George. Sgt Madders. Cfn Grey. Cfn Pulgram. Sgt Wassel.
Cfn Brewster. Cfn Edlin. Cpl Johnsoon. Faris
Seated
Sgt Simon. S/Sgt Tudor. Herta Weiskopfova. Lt Hackman. S/Sgt Rollason
Squatting
Tony
To control traffic in and out of the compound barriers were placed across the roads at suitable places; these followed standard army design, probably unchanged for a couple of centuries, a pole spanning the width of the road, pivoted at one end and counterweighted. Alongside the installation an Arab sat on a cushion on an upturned petrol can, waiting for customers. I don’t believe he had any means of identifying friend or foe but when he was satisfied he raised the pole to allow a lorry through. There was one drawback to this system however, come quitting time he would pick up his cushion and off he would go, back to the wife and kids, often leaving the pole neither vertical nor horizontal but at about 45°. An unsuspecting lorry driver coming in after dark and seeing no horizontal barrier would charge straight ahead and that would mean vehicle repairs and a replacement pole. To overcome this shortcoming design ideas were solicited and I got busy with a matchbox, a penholder (the wooden rod type, then current), paper clips and a light spring that I wound out of some fine wire. The principle I used was not original. Simply put, the operating lever in this case the bent paper clip due to spring action would only stay in one of two extreme positions and the pole, in this case the penholder would also only stay on one of two extreme positions. I gave the model to the sergeant who seemed impressed and it was passed up through the ranks, everyone trying to beat it. Eventually it finished up in the hands of Brigadier Butters; he seemed satisfied and gave the go-ahead to modify one of the existing barriers. The most suitable one was close to the DO and this we decided to modify. At this stage it should be pointed out that design ideas are transformed into finished products by means of engineering drawings, these really have the status of legal documents to be followed precisely. This is at variance with the beliefs of some people who think that a drawing is only a pretty picture of something that has already been made; more than once I’ve been asked, “Where do you get the model you’ve copied?” The barrier was duly examined and drawings prepared showing exactly what had to be done to modify it to the new design and the drawings were issued to the machine shop.
In charge of the machine shop were two Polish officers whose names to me were both unpronounceable and unspellable and they oversaw the modifications. I believe their hearts were not in the job, they resented being told what to do even via drawings by a lowly craftsman but since the brigadier had ordained it they had to comply. “Vy don’t ve do like in ze old country?” they asked, meaning that they wanted to make a barrier operated by a pinion and quadrant, like in ze old country that could be similarly be left up in the 45° position. They took matters into their own hands and decided not to work on the existing barrier but to start from scratch; they didn’t even build it across a road but selected a spot near the machine shop. A steel tube was used for the pole and metal strips dangled from it to simulate a solid barrier when the pole was horizontal. To balance the extra weight of the strips the counterweight had to be increased and then the tube began to bend so they rammed a solid bar inside the tube. Two channel sections were concreted into the ground to support the tube and the pivot rod was beautifully mounted on ball bearings; the only thing was the thing didn’t work. Ignored were all my design instructions particularly regarding the relationship of the centre of gravity to the pivot point that were detailed on my drawings and that had been approved by the major in charge of the DO. The springs and shock absorbers that had been salvaged from scrapped vehicles were also not mounted where they should have been. In short the Poles had created something of a dog’s breakfast and they awaited the brigadier’s inspection with some concern. He was not pleased. The project was abandoned and when I left to be demobbed some five months later it still stood in isolation in the desert, a stark monument to false pride and stupidity.
With the end of the European war conditions had eased a little and I took advantage of this to spend a couple of days in Cairo; I did the usual tourist things, viewing the Sphinx and climbing a little way up the Great Pyramid at Giza. Coming down to earth again I found some Arabs with their camels gathered at the base of the pyramid waiting for people like me and of course I couldn’t resist being photographed aboard a static camel. Another half day was spent in the Cairo Museum where Tutankhaman’s historical artefacts were the main attraction. We could also go occasionally to a spot on the Suez Canal, Lake Timsah, for a weekend where the army had established Ferry Point Leave Camp, where tent tops were situated amongst pine trees and where discipline was relaxed. The trip by army lorry took us by Zagazig and the Sweet Water Canal where to fall in meant a series of unpleasant injections by the MO. We lazed and swam and ate and sun bathed and for the first time saw little sea horses I found that I could float in the canal whereas I never could in fresh water but I also found that there were leeches in the water and a couple attached themselves to me.
