THE FIRST AUSTRALIAN ARMOURED CAR SECTION
In August 1914 when the dogs of war were let loose a number of motoring enthusiasts met together in Melbourne to talk over a scheme for building Armoured Cars for use with the Allied Armies and to form a unit to volunteer for service abroad. Cold water was thrown on the scheme from almost every quarter, as there was practically no information available as to what the proper design for an armoured car should be; how the guns should be mounted; what the equipment should consist of, and what the personnel should be.
Still fools rush in where angels fear to tread and being enthusiasts they persisted. After many months of searching and enquiries from various quarters, enough information was available to enable designs to be got out. Then other obstacles cropped up. Armoured Cars were very expensive luxuries and required commodious high-powered chassis to carry them. Armour plating and other expensive equipment was required. Three powerful chassis were donated for the purpose of Mr John Young of Horsham, Mr P. Cornwell of Coburg and Mr Sol Green of Melbourne. Designs and specifications that were drawn up were approved and ultimately through the untiring efforts of Colonel Osborne, authority was given for the unit to be formed and got ready as soon as possible for service at the front, the Imperial Government having accepted the offer of the unit complete. The necessary personnel were soon enrolled as members of the 1st Australian Armoured Car Section and they began to get busy.
The use of the plant at the Vulcan Engineering Works, South Melbourne, was obtained and as quite a number of the section were skilled engineers they decided to make the necessary alterations to the chassis and build the armour and gun mountings themselves.
Several Melbourne firms also very kindly gave considerable assistance by supplying valuable equipment. Conspicuous amongst these donors were the Victoria Rolling Mills, Messrs J. A. Linacre, W. Trill and W. P. Thompson & Co.
It was found that many difficulties had to be overcome, the greatest of these being the obtaining of suitable bullet resisting plate for the protection of the inmates and the vulnerable part of the chassis. Ordinary steel plating of the required thickness would be far too heavy to be of any use at all. Many suggestions were made by individuals who were prepared to sell us all kinds of wonderful metal and processes for toughening and hardening ordinary steel plate. We insisted that there was only one test, as far as we were concerned and that was the service bullet. Many tests were made at the rifle ranges and all these bullet proof metals were found useless. We also discovered that although these merchants were positive of the qualities of the plating none of them had enough faith in it to stand behind while rifles were fired at it.
One inventor in particular was quite amusing. He had an alloy, which appeared to contain a large percentage of aluminium, and which he claimed was extremely light and quite bullet proof at point blank range. He even went to the trouble of making a special helmet with which he wished the authorities to supply the troops at the front. During our tests we got one of our marksmen to try a shot at this helmet at a range of a couple of hundred yards. The bullet drilled a neat hole through the front but knocked a piece out of the back several inches square. The inventor’s face was a picture when we gave him back his helmet. He apparently had no knowledge of the power of the modern 303 bullet.
Ultimately we got over our armour plate trouble as we discovered that there was a small supply in Melbourne of the special 3/32” steel plate imported from England some time previously for plating ammunition wagons. This plate is absolutely bullet proof at 500 yards and by doubling it, is proof at a much shorter range. We were fortunate in being able to purchase a supply of this and we used it in double thicknesses and in some places treble thicknesses on the vehicles. Louvers were fitted in front of the radiators. Colt Automatic guns were mounted in turrets (one on the top of each car). The turrets were revolving giving a complete arc of fire of 360 and a spare gun was carried inside each vehicle. On tests we found our cars were capable of a speed of between 50 and 60 miles per hour with their full load.
The crews went through intensive courses of machine-gun instruction and as the majority were very experienced motor car drivers, the personnel were in the ideal position of being able at a moment’s notice to take the place of any vacancy through casualty or otherwise. Towards the end of 1915 the authorities were satisfied that the unit was well enough advanced for embarkation although it was well into 1916 before they got away on the old Transport A 13, HMAT Katuna, en route for an unknown port.
The account of this boat’s peregrinations and how she took eight weeks from Melbourne to Suez sometimes drifting about in the Indian Ocean with engines broken down during the monsoons which were particularly severe, would fill a book; but ultimately men and cars were disembarked at Port Tewfik and sent by rail to join the Australian forces in Egypt.
