High Explosive Bomb at Harvey Gardens

A Canning Town Evacuee — Part 3

Starting Work

Having returned from being an evacuee, on my 14th birthday I started work for a firm called A. Bedwell & Sons who supplied grocery and provisions, delivering to grocery shops around London, Essex and some parts of Kent.

The firm no longer exists as the end of the war saw delivering to shops become outdated with big warehouses springing up who sold to shopkeepers willing to pay for goods as they wanted them in bulk.

I started as a van boy and when I was seventeen, I was officially allowed to drive a one ton van all by myself, and took another van boy on our delivery through Blackwall Tunnel, up the big hill to Blackheath and via Kidbrooke to Crystal Palace, then back via Lydenham and through Blackwall Tunnel again. Quite a nice day’s work, safe and sound. I really enjoyed myself and have never looked back.

We also had to pick up a load from various wharfs, another warehouse and some firms, at the same time looking out for any chance of getting things that were on ration. The war never ended until I was seventeen years old and rationing didn’t cease completely until about 1952, although as time passed things got easier and easier.

One of the vans I drove was an old model T type Ford with large back wheels and the body on top of the chassis, which made it heavy. It was hard to control in wet weather, the engine was so ‘clapped out’ it couldn’t climb a hill to save its life and it used half a gallon of oil every day which used to come out of the radiator cap with hot water, making an awful mess.

Going to one shop in Potters Bar we would fill the van right up to the maximum weight and at a big, long, steep hill we would try to get at least half way where there was a gate that allowed us to turn around and reverse the rest of the way up until just before the top where we turned around in a field and continued to the top facing the right way but smoking and steaming.

We kept complaining about the van and after about three months it would not start, so the garage mechanic said he would take it off the road and strip it down. The next day he called me in the garage to see the state of the engine. The van was eighteen years old so I expected the worst but was still amazed. The inside of the piston bore was red rust and oval instead of round and the valves were burnt so much that the round bit at the top of the valve was half the width they should be. He reckoned the engine had been running on fresh air for years.

He told the boss it would cost more to repair than to buy a new one, which was reluctantly agreed to and so he bought a smaller van which is similar to today’s transit.

The new van climbed the hill in Potters Bar first time, but on the way back I skidded it in the rain and finished side ways in a ditch which I managed to get towed out for a couple of quid. Luckily there was no damage apart from some paint scratches, which the mechanic sorted out for me for a drink. Nobody was any the wiser - I hope!

Another day I was driving a long wheelbase Bedford lorry in Leytonstone and the steering snapped, I hit the kerb and finished in someone’s front garden, lucky again! All this in my first year as a driver, mishap after mishap.

There was another time while I was driving to Romford in monsoon conditions at about ten in the morning, I got as far as The Dukes Head pub in Barking when I saw a trolley bus at a stop on the opposite side of the road and an army three ton lorry coming along behind it to overtake. The army lorry stopped beside the bus leaving me nowhere to go except between the army lorry and a lamp post which I did, but the top of the body and sides of my truck jammed between the lamp post and army lorry with the rest including me continuing down the road for twenty yards. To make matters worse all the goods were now exposed to the elements. It was like a scene from a Laurel and Hardy movie!

Fortunately for me a police car behind the army lorry stopped and the officer told the army driver to stay put, then guided me back under the van’s body. We borrowed some rope from a nearby garage and tied down the body to the floor. After ticking off the army driver for being so stupid he escorted me back to my firm near the Abbey Arms in Plaistow. Another one I got away with!

While I was a van boy and still only sixteen, (you couldn’t legally drive until seventeen) my driver decided to teach me how to drive the van. He put a blindfold on me and made me feel the gears, levers, clutch and gas. Then he revved the engine so I could hear the sound of the engine and feel the clutch ‘bite’, and drove so I would know by the sound of the engine when to change gear. Soon he taught me to drive the van for real on the quiet back roads and eventually let me on the open road.

Every Tuesday while he was courting, he would pick up his girlfriend from work and take her home where he went in for a bit of nookie. I had to wait in the van before we carried on with our deliveries. Her mother always used to make me apple pie and custard, which I ate in the van while waiting. Once he had taught me to drive, he let me take the van on my own (age sixteen) to continue deliveries while he had his nookie.

During Christmas 1945, my mate who was my driver got married to his girlfriend. She lived in Gidea Park, Romford and worked at Romford Steam Laundry (where Romford Police Station is now). The wedding was a big feast and drink up, which lasted right up to the New Year. His dad bought a forty gallon barrel of beer from the Slaters Arms and we pushed it home to his house, where we took his back fence down so we could get it in the garden and lift it on to a stand he had made so we could get the beer easier.

His dad said “nobody goes home until all the grub and beer has all gone”, so we stuffed ourselves silly with all the drivers eating 30lb of cheese, 4 x 7lb of spam, 10lb of butter, a big bag of spuds, many loaves of bread, 10lb of bacon, three dozen eggs, 4lb of tea, a case of evaporated milk and a big bar of Ships chocolate used for making drinks.

I got home on New Year’s Day at teatime stinking like a polecat with a week’s growth of hair on my face. I really enjoyed myself.

Starting back at work I found two new Morris Commercial three-ton lorries and I got one after we all tossed up coins to see who would get them. Lucky me, it was a lovely lorry to drive, pretty fast as well.

Coming back from Chatham the police would chase us every week for speeding, but could not catch us because we were having a cuppa in a wayside café when they caught up with us. Mind you the police in those days had 200cc motorbikes. It was not until later that they had much faster bikes like 500cc Nortons and Triumphs.

It was not long after this incident that I had to go to a South London wharf in Tooley Street to pick up five tons of sultanas. Coming up to Tower Bridge, the bridge was up, so I crept up on the outside of the queue of traffic. In those days there were still a lot of horse and carts around so it was a crawl over the bridge.

Just as I got over the bridge on the east side I saw an old motor coach come out of Royal Mint Street onto Tower Bridge. There was an obelisk there dividing the road for southbound traffic but you could go either side. I stopped dead so the coach could get by and a horse and cart came up on my near side. The coach kept coming and I could see that it was going to hit us if it didn’t pull over a bit, so I told my van boy to quickly get under the dashboard and curl up.

Unfortunately the coach did hit us, right in the radiator and the bonnet flew off into the River Thames. Our engine came back into the cab, the gearbox came up through the floor and five tons of sultanas went all over the cab. Both doors caved in trapping me in the cab right against the steering wheel and the offside front lamp of the coach came through the nearside windscreen, frightening my van boy because he could not move.

Somebody called the police, fire brigade and ambulance. Fortunately they managed to get my van boy out in minutes, but I was stuck for about forty minutes until they cut the steering wheel in half and forced the door out.

