES, LOGGING -

SIGNALS, MEDICS, QUARTERMASTER, PIPE LINE -

BURMA ROAD ENGINEERS -

築路英雄

戰鬥英雄

MEN OF THE ROAD

MEN OF COMBAT

留言

談資史密斯・道利斯（Smith Dawless）中士作

「孟買的印度門，真的像傳說中那麼美嗎？」

「那麼，你總該看過焚屍台（burning ghat）、苦行僧（Fakirs）、繩索戲法之類的吧..」

「你當然見過泰姬瑪哈陵吧，那最美的建築。」

「你今年春天剛回來，走了兩年。難道你什麼東西都沒看見？」