4. The vehicles of the 1st Australian Armoured Car Section at Royal Park, Melbourne, in mid-1916. The armoured cars were the product of over two years’ work by Lieutenant James and his motoring enthusiasts (Harkin collection ATM.LCP.HH.001).
5. The crews of the 1st Australian Armoured Car Section parade in front of their vehicles at Royal Park, Melbourne (Harkin collection ATM.LCP.HH.002).
Motors and Motoring
Although no official statement has been made, it is known by those associated with military work that the Defence department has all the motor ambulances it requires.
Armored motorcars will be acceptable, because the value of these machines has been demonstrated more and more as the war progresses. In Gallipoli they have been used with marked success to destroy the enemy’s barbed wire entanglements. The writer has been told that the crew of an armored car runs little or no risk from rifle fire, because rifle and machine gun ammunition cannot penetrate the armor. Only big gun shells can damage them, and when they are driven up quickly they reach the enemy’s trenches before the artillery gets its range, and when close up they cannot be attacked by field guns or mortars without the risk of blowing up their own men. Two cars are being fitted up from local designs, and various metal workers in Melbourne are submitting sheets of steel which will be tested against rifle fire at different ranges. The builders of these Australian armored cars believe they will be able to turn out vehicles equal in efficiency to those made in England and France.
(The Leader, 7 August 1915, p. 22)
6. The Daimler-based armoured car the crew named ‘Gentle Annie’. The salient features are the bustle at the rear of the body and the gun shield instead of a turret (Young collection ATM LCP.IY.002).
Armoured Motor Cars.
Australian Officer’s Enterprise.
A Year of Quiet Preparation.
Sergeant Ivan Young’s Daimler Car.
After a year of battling against criticism of a new and strange enterprise, Lieutenant E. H. James has managed to have completed the first of two and probably three, armored motor cars, on which are to be mounted guns, for the Australian Expeditionary Forces.
It will be recalled in the communiqués from France, Flanders and even from Cape Helles that this class of car has at times played a large part in attacks and repulses of the enemy. At Cape Helles the cars, owing to the limited space, were not much used, but they fought their way to the very heart of the firing line along the Krithia road, and even to the Turkish trenches (then deserted), and grappling barb wire entanglements drew them back, and left a way clear for the infantry attacks.
The Australian armored car that has been completed is of different design from those motors at Cape Helles which were attached to the Royal Naval Air Service, and which were turret shaped armored bodies, mounted on Rolls-Royce chassis; it is different, too, from the French and Belgian of a similar type, which have little or no shield for the rapid firing gun.
An enthusiastic group of men, of whom Lieutenant James, besides being a practical engineer, was also an expert gun officer, commenced soon after the outbreak of the war to design armored cars and having obtained the sanction of the Minister of Defence during the early part of last year, commenced to collect the materials necessary for their construction.
Two power cars, each of 60 horsepower, were donated; one, a Daimler by Sergeant Ivan Young, (son of Mr. and Mrs John Young of “Yelholm”, Nhill), and the other a Mercedes chassis, by Mr. P. Cornwell. Both of these men are expert mechanics, and will form part of the crew of the cars.
One of the greatest initial difficulties was the procuring of the required quantity of steel. It had to be light for the purpose, and yet with great resistance to be valuable. After travelling the Commonwealth sufficient was obtained (some of it still bears the German stamp), and by doubling and trebling the thickness of the vulnerable parts the proper protection was gained. Lieutenant James describes this steel as being as hard as diamonds. To cut it blunts all the tools, and special means have had to be adopted to cut it. Once this was obtained (and it was the work of months) it took little time to place it in the hands of a competent builder, who worked on the designs drawn up by Lieutenant James.
As the work proceeded various difficulties had to be overcome and modifications made to the original plans, but the result was Tuesday the nearly completed armored car, nick named by its crew, Gentle Annie. She weighs a ton and a half. Now the Daimler car (Sergeant Ivan Young’s) has been the first completed, and a formidable looking object it is too, with its glistening and unpolished edges of steel plating and its strong bolts. Every vital part of the engines is protected by one, two, or three layers of grey steel plating.