Imagine my surprise when I was pulled out, I never even had a scratch. My saviour was a leather belt I wore to keep my trousers up and an old army belt I used to wear around my boiler suit. The steering wheel went flat where it hit my belt and saved me from any injury.

When I got to hospital they could not believe that I didn’t even have a bruise. I was so lucky.

The coach driver had more room than me to get by and needless to say, he was charged for driving without due care and attention.

These are just a few of my memories of WW2. I hope you enjoy them. I am certainly enjoying reading all the stories from other people.

I now live in Devon.

The attached Police Report was obtained from the London Fire Brigade records with their permission. No action was taken of the rescue. It was considered to be the thing to do as a professional fireman.

COPY Police Office,
Royal Albert Dock.
10th March 1941
To — The Chief Police Officer.

Sir,
IMMERSION — M.Korn
I beg to report that on the 9th March 1941 at about 8.30p.m. at No. 1 Warehouse, Royal Victoria Dock, Morris Korn, age 33, an A.F.S.Fireman No.2888 West Ham Fire Brigade, attached to No.23 Fire Station near Vernons Gate, was about to step on to the barge “FROME” to assist in extinguishing a fire caused by an incendiary bomb, when he missed his footing and fell into the dock water between the barge and the quay. Fireman Frappell who was on the barge heard a splash, and on looking round, found that Korn was missing. He jumped back on to the quay, looked over the edge and saw Korn in the water. He shouted “Man overboard”, and, lying flat on the ground, reached down and held Korn’s hand. Fireman Fisher, who was in charge of the appliance on the quay lay down beside Frappell and held Korn’s other hand. Together, both men tried to pull him from the water but were unsuccessful. A rope was then lowered and Korn held on to this. Once agtain an attempt was made to pull him from the water but without success. By this time Korn was becoming exhausted and told the others that he could hold on no longer. Frappell then asked for a line to be tied round him. This was done by Fisher and he was lowered into the water beside Korn. Another lione was lowered and this was tied round Korn’s shoulders by Frappell. With Frappell pushing from below, and Fireman and P.L.A.Fire Spotters pulling from the quay Korn was hauled from the water.
Both men were taken to No.23 Fire Station, rubbed down and wrapped in blankets. Frappell had fully recovered by the following morning, but although Korn said that he was not too bad he still seems a little shaky. There were six barges moored at this spot, three to the end of the barge “Frome” end to end, and liable to move in the wind. Korn admitted to me that if Frappell had not entered the water and tied the line to him he would have gone under and probably drowned. The rope dropped into the water had slipped through his hands and had almost reached the end when the other line was secured round his shoulder. Frappell is rather a stout man; his age is 45, and the lines used were the life lines that Firemen carry as part of their equipment, not much thicker than cord.
The thinness of the lines made it difficult to pull the men from the water and certainly appeared a little frail to hold a man of Frappell’s bulk. The water was some feet below the quay edge. A N.N.Easterly wind was blowing at the time which might have blown the barges towards the quay and so jammed the men between barge and quay. Both Firemen were fully dressed and were wearing rubber boots; these filled with water and weighted the men down. There is little doubt that Frappell saved Korn’s life.
An intensive air raid was in progress, incendiary bombs had been dropped and there was every likelihood of H.Es following. So, although Frappell had the line round him, if the barges had moved towards the quay, or bombs dropped near causing Fisher to Release his hold on the line, he would have been in a precarious position.
He said he is a fair swimmer but has not been in the water for some years.
I respectfully suggest that the action of Frappell be brought to the notice of the West Ham Fire Brigade for the commendation he so richly deserves.

I give below statements taken by me.

MORRIS KORN AGE 33 A.F.S Fireman No. 2888, West Ham Fire
Brigade, attached to No.23 Station, states;-

“About 8.30pm 9th March 1941 I was taking a hose from the quayside of No.1 Shed, to a barge on which an incendiary bomb was burning, when I missed my footing and fell into the water between the barge and the quay. Then one of my mates leaned over the quay and held my hand, and tried to pull me out. He could not do this and lowered me a rope. I could not pull myself up the rope and became exhausted.
Fireman Frappell was lowered on a rope and assisted me to the quay. If he had not come to my help when he did I should have gone under again. I feel reasonably well this morning.”
sgd. M.Korn.

CHARLES FRAPPELL age 45, A Fireman No.122, West Ham Fire Brigade attached to No.23 Station states;-

“About 8.30p.m. 9th March 1941 I was standing on a barge (The “Frome” owned by Whitehairs) extinguishing an incendiary bomb when I heard a splash and on looking round found that Korn, who should have been following me on to the barge, had disappeared. I shouted “Help — man overboard”.
I jumped onto the quay and saw him come to the surface of the water between the barge and the quay. I lay on the quayside and put my hand over the edge and he grabbed it. Then Fireman Fisher came up and did the same as me. Each of us holding a hand. We tried to pull him out but were unsuccessful. He then said he could hold on no longer. I asked for a line to be put round me and was lowered into the water beside Korn. Then another line was lowered and I tied this under his arm and helped to push him up while the others pulled him out. I am a fair swimmer but have not been in the water for some years. I feel none the worse for the immersion”.
sgd. C.Frappell
CHARLES FISHER No.088. Fireman in charge No.23 Station, West Ham Fire Brigade states;-

“About 8.30p.m. 9th March 1941, I was in charge of the appliance attending the fire on the barge “Frome” at No.1. Shed, Royal Victoria Dock. I heard a shout of “man overboard” from Fireman Frappell and went to the quay edge and saw Frappell lying on his stomach holding the hand of Korn, who was in the water, between the barge and the quay. I also lay down and held Korn’s other hand and together we tried to pull him out. This we could not do and a rope was lowered to him. He held this and we made another attempt to pull him out, again we could not. Korn then said he could hold no longer and a line was tied round Frappell and he was lowered into the water beside him. Another line was lowered and this Frappell tied round Korn’s shoulder and with Frappell pushing and myself and other firemen together with some P.D.A. men who had arrived, we got Korn out. Both men were taken to this Station, given a rub down and wrapped in blankets. They were fully dressed in full uniform and rubber boots. In my opinion if Frappell had not gone in korn would have drowned.
Sgd. C.Fisher

A.H.Smith.
Inspector.

Sir,
The above Police report on a very praiseworthy act by a member of the West Ham Fire Brigade is forwarded with the suggestion that Frappell’s action be brought to the notice of the Chief Officer of his Brigade.
(signed) F.Hall.
Divisional Inspector.
10.3.41

I used to love working over the Easter Weekend even though it meant extra hours of overtime and no day off for two weeks or longer. Very few employers gave their workers a paid holiday every year but London Transport did. Of course, like everything else, it was done at each garage or depot on a rota basis and the less fortunate among us had to take our holiday outside the summer months. The holiday rota stretched from 1st March to 31st October and we all volunteered to do rest day working throughout that period to cover duties of those on holiday. Provided the services were kept running, the authorities were very lenient, especially if a husband arrived home on leave and the girl’s holiday was still months away. Either her holiday would be swapped with someone due to start the following week or a call would go out for volunteers so the week’s holiday would be covered, day by day, with rest day workers. The girls would invariably put a cross alongside their name on this list to signify that they would do the duty without pay and several of the men conductors would do so too, although the extra pay of time and a half for rest day working was a very great sacrifice for those among them with families to keep. Of course, we all knew that the same would be done for us if the occasion arose but, even so, it was really a great deal of comradeship that bound us all together. I only wish the same spirit prevailed today - regrettably it does not.

Unfortunately the lighter evenings encouraged people to go further afield for their evening drinks too. Instead of slipping round to their local and staggering home at closing time they would take a tram ride or travel a short distance from pup to pup along the road until they found themselves miles from home. Then I would have to memorise where each of them was going and shake them awake or stop them in mid-song when we reached their destination. Some were so drunk it is a wonder they ever made it and my heart would be in my mouth when I saw them half climb and half fall off the platform and lurch through the traffic. Of course, there wasn’t the mass of cars on the road as there is now, petrol was strictly rationed for business journeys and only the well to do could afford cars anyway. But, even so, alighting from a tram in the middle of the road in the blackout always involved some element of risk. To enable us to be more easily seen by other traffic we had a broad band of white shiny material (similar to plastic) above the wrist on the left arm of our jackets and overcoats which could be wiped clean with a damp cloth. The whiteness gradually turned to yellow as the months went by till we wore white again after our yearly renewal of uniform.

The crews would sit in the canteen on meal breaks and swap stories involving drunken passengers - some amusing, some pathetic and others not pleasant at all. I still remember a few of my own. One dark night, along the Old Kent Road we were hailed by a young sailor who, somewhat dismayed to find he was talking to a woman conductor, asked if I would mind him bringing his mate along. He explained that they both had to get to Woolwich and from there a train to Chatham where they were due to join their ship at 7.30 a.m. “I’m afraid my mate is a bit under the weather,” he said, “but we’ll be in dead trouble if we don’t catch that train. I’ll look after him, Miss; I promise he won’t be any trouble if you will take us to Woolwich.” Well, with my Bill in the Navy I always had a soft spot for sailors but “under the weather”! - his mate was so drunk he was almost in a coma, propped up against the wall of a pub, dead to the world. They both had fully packed four-foot long kit bags with them and a small suitcase each too. So we loaded the luggage on first and I took it under the stairs so they didn’t have to buy luggage tickets (no string!). My driver came round to find the reason for the delay and he must have felt sympathetic to the Fighting Forces too because he leant a hand, between us, we managed to carry the unconscious sailor into the lower deck where we laid him out on the long seat. Regaining consciousness for a few seconds he opened his eyes, said, “Goodnight, Mum,” and lapsed into oblivion again. I dissolved into a fit of giggles - he was about ten years older than me anyway - and his young mate broke into a torrent of apologies - he was only about nineteen years old himself and a teetotaller into the bargain and so scared they would both be turned off again if his mate upset anyone. Of course, we had lots of passengers between the Old Kent Road and Woolwich but everyone understood and sympathised with the two blokes on last night of their leave, going out to sea the next day to face the elements - to say nothing of the German U-boats. When we reached Woolwich half a dozen passengers got out of their seats to assist the sailors and luggage off the tram and safely on to the pavement. Two chaps volunteered to help with the source of all the action (now slumped at a foot of a lamppost with an angelic smile on his face). They had both taken tickets to Plumstead but assured me they could take a later tram or even walk home if necessary after seeing the two sailors safely on their train. I waved them good-bye with many thanks and hoped another lovely crowd would do the same for Bill should the occasion arise!

Another drunken sailor provided an episode which was not so amusing - to put it mildly. To begin with, he insisted on trying to go upstairs - a manoeuvre I judged to be unwise - if not impossible in his state. After several stumbles, lurches and not a few strong words he finally made it to the top deck with me in close attendance behind in case he should fall backwards. I sighed with relief when he collapsed on a seat and I returned to the platform. We were running late, having stopped for a while in an air raid and the driver was really pushing it along. So down the empty road we rattled, swaying and lurching as usual till we reached Woolwich Ferry where I had to swing the pole and fasten it down while we took up the plough. As I regained the platform I heard a shout from the window over the platform and I looked up - and the sailor was sick all over my face and head. Now the smell of vomit is nauseous enough under normal circumstances but when a man has been drinking both beer and spirits, and it is literally right under your nose - it is indescribable. It was in my eyes and hair and dripping down on to my shoulders and all down the front and sleeves of my tunic. I dashed round to my driver nearly crying and he tried to wipe away most of the foul stuff with an enormous red and white spotted handkerchief, but it was obvious I couldn’t face the passengers or continue my duty in that state. So he told me to climb up onto the driver’s platform while he went round to ask all passengers to alight and wait for the next tram. When we explained the reason the passengers went up and dragged the sailor off the tram, telling him just what they thought in no uncertain terms.

Then away we went, down the road, non-stop to Charlton works where all the trams were serviced. There was a hurried consultation with the Chief Engineer and I was escorted into the washroom. I was on entirely male territory here as no women were employed at Charlton, so the engineer and my driver posted a man on the door to keep everyone else out. Then they helped me off with my tunic and set to with a sponge to clean the worst off while I washed my hair. They went outside while I took off my blouse and washed it and wrapped myself in a clean overall several sizes too large. While I was escorted into their canteen my tunic and blouse went off to be dried in the boiler room and, two cups of tea later, I returned to the tram fully dressed and clean and dry again. We had to make out a full report when we reached the Depot and I was told to bring in my uniform the following day (we always had two uniforms every year). Within three days it had been replaced, but I imagined I could still smell it for ages afterwards.

That little sliding window over the platform was the only one that a passenger could open or shut himself - the rest were all wound down or up with a turning handle kept in the locker, so if someone asked for a window be opened, everyone on that side of the tram had to be consulted, as they all opened or closed together. Our passengers must be a very tolerant crowd because I don’t remember anyone objecting when I asked.

The only other story I remembered telling didn’t involve a drunk at all. We were cruising along near the Elephant and Castle one summer evening when a man dashed out of a side street just short of a request stop and ran into the road, waving to the driver who pulled up for him. As he swung on to the tram the passenger shouted, “Ring her off, mate - quick!” The reason for his state of panic soon hove into sight around the corner; a really tiny middle-aged woman in a flowered apron and man’s cap and brandishing the biggest rolling pin I’d ever seen. I had rung the tram off by then and the expression on her face, at seeing the tram pull away with her man safely on board, was really comical - she stood there, rolling pin in one hand and the other arm shaking a clenched fist till we drifted out of sight. Well, I’d seen dozens of cartoons depicting the angry wife greeting her drunken husband with a rolling pin at the ready behind the front door - but never met a woman who chased him out with one! What did he get on his return I wonder?