At first thought to armor a car seems a simple object, but it had to be remembered that the whole of the car, not only the driver and engines has to be enclosed in an impregnable case of steel. There is just room for the driver to sit on the petrol tank, with a few inches between the crown of his head and the top of the armored top. Just behind him will stand the gun crew with the gun specially mounted behind a shield on the roof. The gun swings freely. It takes very little time to dismount the gun altogether, and then the crew can disappear below into the steel case, and the driver puts (if the car be too hotly attacked) as much space as he can between his deadly offensive weapon and the enemy. Any part of the engine can be reached from the interior of the car, radiators, crankshafts and gearbox. In a few days the car will be available for its trials.
The Mercedes, a German car, is called by its crew “Silent Sue”, probably for the very reason that the powerful engine makes a throbbing like that of an aeroplane. Now that the first car has been completed (and many alterations had to be made as first one design and then another for certain sections were found wanting and altered), it will be very few weeks before the second car is completed.
Lieutenant James has insisted that every member of the crew belonging to each car and gun will be able to carry out each other’s work. Every man will therefore be a mechanic and a gunner as well. Extra guns as well as spare wheels will be carried. It is probable that a third car will be constructed. The cost of construction is being borne by the donators of the cars and the designer, and will amount to several thousand pounds. The weight of the armor and the gun will be about one ton.
(Nhill Free Press, 11 February 1916, p. 3)
Armored Motor Car.
Australia’s First Product.
A Grim-Looking Machine.
Goes Forward Firing.
A Satisfactory Trial.
Bearing down at over 30 miles an hour, an amored motor, with projecting weapon and just the top edge of a khaki cap showing above the rim of the gun shield. Looks a fearsome object. Watched steadily going forward, with the same gun spitting and barking fiercely, a faint smoke issuing from the muzzle, while the engine races, suggests a landscape swept bare of any enemy.
On the Port Melbourne rifle range on Friday, about noon, the trial was held of the first of such cars built in Melbourne, to the design of Lieutenant E. H. James.
The design of the car has already been described in the columns of “The Age”, when it was shown that this was one of two powerful motor cars that had been donated, to be transformed into a bullet-proof turret on wheels, with a capacity of being hurled into action at the rate of 60 miles an hour. Space did not permit yesterday of the speed capacity of the machine being tried.
It was more with an idea of testing the working of the gun mounted on the top of the steel encasement that the little corps of mechanics and expert machine gunners that Lieutenant E. H. James has gathered round him scrambled inside their steel shell, and set off down to the rifle range, with a few belts of ammunition. Except, as has been stated, for the occasional glimpse of a head and shoulder of a soldier, this greenish-grey car, shaped like an old fashioned Cobb and Co. coach, with the stubborn-looking gun behind the protecting shield, no one was visible as guiding the movements of the car. But when it stopped there emerged from behind the steel door that swung back the crew, who had been crouched inside. Had they been going through a zone of shrapnel established by the enemy they would have been unscathed.
Sand, mounds and gutters formed no obstacles to the powerful motor, and once on the range a target was soon registered. Port Melbourne butts have seen many matches and tests, but none more interesting than the men behind the gun on the top of the turret of this armored motor sending round after round on to the target. It was in fact, considering that the machine gunners had never fired the gun before under such conditions, extremely creditable that they soon got on to the target, 600 yards away. A strong six point wind considerably influenced the flight of the bullets, but once picked up the gunners could make sure of their targets every time.
The test of firing as the motor was driven forward was more difficult, especially as the range is not exactly like the roads where the cars may be expected to be driven into fiction. Swinging round from various angles, the gunner picked up their target, und showed the mobility of the gun. In a few seconds it could have been dismantled and stored safely inside the shield, and the driver, crowding on all power, might have escaped from any enemy which threatened to destroy the unit.