Another time my driver and I provided an inspector with a good story to laugh over and it came about like this. One quiet night we were cruising along with no passengers on board, my driver on this night was a jolly sort of chap whom I had worked with several times before, and he slid open the connecting door to enquire if we had anyone on board. “No - we’re as dead as a doornail,” I replied - the usual expression when referring to an empty vehicle. “How would you fancy learning how to drive?” said he. Would I - wild horses wouldn’t have stopped me - so I ran through to the front platform to receive my first - and last - lesson on driving on a tram.

Now the tram driver stands behind the control box four feet high and controls the tram with an iron lever, somewhat resembling a spanner, which is always called a “key”. This key fits around a nut on top of the box a turned through a series of notches, each notch bringing more power and thus increasing the speed of the tram. To pull up and stop, the key turns back through the notches until all power is cut off and a brake engaged and finally a handbrake is applied by turning a big wheel alongside the box. Driving a tram is as simple as that - no steering - no gears - a child could operate it. I stood there, proud as Punch, bringing a tram to a halt at every stop, becoming quite proficient in bringing it nicely in line - with the platform outside the stop - and then gliding off again - so that when we reached some traffic lights the driver even let me pull up - wait and pull away again entirely unaided while he lit a cigarette. We were some yards beyond the lights when a voice behind us remarked, “Not bad, gel - we’ll make a driver of you yet.” At least I had the sense to bring the tram to a halt, while the driver gasped and threw the cigarette over the side, then we both turned to find a Road Inspector standing behind us.

Just in case it had escaped our notice, the Inspector totted up our list of crimes while busy writing on his board: No 1 The connecting door was unlocked - No 2 The back platform was unattended on an empty vehicle - No 3 The driver was not at the controls - No 4 The driver was not in possession of the key - No 5 The conductor was driving without a licence No 6 The driver was smoking on duty and No 7 We were now (looking at his watch) four minutes late. Points Nos. 1,2 and 7 merited nothing more than a severe reprimand but Noose 3 & 4 were serious crimes and Nos. 5 & 6 were not only breaking company rules but were police offences too. We were really in trouble and no mistake. But it must have been our lucky day because, after a telling-off which lasted several minutes and left me feeling about three inches tall, the inspector showed me the board which he had been writing on while detailing our various crimes. On it he had written “Tram Correct” and told me to sign it - bound us both to secrecy and told us that if it ever happened again he would be down on us like a ton of bricks. Then he pulled a packet of fags from his pocket and gave us one each! “Just got back from hospital,” he said, “Our first and it’s a boy - after fifteen years wed!” So it was his lucky day too! He jumped my tram several times after that and neither of us ever mentioned the night his first child was born and I drove the tram. That boy must be thirty-five years old now, although that makes me very ancient indeed.

A few years ago I recorded several conversations with my parents about their lives. My mother was the daughter of a stevedore who worked at Surrey Docks. She was 16 when war was declared, and she spent the war years in Deptford, London, with her father and sisters. She is now aged 81. What follows is her account of her experiences during the war, which I transcribed from the tapes.

Daisy's War

When the blitz started when we were living in a terraced house in Greenfield St. in Deptford, and we had to have an Anderson Shelter built in the garden. The workmen brought it and they dug the hole and installed the shelter. Half of it was above the ground, but the floor was about four feet below ground. They fitted some benches, which were most uncomfortable, and water seeped in from the ground making it soaking wet most of the time, but we slept down there nearly every night throughout the blitz in 1940-41. At one time we didn’t even wait for the air raid sirens to go off because the raids were nearly every night.

There were an awful lot of houses damaged, and many of those that were not flattened had to be demolished because they were unsafe. When we went up the high street in the morning after a raid there were plenty of shops that had been hit and the big factory where they made parts for fire engines, was destroyed. The Surrey Docks were not far away, and one night they were badly hit. We could see the sky all red from the fires. My brother, Stan, had a friend who was in the auxiliary fire brigade and he got killed that night on the docks. It was very sad - his mother had already lost her other two sons and her husband to tuberculosis. On Blackheath, outside Greenwich Park gates, there used to be a huge hollow where the fair was set up every bank holiday. During the war they filled it right up with the rubble of the buildings that were destroyed, and now that part of the heath is flat.

Most of the raids were after dark. We didn’t always go down the shelters, but it was so tiring if the air raid warning went in the night. We three girls slept in one room downstairs. I was always on the end and I had to go tearing up the stairs to wake my father up and tell him that the alarm had gone, because he was deaf and didn’t hear the siren. Then we’d all go down the shelter. It was horrible to be woken like that night after night, and really tiring. We had a dog at the time and he soon learned what the sirens meant. For daytime raids, as soon as the back door was opened he ran out to be the first one down, and at night he slept there. Sometimes he took his bone down and woke us up gnawing away at it. Then we’d kick him to make him leave the bone alone.

The worst period was during the blitz, which lasted for 6 or 9 months overall. As the Battle of Britain went on the RAF knocked a lot of the bombers out of the sky, and then things were a bit better. On Blackheath there was a huge anti-aircraft gun called Big Bertha, which used to belt out at night, with batteries of searchlights trying to pick out the bombers. The searchlights all over the sky at night were spectacular to watch, until the sirens went: then we ducked down into the shelter. My father was usually the last one down, as he was deaf and stayed outside looking up at the sky, oblivious to the shrapnel falling all around and hitting the shelter roof. We had to shout at him to come down in case he got a lump of it on his head. I suppose quite a few people must have got killed with shrapnel.

The Air Raid Wardens were very hot on lights, and we dared not have even a streak of light showing through the curtains. Even outside there were no lights: patrolling wardens would shout “Put that fag out” if we so much as struck a match. We were allowed to use torches, but we had to be sure they were directed towards the ground. When we went out it was pitch black at night, all the lights were off and you had to have a torch in the winter.

Despite the bombing and the blackout we still went out in the evening during the war. We went up the West End sometimes on the Underground, where people spent the night if they had no air raid shelter. I first saw “Gone with the Wind" in the West End. If the air raid sirens went off while we were in the cinema the film just carried on -we never left. Strangely enough we weren’t frightened; maybe a bit wary, but not really frightened. Sometimes you could hear the bombs going off outside, but after a while we ignored it, more or less. We had guns from the cowboys going off inside and bombs going off on the outside. A lot of people got killed that way, especially in night clubs, by not leaving during the air raids.