For the most part, the armored motor may be regarded as a means of scouting and obtaining information. The gun mounted on it is a defensive weapon, as are the guns in an armored train rather than a means of commencing offensive tactics against the foe. For, with the terrible accuracy of artillery fire and the curtain of shellfire that is dropped before an advancing army, even with the high speed that such cars often obtain it would be a miracle if they escaped un-hit, though they might not be altogether put out of action.
In fact, looking at the car, there are no vulnerable points exposed, as far as one can see, and all that is required for success is nerve. One does not for a moment doubt that the men who are to form the little corps for the first armored cars to leave Australia will show their mettle as their engineer comrades in the trenches and in the air have proved themselves. But whatever work the men who guide these grim machines are to be engaged on, if perseverance, ingeniousness and courage can bring them through, they possess it. All that remains to be done is for each gun’s crew to become thoroughly conversant with the work before it. They must be scouts, mechanics and gunners at the same time.
No doubt the designer will find many points to improve after his first trial, small but rather telling factors for complete and smooth working.
(The Age, 28 February 1916)
7. Armoured motorcar machine-gun and crew (Young Collection ATM. LCP.IY.003).
Armored Motor Car Machine Gun and Crew
Monday’s Melbourne Herald contained two pictures of an armored motor machine gun, in which district residents have a special interest. The armored motor machine gun was constructed by the members of the crew, at their own expense, and is the first of these vehicles to be built for the Australian Armored Motor Machine Gun Corps, which is in course of formation. The main portion of the expense was borne by Sergeant Ivan Young, of the Australian Imperial Forces, who comes from Nhill, and is the son of Mr. John Young, J.P. He also gave the chassis, while Mr. H.W. Beckett, of the Vulcan Engineering works, South Melbourne, gave the free time of his plant, tools and shop. The plans and designs were drawn by Lieut. E. H. James, A.E., who supervised the work and organised the unit. The car, which is built of special bulletproof steel, is valued at about £1000. It is 60 h.p. and is capable of doing 60 miles an hour with a full load. Other cars are to be constructed, and another chassis has been given by Lieut. P. Cornwell, of the Engineers. Colonel Harley Tarrant, V.D., and Major W. H. Osborne, V.D., of the Motor Transport Board, gave valuable assistance in connection with the construction of the car. Behind the gun are Sergeant J. Langley; in front: Lieut. E. H. James, Sergeant Ivan Young (Nhill), Lieut P. Cornwell, Mr. H. W. Beckett, Sergeant Creek Horsham.
(The Horsham Times, 3 March 1916, p. 1)
8. The Mercedes-based armoured car and crew at Victoria Barracks in May 1916. Left to right: Lieutenant Percy Cornwell, Lance Corporal Walter Thompson, Driver Robert McGibbon, unknown, and Corporal Leslie Millar (AWM DAOD2305).
9. The presentation of the 1st Armoured Car Section to the Minister for Defence, Senator G.F. Pearce, at Victoria Barracks, Melbourne, in May 1916 was attended by several dignitaries and a crowd of well-wishers. The two armoured cars were hand-built and each was unique. One of the more obvious differences was in the weapon mounting: the Mercedes ‘Silent Sue’ to the left of frame had a completely enclosed turret with sloped sides reminiscent of the British Army’s Rolls Royce armoured cars of the period. The Daimler ‘Gentle Anne’ on the right had a gun shield with side wings but no protection at the rear (AWM DAOD2303).
Two Armored Motor Cars
Presented to the Minister.
At the Victoria Barracks last week Senator G. F. Pearce, Minister for Defence, was presented with two armored motorcars carrying machineguns.
Lieutenants E. H. James and P. Cornwell, of the Armored Car Section of the Australian Imperial Force, gave a 60 h.p. Mercedes car, and Sergeant J. Young a 40 h.p. Daimler car fully armored and equipped for service abroad.
The crews for these cars have been selected, and the men are all in camp. They all assisted in the construction of the cars either in work or money.
Senator Pearce, in acknowledging the gifts, said that the manufacture of these cars showed that Australia had moved another step forward in the ability to equip her own armies. He heartily thanked the donors. Most of the work had been done at the Vulcan Engineering Works.
There was also on view a motorcycle with sidecar to carry a machine gun.
Among those present were Brigadier General R. E. Williams, State Commandant; Colonel R. Foster, Chief of the General Staff; Colonel T. H. Dodds, Adjutant-General; and Mr T. Trumble, Secretary of Defence.
(The Weekly Times, 6 May 1916, p. 23)
Sergeant Ivan S. Young, only son of Mr. and Mrs. John Young of “Yelholm”, Nelson Street, Nhill, writes:
“Indian Ocean more monsoons; left Colombo on Wednesday night about 10 o’clock, and had a fair run yesterday but about midnight struck a howling monsoon gale and rain, and at breakfast time things were only middling. Everybody and everybody’s blankets soaking wet and water pours down hatchways in tons. About 7.30 I was in the washhouse when a wave came over and filled it to my waist; when I came out like a drowned rat. I saw two fellows pick themselves out from amongst the winches. Both wash houses and lavatories in a very precarious state. It will only want a few more waves like that and they’ll go over.
10. First day out! June 1916 (Young collection ATM LCP.IY.050).
It just as well most Australians on board have a keen of a keen sense of humour We enjoy ourselves on a day like this seeing fellows getting drenched and knocked over every few minutes. My clothes were wet before 10 o’clock. I’ve been in wet cloth like everyone else, ever since. Luckily it’s not cold, although the weather is remarkable. Had two blankets last night; hope this weather goes down soon. The day we reached Colombo there was a gale raging, and going on we passed dozens of catamarans fishing, or rather had been with sails blown to pieces others with masts gone. Before we were over 100 niggers missing they sent out a tug to try rescuing some. Just outside the breakwater the hull of the P. and O. liner Umbria, which ran ashore 20 months ago.
I just stopped writing, as I thought we were gone a terrific wave hit the hatchway way stripped it clean off a solid stream of water came down and flooded us out. As I write this, all hands are on deck baling out our quarters and engines have stopped. As I was going to say about the Umbria by the time we left she wasn’t to be seen but was broken to pieces.
Had to stop last night, as our part of the deck was sealed down, and we slept on deck at the rear end of the boat. We were hove to and turned back east while they closed it down. It is a bit better today, but no one is allowed down. Talking about catamaran just before the pilot came aboard at Colombo, a catamaran with three niggers, one on the log went passed the ship in the same direction like streak before the gale. We were going 8 knots, so they must have been easily doing 15 knots - I wonder if they ever got home. We were marched ashore with our officers to stretch our legs to the barracks. After a while we were told the sentries were withdrawn. That did us; I and some others went to the “Gale Face”. It was a wonderful sight along that promenade with the southwest gale blowing I never saw such breakers; the whole of the road was covered with white spume. When we got back to the barracks: where we had to fall in, you would have laughed to have seen us (our deep marching back to the boat with bunches of bananas over our shoulders, others with bunches of coconuts, some with pineapples, others with native bags full of limes, passion fruit, etc., and others again with parcels You never saw such a funny thing in your life, especially as some of them were pretty “shicker”.
We got off again on the next morning, got a car and went out to Mt Lavinia and the Cinnamon Gardens etc., and got back to the boat about 2. We were to sail then, but they had part of the engine ashore getting repaired, and the dashed things didn’t turn up until 9 at night, so we wasted our afternoon.
While waiting in the harbour a mail boat from Calcutta arrived the “City of New York” anchored along side of us and we had waving match and some “cooees” with a couple of girls on the saloon deck. Then the Mooltan bound for Fremantle arrived, in fact six boats came in while we were there and there are 20 in the harbour altogether.
Got your cable late the day we got there I was a bit disappointed when the letter bag came off with the pilot, and here was no telegram for me. The letters we sent all went to barracks, Colombo and expect to be censored. I wish you could see that hatch cover last night; it is fastened down with steel clamps and weights. I suppose a quarter of a ton. It was grappled clean off and left on top near by the winch if any one happened to be coming down just then they would have stood a good chance of being killed. Will ring off for a few days.