If we were caught in the street during a raid, it was a different matter – we ran for the nearest shelter. We always ran for cover if we were outside. In Deptford High Street there was a bomb shelter under a big shop- Burton’s, a clothing shop. Everyone out in the High Street when the sirens went off ran for that, and stayed down there until the “all clear” sounded. Most of the raids were at night, and in the morning on the way to work we could see what the bombs had done . The did a lot of damage - knocked down buildings, shops and everything, but Burton’s was never knocked down. There were some American troops in the area and they used to help with clearing up the bomb damage. By the time the war ended most streets around Deptford and Lewisham had buildings missing where the bombs had landed. It was amazing really that we came through it all. I’ve heard it said that the people who stayed at home suffered worse that the men who were in the army in some areas. The civilians took the brunt of it all.

Towards the end of the war my Aunt Martha moved to Adolphus Street, and there was an empty house next door and this one had 3 bedrooms. So we packed up our stuff and moved next. Although the war was coming to an end, there were still air raids and the Germans also sent over the “V” weapons, doodlebugs, mostly during the day. There were no warning sirens for those: the buzz would get louder overhead the bombs could be seen going through the air with a flame coming out of the end. The only time we were wary was when the noise stopped . Then we ducked for cover, because when the engine stopped the bomb was going to come down.

Once in Adolphus Street, when I was 19 or 20, I was sitting at home with my father when there was an almighty bang. I got down on the floor and my father got down on top of me to cover me up and we stayed there for a little while. When we got up the windows were all gone and the ceiling was down. There had been a land mine - they used to come down on parachutes - at the bottom of the street and 22 people were killed that night . All the houses round about had lost windows and some had their doors blown off. All our bedroom and living room windows went . We went to see what had happened after the “All Clear” sounded: it was dreadful to see the bodies lined up in the street waiting for the ambulances to take them away. We got off lightly by comparison: we were given dockets to get our sheets and curtains replaced and because the war was still on they came round and boarded over the windows. We had no daylight in the house for a while, until we could get the glass replaced.

Rationing
I wish I’d kept a ration book. We were rationed to an ounce or two of cheese a week, there was a sweet ration, and a meat ration. It was impossible to buy an egg during the war. I don’t know why- there were plenty of new laid eggs in the shops before the war, and the hens must still have been laying, so I suppose the eggs went to the troops. The rest of us bought egg powder which was mixed with a bit of pepper and salt and milk, and whisked in the frying pan like an omelette. Bread and potatoes weren’t rationed, but everything else was. Almost everything we bought, including clothing, we had to give up coupons, and there were dockets to allow replacement of bedclothes and other things destroyed in the raids. The only new furniture that was made was ”Utility” furniture, which was well made of good wood, but of a very plain and economical design. The manufacturers were not allowed to make anything else. Rationing continued for a long time, even after the war was over. In fact rationing of a few things lasted into the 1950’s.

This story was submitted to the People's War site by Jenny Christian of the 2nd Air Division Memorial Library in conjunction with BBC Radio Norfolk on behalf of Frank L Scott and has been added to the site with his permission. The author fully understands the site's terms and conditions.

Part one

I was eighteen, going on nineteen, when the storm clouds of war started to gather. Life was good ; a happy home, loving and devoted parents and family, sound job prospects and a variety of interesting hobbies and out-door pursuits. All this adding up to an enjoyable and hopefully peaceful future. Life was indeed worth living!

My dreams were shattered on that morning in early September 1939 when the sirens sounded throughout the land warning 'Englanders' of an immediate air attack when the suspected might of the German Luftwaffe would rain down upon us.

Most people that could, and were able, ran for cover long before the mournful wail of the penetrating sound of the air-raid sirens had faded away.

My family consisting of Mother and Father, two sisters, three younger brothers and an elderly Grandfather took to our heels and made for the conveniently placed 'Anderson' shelter dug into the back garden. I can't remember the exact measurements of that particular type, but I do know that to house nine adults for any length of time, as it eventually did for several months to come, has to be experienced to be believed. Not only was it very uncomfortable in such a confined space but there was always a fear of the unknown horrors of bombing raids.

Within the shelter, there was the cheerful chatter to keep up our spirits but outside there was an uncanny silence which was broken some time later by the ALL CLEAR signal. A sound we got to love and hear. Nothing happened that particular day and we remained unscathed.

The sound of that very first warning at about 11 o'clock on Sunday 3rd September 1939 will long remain in the memories of many folk, the elderly and not so young, and was a discord we all learnt to live with and to rejoice endlessly to the welcome sound of the ALL CLEAR.

This situation continued for many months with warnings of imminent raids which came to nothing. So began the 'phoney war' as it became to be known. Because of the continuous interruptions caused daily when enemy aircraft were unable to penetrate the air defences, spotters were placed on rooftops of factories, offices, power stations etc., to warn workers only when there were signs of impending danger.

Unfortunately, this was rather short lived and many large towns and cities suffered badly when the German High Command decided to step up and concentrate on a more devastating and annihilating blow, in particular to the civilian population.

My personal experience of this period of time was when taking a girlfriend to a cinema in Elephant and Castle area of London and to be informed by the Manager of the cinema that a heavy bombing raid was taking place in the dock area of the East End. Not that that had much significance to a couple in the back row, who continued there until the bombing got worse and the Manager informed those remaining that the cinema was about to close.

Most people that were able to went underground that evening and it wasn't until the ALL CLEAR sounded in the early morning at daylight that they came out again and went about their business.

Living not far from this area, my first thoughts were for my family and I wished to check on their welfare as soon as possible. Because of the ferocity of the raid, there was much local damage and fires were raging everywhere, accounting for endless lengths of firemans' hosepipes to be trampled over in search of public transport which, by that time, was non-existent. Having escorted my girlfriend home which, unfortunately, was in the opposite direction to the one I would have wished to get me home quickly, but eventually I made it and found them safe and sound. A block of flats nearby had taken a direct hit during the raid.

This signalled the beginning of endless night after night bombing raids on London and 'Wailing Willie' would sound without fail at dusk about the time that mother would be putting the finishing touches to the picnic basket that the family trundled to the garden air-raid shelter. Not too often, but some nights for a change of scenery, or further company, we would go to a communal shelter but must admit that we all felt most secure at 'ours'.

So, life went on, come what may, raids or no raids. All went of to work the next morning trusting and hoping that our work place would still be there. Battered or not, running repairs would be performed and it would be 'business as usual'.

My father, being in the newspaper distribution trade and a night worker would clamber out of the shelter in the early hours but would return occasionally during the night to see that all was well. He would also drop in the morning papers which were often read beneath the glow of the searchlight beams raking the darkened sky in search of enemy aircraft. An additional item on one particular raid was when a nearby gasometer near the Oval cricket ground was hit and a whole cascade of aluminium flakes came drifting down in the light of the search light beams.

Being in 'Civvy Street' at that time, and in what was considered a reserved occupation with a company of manufacturing chemists, my only contact with the war and ongoing battles in various theatres of war was through the press. It was not until that little brown envelope appropriately marked O.H.M.S. fell through the letter-box did my involvement with the military begin.