Wednesday 26th Still plodding along although only a little more than half way to Aden; should reach there about next Monday, sea, weather still moderate; it’s that cool and clouded you can go all day without a hat and still sleep with blankets although pretty regularly every night we get a proper wind and rain storm for about an hour. I’ve discovered amongst the crew a chap from South Australia a cousin of Gordon’s of Broughton. Have got a few decent snaps at Colombo, some good some bad. Hope you get them. So far as we know we are landing at Suez on Friday the 28th. Had a glorious day and enjoying it immensely. Since the morning the wind has increased to half a gale and the seas have risen tremendously. By dinner we all got our usual quota of drenching and falls. About 2 o’clock Bert Creek, George Morgan and myself got up the bit of a boat deck (there are only 2 life boats and 2 cutters) between the lifeboats and funnel, to see the tremendous seas better without getting washed about. We have been there 10 minutes before an enormous wave got her and broke over the side of the ship before she could rise. We didn’t have time to sing out. I grabbed a wire rope and George a chain in the funnel and in an instant we were swept off our feet, talk about being drowned, anyway we thought after that we would be safer on the deck where there was a rail to stop us. About 4 o’clock another wave got her and flattened a row of 20 horse stalls like a pancake. You ought to see the wreckage. The cook and the bake house, all wood and bolted down to the deck near the rear of the ship were left a bit exposed when the horseboxes went. While the mess orderlies were getting tea the best wave of the lot came over, hit and knocked in one end of cook houses washed three men in it clean out and the mess orderlies with dixies full of tea overboard. Meat and men were all over the deck, and some of dixies overboard. All the bread was washed out of the bake house into the engine room and the skylight and the water filled the floor of the engine room 6 inches deep burst in the bulkhead of the engineers cabin and lifted the roof off the hospital, and knocked the chocks away from the port lifeboat. Every cabin on deck was flooded out and filled up over the bottom bunks. I suppose you understand there are no cabins or quarters below the deck, which is all cargo. All living quarters are on top, including ship officers, our own officers, stewards, etc. The only quarters below deck are ours right down forward, and the niggers right aft, and as it’s too hot below, we live, smoke and eat in the open. We’ve had the time of our lives today and thoroughly enjoyed it, but were extremely lucky none have been killed. There were several hammocks slung in the horseboxes that were flattened, but luckily the occupants were out. Our little lot are mostly up in the forward horse stalls on the weather side, and have a canvas covering, but even they got pretty wet with the spray. We get a lot of fun for our money. However, we ought to reach shelter off Socolra tomorrow about midday when the weather may possibly moderate. Had machine gun examination yesterday to keep us occupied. I did pretty well, I think.
Tuesday, August 1st Six weeks since we left Melbourne and only in the Gulf of Aden. Beautifully cool weather, although getting hotter and quite a change not to have a gale blowing. We’ve only seen two ships pass us either way since leaving Australia, and they were about 7 miles off. I wish you could have seen the mess the decks were in the other day with the wreckage. The photo doesn’t give you any idea of it. We have a guard every night now on the sheep pens near the niggers, as two or three have been missing over night. Expect to pass Perim about 7 o’clock to-morrow afternoon and reach Suez to-day week.
11. Damage caused by storms in the Indian Ocean (Young collection ATM LCP.IY.041).
8th August, Thursday—First day in Red Sea; pretty hot, although it is not too bad, as there is a nice breeze blowing. Passed six ships yesterday and today about six, including a hospital ship and a mail boat. We are averaging about 185 miles a day. Have just passed the “Twelve Apostles” (islands in the Red Sea). Sighted another ship. Friday—Terrible hot last night and today. This morning we started throwing buckets of water at one another, and it finished up in getting some big tubs and ducking’ everybody, clothes and all. We also ducked all the officers (not ship’s officers) and they took it like sports.
It was all right being wet all day; just had a pair of pants on, some not even that. It was 135 degrees in the engine room all yesterday and today. The electrician is a very nice chap, and if you happen to be in Melbourne when he gets back you ought to meet him. They expect to get back some time in October. All the engineers are good fellows, and three or four of us go round to their cabins of an evening and have a smoke, song, and a bit of supper.