"You will report" it began, and so I did to the local Labour exchange when it set the ball rolling with regard to medicals, which arm of the service, date of call up etc. I also remember that my company deducted my pay that day. Something I never forgave them for and therefore had no wish to rejoin them on release from the forces.

Came the day, or rather it very nearly didn't! One of the most frightening and devastating attacks on London came that night. The railway station that I had to report to for transport to camp had been put out of action and I can remember clearly seeing passenger carriages hanging onto the roads from railway bridges. Plan 'B' was immediately put into operation and road transport was made available to take us "rookies" to the next station down the line.

The Military Training Camp on the borders of Salisbury Plain became home for the next six weeks when one went through all the motions of becoming a fighting soldier, with discipline and turn-out being the Order of the Day. Whatever one says about Training Sergeants I think our Squad must have struck lucky because we decided to have a whip round and buy him a parting gift before our leaving camp and being drafted to a searchlight mob. Thus ended basic training in the Royal Artillery.

The next venue was over the border; a searchlight training camp on the West coast of Scotland. Within a very short time and very little action, boredom set in and a Regimental office notice calling for volunteers for Airborne Divisions prompted a few of my mates and I to put our names forward. Knowing the outcome of some of their eventual encounters in later battles I am thankful now that an earlier posting took me to a newly formed Heavy Anti-Aircraft Regiment of which I am justly proud.

Whilst serving with a searchlight Battery Headquarters in Suffolk, apart from the usual flak and hostile fire being an every day occurrence, Cupid's dart took a hand when the A.T.S. became part of the Establishment and a cute little red-head arrived on site. A war-time romance followed but a further posting from that unit took me to another part of the country. As the saying goes "Love will find a way" and it did for we kept in touch until distance and timing took its toll. That was over 50 years ago and through a twist of fate, a news item that appeared in a national newspaper put us in touch again.

My Regiment, the 165 H.A.A. Regt. R.A. with the fully mobile 3.7in gun had many different locations during the build up to D Day but it was fortunate enough to complete its full mobilisation for overseas service in a pleasant area on the outskirts of London. This suited me fine as it was but a short train journey to my home and providing there was no call to duty I would take the opportunity of going A.W.O.L. and dropping in on my folks for a chat and a pint at the local. However, I always made a point of getting back in time for reveille and no one was the wiser. It was also decided about that time that every man in the Regiment should be able to drive a vehicle before proceeding overseas so that was another means of getting up town for a period of time.

Inevitably all good things come to an end and we received our "Marching Orders" to proceed in convoy to the London Docks. The weather at that time was worsening putting all the best laid plans 'on hold'. Although restrictions as regards personnel movements were pretty tight some local leave was allowed. It would have been possible for me to see my folks just once more before heading into the unknown but having said my farewells earlier felt I just couldn't go through that again.

Part Two

With the enormous numbers of vehicles and military equipment arriving in the marshalling area and a continuous downpour of rain it wasn't long before we were living in a sea of mud and getting a foretaste of things to come.

To idle away the hours whilst awaiting to hear the shout "WE GO", time was spent playing cards (for the last remaining bits of English currency), much idle gossip, and I would suspect thinking about those we were leaving behind. God knows when, or if, we would be seeing them again. By now this island we were about to leave, with its incessant Luftwaffe bombing raids and the arrival of the 'Flying Bomb', had by now become a 'front line' and it was good to be thinking that we were now going to do something about it !!

All preparations were made for the 'off'. Pay Parade and an issue of 200 French francs (invasion style), and then to 'Fall In' again for an issue of the 24hr ration pack (army style), vomit bags and a Mae West (American style). Just time to write a quick farewell letter home before boarding a troopship.

Very soon it was 'anchors away' and I think I must have dozed off about that point for I awoke to find we were hugging the English coast and were about to change course off the Isle of Wight where we joined the great armada of ships of all shapes and sizes.

It wasn't too long before the coastline of the French coast became visible, although I did keep looking over my shoulder for the last glimpse of my homeland. The whole sea-scape by now being filled with an endless procession of vessels carrying their cargos of fighting men, the artillery, tanks, plus all the other essentials to feed the hungry war machine.

The exact role of my particular arm of the Royal Artillery was for the Ack-Ack protection of air-fields and consisted of Headquarters and three Batteries, each Battery having two Troops of four 3.7in guns, totalling some 24 guns in all. This role was to change dramatically as we were soon to discover. In the Order of Battle we would not therefore be called into action until a foothold had been successfully gained and position firmly held in NORMANDY.

The first night at sea was spent laying just off the coast at Arromanches (Gold Beach) where some enemy air activity was experienced and a ship moored alongside unfortunately got a H.E. bomb in its hold. Orders came through to disembark and unloading continued until darkness fell. An exercise that had no doubt been overlooked and therefore not covered during previous years of intensive training was actually climbing down the side of a high-sided troopship in order to get aboard, in my case, and American LCT.

This accomplished safely, with every possible chance of falling between both vessels tossing in a heaving sea, there followed a warm "Welcome Aboard" from a young cheerful freshfaced, gum chewing, cigar smoking Yank. I believe I sensed the smell of coffee and do'nuts!!

Making sure that the assigned vehicle for my entry into Normandy and beyond was loaded aboard I settled down, anticipating WHAT, but surveying the panoramic view as we approached the sandy shore by now littered with the remains of the earlier major onslaught.

Undoubtedly one couldn't have been too aware of the incoming and outgoing tides as the water was far too deep at the beach-head and found it necessary to cruise around until late into the evening before it was decided to make for the shore come what may!! By then it was time to join the other members of the regiment's advance party in the Humber staff car which included driver, a radio operator, the C.O. and Adjutant.

Following the dropping of the anchor, the loading ramp was immediately lowered to the accompaniment of the sound of the engines breaking into life. I think at that point the two officers became aware that we were still in 'deep water' for they decided to climb onto to roof of the 'Z' vehicle as it proceeded down the ramp. In spite of seeing the sea water gradually climbing half way up the windscreen the O.Rs feet remained reasonably dry and we made the shore with the aid of the four-wheel drive.

At the first peaceful opportunity it was essential to shed the vehicle of its waterproofing materials and extend the exhaust pipe. The canvas parts of this exercise I decided to keep, as I thought that they would be useful (time permitting) for lining ones fox-hole, which I later found to be ideal.

My ancient tatty looking 1944 diary informs me that I slept in a field and awoke at 05.30hrs to a glorious sunny day, that I washed in a stream,sampled my 24hr ration pack, saw my first dead jerry and that General De Gaulle passed the Assembly Point.

I must admit that without the aid of my diary that I managed to keep throughout the war (something that I could have been very severely reprimanded for had it been known at the time) and the treasured letters that my Mother retained until her dying day, I could not possibly remember all the most intimate details of my soldiering days.

Returning to those early entries, whilst enjoying the pleasure of a quick splash in a neighbouring stream I became aware of some girlish giggling in the adjoining bushes and felt that this was an early indication that the natives were friendly.

We proceeded inland, the Sappers having done their stuff and prepared safe lanes amid endless rows of tape with the deathly skull and crossbones indicating ACHTUNG MINEN, it was decided to set up Regimental H.Q. in the area of Beny-sur-mer.

During a check halt en route I noticed that a small area of corn a few yards into a vast cornfield had been disturbed. Taking a chance and feeling inquisitive I decided to investigate. And there it was the ENEMY, but proved not to be too much of a problem. How long he had been there I do not know. He was lying on his back, his feet heavily bandaged no doubt through endless marching, his Jack Boots placed beside his body. I also notice hurriedly that his ring finger was missing? Someone's Son, someone's Father, someone's brother, someone's liebe; what a ghastly business war is !!

It occurred to me that all my observations of German manhood from the then current movies and other sources gave one the impression that they were a somewhat super human race; six foot tall, blonde and blue-eyed. That is what the Fuhrer had aspired to no doubt but I was rather taken aback to see the first column of German prisoners passing by, some short, fat, bald, spectacled etc. etc. a straggly pathetic bunch, tired, weary but some still with that aggressive look in their eyes, some glad that at least the war and the fighting were over for them.

Several moves to different locations were made in the ensuing weeks, also being 2nd Army troops, we were at the beck and call of any Corps or AGRA needing support and CAEN had to be taken at all cost.

Being on H.Q. staff one of my 'in the field' roles was to travel with the Staff car into the forward areas and reconnoitre sites prior to the deployment of the heavy artillery. Here I would remain until the last of the units had passed through that check-point with the expectation of being picked up sometime later when the whole procedure would continue again with a type of leap-frogging action.

Following days of constant heavy shelling and later to watch a 1000 bomber raid from the outskirts of that well defended town of Caen it finally fell. Having dug ourselves in and around an orchard in the Giberville area, east of Caen, some late evening mortar fire sadly killed our Second-in-Command (Major Finch) when the shell struck an apple tree under which the officers were playing a game of cards. Here again my diary notes "heavily shelled at 22.00hrs. 2nd i/c killed, Lt. Quartermaster, Padre and Signals Officer wounded." The following day we buried the 2nd i/c and felt the terrific loss to the Regiment. Several years later through the very good services of the War Graves Commission I was able to trace and eventually visit his grave lying in peace in Bayeux cemetery.

Passing through the ruined and by now almost deserted corridor in Caen I stopped to retrieve a slightly charred but intact wall plate bearing the towns name from the still burning rubble. Somehow it had survived the crushing bombardment and would now protect it as a war souvenir. This memento I eventually carried through France, Belgium into Holland and on to the borders of Germany. Here I was lucky in a draw for U.K. leave and returned home to family bringing the wall plate for safe keeping where it continued to survive the continuing London blitz.

Sadly several years later, and happily married, my wife during a dusting session knocked it from its focal point and it broke into several pieces. I could have wept, remembering its passage through time but my good sense of humour saw the funny side of it all. Having put it together again it does have the appearance of having 'been through the wars' but still has a place of honour on my kitchen wall. Have thought over the years that I should perhaps return it to its rightful owner, but just where does one start?

Returning to the ongoing war in Europe it appeared that things were going as well as could be expected on all fronts. There were occasions when having dug a comfortable hole in the ground word would come through "we're moving again". There were no complaints as such if it was felt it brought the end of hostilities a little closer. It became a bit tough when this could happen sometimes three times in one day and with the approach of winter the earth was getting harder all the time.

It was comforting, however, to hear that the Germans were retreating down the Vire-flers road. Again my old diary reveals the path taken by the Regiment from landing in Normandy through the Altegamme on the North bank of the river Elbe, Hamburg. It gives dates and places and highlights the fact that we were forever crossing borders e.g. France into Belgium, Belgium into Holland, Holland back into Belgium, Belgium into Holland, Holland into Germany where we remained.

Its mobility can perhaps be made clearer in an extract from the Regtl. Citation which quotes
"The unit has been deployed almost continuously in the forward areas, and the Headquarters and Batteries have frequently been under shell and mortar fire. During this time the Regiment has not only fought in an A.A. role but has been detailed to other tasks not normally the lot of an A.A. unit. These have included frequent employment in a medium artillery role, action in an anti-tank screen, and the hasty organisation of A.A. personnel into infantry sub-units to repel enemy counter-attacks. All tasks have met with conspicuous success. The unit has responded speedily, cheerfully and efficiently to every demand made on it. The unit is one where morale is very high indeed and which can confidently be given any task".

Following the distinctive role played during the N.W. Europe campaign the Regiment was awarded a Battle Honour and its Commanding Officer a D.S.O.

Depending on the impending battle plan the various Batteries would be assigned to individual tasks i.e.

275/165 Bty u/c Gds. Armd. Div. for grd. shooting.
198/165 Bty deployed in A.A. role def. conc. area.
317/165 Bty deployed in Anti-tank role.

All tasks having been successfully completed would again move as a Regiment under command Guards Armoured Division to support a new attack.

A day to be remembered was the arrival of bread after some 40 days without. I think it only amounted to one slice per man but what a relief after nibbling on hard biscuits for so long. The men to be pitied were those with dentures who automatically soaked it in their tea or cocoa (gunfire) before consuming.

Another welcome treat was the arrival of the mobile bath and clothing unit in late August '44. It was about that time that I heard a steam whistle indicating that the railroad was back in action.

When the situation allowed a truck would take a party of men to the nearest B and C Unit which consisted of a couple of large marquee tents adjoining. In one you would completely disrobe and proceed along duck-boards to the shower area. Having enjoyed this primitive delight and dried off you would then gather vest, pants, shirt and sox then queue to be sized up by the detailed attendant in charge, to be issued with hopefully something appropriate to ones stature. It didn't always work to ones liking and caused much amusement in the changing tent where swaps occasionally took place.

The unit did however serve its purpose at the time but things became more pleasant when one could retain their own gear and could sometimes get it attended to by a local admirer.

Four moves in as many days took us into Brussels where we were given a rousing reception. Our vehicles were clambered onto from all directions by the thronging crowd, showering us with hugs and kisses, flowers, and a very brief moment to sample a glass or two or wine. No time to stop, unfortunately, and soon to depart with a small recce party en route for Nijmegan. By now things were getting slightly uncomfortable having been attacked from the air during a night in the woods and the main body of the Regiment attacked in the corridor at Veghel.

Here our guns were deployed in an Anti/tank role, field role and CB role. Several troops were provided for attack to recapture the village of Apenhoff. A tiger tank was engaged by one gun and very successful CB and concentrations fired on enemy gun areas and infantry. It was thought that casualties sustained were justified as the attack resulted in the capture of 76 prisoners, one anti-tank gun and a considerable number of enemy dead, mostly to the West of the village where most of our men finished up and where a certain amount of mortar fire was brought down upon them.

The following day the main body of the Regiment arrived in Nijmegan and were deployed in an Ack-Ack role, minus one Troop still in MTB role. It was recorded at the time that on several occasions the guns had been deployed further forward than any other guns in the Second Army and in the case of the bridge over the Escaut Canal at Overpelt it was considered that the fire provided was one of the chief factors in the bridge being captured intact.

It was during a return to Belgium for a break just before Christmas 1944 that we had the good fortune to be billeted for a few days with a wonderful family consisting of Mother and Father, six daughters and two sons. The childrens' ages ranging between possibly eighteen and three. It was the time of celebrating St. Nicholas and homely pleasures had long been forgotten as regards a roof overhead, surrounding walls, and to mix with warm and friendly people. The chance to sit at a dining table on a firm and comfortable chair, food on a plate instead of a dirty old mess-tin were simple things to be appreciated beyond words and all were saddened when it was time to return into the line.

A returning Don, R would often bring little notes written in understandable English but as the lines of communication lengthened so contact diminished.

Some 40 years later, prior to a visit to The Netherlands with a party of Normandy Veterans, I decided to write to the Burgomeister of the small village of Beverst giving him full details of the family and hoping by chance that at least one member of the large family would have survived the war and perhaps was still living in the Limburg area of Belgium.

It was beyond belief that within ten days I had a letter from the very girl, Mariette, who had sent the odd letter to me and to this day still have them in my possession. We had so much to tell each other, on her side that all her sisters were married with children, and that one of her brothers who was three years old during the war was now a priest in Louvain.

As the conducted tour at the time of visiting did not go into the Limburg area of Belgium, it was arranged that a small party from the family circle would travel by minibus and that we would hopefully meet up at a suggested time in the town of Eindhoven in Holland. There was much rejoicing when the timing was spot on and a very brief meeting with an exchange of gifts took place before it was time to clamber back onto the coach.

Over the years when visiting the Continent we meet whenever possible. I have since met all surviving members of the family, visiting their homes and meeting their children. At one of the locations a field a short distance away was pointed out to me where Hitler, a Corporal at the time, had camped during the 1914-18 war.

During one conversation I asked Mariette how the family had fared during the German occupation. She told me that on one occasion a German Officer had knocked on the door requesting the family to accommodate some German troops. The Father replied that he had eight children which he was supporting and had no room for them and luckily they departed. She went on the tell me that when the Germans were pushed out of the village and the English and the Americans moved into the area her Father gladly accepted a few English soldiers to stay, suggesting the family would double up into a couple of rooms. We still find plenty to talk about over the years when corresponding and on meeting up.

In further praise of my old Regiment it is on record that before June '44 was out, a deputation of senior officers visited the unit to learn why, and how, they were usually the first guns in the line to report "READY" and higher formations were calling for their support as a unit.

The Order of March for the operation "Garden", the Northward dash to join up with the Airborne troop was headed (1) Guards Armoured Division, (2) A.A. Group (165 H.A.A. Regt.) leading. This alone should rank a citation for the 3.7in A.A. gun. Second in the Order of March on what must be one of the most daring and spectacular assaults in history.

The 3.7s when used in their field role were fired from positions amongst the infantry and that having no gun shield the layers positions were untenable. During the closing battle for Arnhem they were able to give covering fire throughout the night withdrawal. The 3.7s with their 11 miles range were amongst the very few guns available with sufficient range to cover the flanks of the 1st Airborne at Arnhem, and for a long time there was talk of the unit being permitted to carry the honoured Pegasus on their sleeve.

It was during the withdrawal of the survivors of the Battle of Arnhem, and watching the war-torn paras filing back through Hell's Highway, that I spotted and had a quick chat with a couple of my old mates that had proudly volunteered with me on that fateful day in June '41. In a flash I though "there, but for the grace of God go I". Should I have in fact survived that horrendous and tragic battle, and where are they now I wonder?

Word that hostilities had ceased came through whilst in a little German village called Tesperhude on the North bank of the Elbe, V.E. DAY, the war in Europe had ended. Time to celebrate. All Other Ranks were invited into the Officer's mess where 'issue rum' was being served up in half-pint glasses. This was a complete change to previous issues when, during inclement weather the rum ration would have to be taken in a mug of tea. Pushing all protocol aside it was time to let our hair down and enjoy. It was suggested that a bit of music and song would be in order and the question was asked as to who could play a piano accordion. I gave up the idea of not volunteering on this special occasion and said that I could, having had some professional lessons in my youth.

A search party set off down the street and a 'squeeze box' was produced and promptly placed in position. By then the rum was taking hold and I can remember getting through two verses of "Home on the range" before collapsing over backwards to a cacophony of sound as the bellows extended across my chest. Can't say the C.O. and other Officers were too pleased with the musical performance and I felt the effects of the vapours for a few days following. I made up my mind there and then that I never wished to experience the taste of Nelson's blood ever again, as I also felt about the thought of never wishing to see spam and bully beef, but time is a great healer?

Release from the service being on an 'Age and Service' basis meant that I possibly had another year or so to serve before being discharged. I would have been more than content to remain in the area of Hamburg until my release papers arrived, but unfortunately it was not to be. An urgent War Office posting, I was told, brought me back to England and a spell at Woolwich Barracks which I found most discouraging and ungratifying.

I was to join a newly formed contingent of mostly new recruits about to depart for the Far East, by mid November '45 I was on a troopship bound for Bombay. Christmas 1945 was spent in the Royal Artillery Transit Camp at Deolali where I spent a few weeks before entraining and travelling across India to Calcutta. It wasn't quite the Orient Express for comfort and cuisine, and I can remember being fired upon by rampaging dacoits at one point.

Several more weeks were spent in a transit camp in Calcutta experiencing all the delights of Chowringee and thereabouts – felt quite the pukka sahib at times before word came through that we would be sailing for Rangoon the following day.

Going aboard the S.S 'City of Canterbury' there was the usual rush for hammocks and best positions on deck. Arriving in Rangoon I was happy to receive my first letter from home in seven weeks and was a relief to be sure. I had still not reached journeys end and it was not until mid February 1946 that I joined my intended unit, a Field Regiment, on the borders of Mandalay in Burma.

I was finally homeward bound by the late summer of '46 to enjoy three months overseas leave and a return to civilian life.

Looking back over the years in the forces there were some good times and some exceedingly bad times but having come through it all reasonably fit and healthy I feel the WAR YEARS have shown me the true value of life and that, in retrospect, I feel proud not to have missed this experience of a lifetime.

Written in March 1994.