Sunday: We are due to arrive about midnight Tuesday. Have passed numerous large boats outward bound today, all empty and very high out of the water. It does seem funny that they should be going out empty when it is such a hard job to get freight out from England. Have just had our last church service on board.
It is great weather, have had a lovely breeze all day; of course it’s hot, but not so hot as some summer days at home. Haven’t had a day’s sickness, bar an occasional headache. Some of us are having a farewell banquet in the “banqueting hall” (horseboxes) the night before we reach Suez.”
(Nhill Free Press, 29 Sept 1916, p. 3)
12. HMAT Katuna on arrival in the Suez Canal after an eventful voyage, August 1916 (Young collection ATM LCP.IY.017).
Sergeant Ivan S. Young, only son of Mr. and Mrs. John Young, of “Yelholm”, Nhill, writes as follows:
“... Have arrived at last. Hope you got my letter. Anchored off Port Zewfig midnight the 8th of August. Were just a day late for air raid on Suez. The morning before a couple of Taubes dropped bombs on the wharfs and town but did no damage. As you will see by papers the Australian Light Horse have been giving the Turks what for, and are doing still. Turks evidently had a big crowd because they have lost 5,000 men killed, wounded and prisoners. Trainload of prisoners went through here yesterday.
To step back to the steamer, some of us or rather 20 of the decent chaps on boat, including the doctor, two officers, all the engineer and the second mate, had a sort of a secret society on the boat and held lodge meeting about once or twice having something to drink besides hot lemonade, of course. It started with two or three; they would approach a chap and tell him a great tale about how useful it would be to belong to this society which consists of military and naval men that they had marvellous club rooms in London with cheap boarding and all sorts of inducements. The Duke of Westminster was President, anyway the chap would of course rush it and he would be blindfolded and in to the initiation ceremony. Of course it was all a lot of tales and made a fool of a chap, but as they only choose sports, the chap only laughed and waited to initiate the next chap. However, we had a final spree the night we got into Suez and demolished much ginger ale wine, etc.
Had about two hours sleep and were up again. After messing about all day we loaded cars on trains (goods) and we came on passenger train which arrived here about 8 o’clock with the Light Horse reinforcements dumped on the sands of the desert with no one knowing anything about us. However, we met a very obliging lot of chaps who did everything they could to make us comfortable gave us a feed and blankets. This is a very good camp. We get a swim every day and were up there at 6 this morning. Are right against the railway station. It was very pretty coming up along the fresh water canal seeing all the little irrigation plots, a clump of date trees leaded with nearly ripe dates.
Cars arrived this morning and we unloaded them, but heaven only knows what we’ll do with them. There is only the main road through to Suez and if you get off the road you are settled.
Met a chap here from Horsham who knew all our people. The hours here are from 6 in the morning till 11 o’clock, then rest till 4 and work till 6. We’ve just had dinner and I’m sitting in the sand writing with the wind blowing sand and dirt in my cars. The climate will do me although I know we’ve passed the worst of the summer. We did look a dilapidated boat when we got in, all paint rusted off, broken and twisted wood and ironwork all over the place, and barnacles below the water line. I see in “Egyptian Mail” that South Australia is still having a good season. Hope you are. Although they are such horrible liars in this rag that not many troops trouble to buy it.
This is a good camp although on pure sand. All the Light Horse are ready at two hours notice to shift. There is a camp further along, but consists of “Tommies”. All the horses are in fine nick and are good sorts. Corporal Millar is going to Cairo today to see about pay and also letters. We have an aerodrome here also aeroplanes; we were out in the morning. We are temporarily attached to a Squadron. All the original regiments are fighting the Turks, others are in reserve waiting. All these chaps that have been either here or on the Peninsula for last couple of years are totally different to a crowd of men say in camp in Australia. The whole lot, almost without exception, seem bigger, quieter, more reserved and nicer; perhaps I’m wrong, but that’s the first impression. They are going to build 30 yards of road for us to run cars off the main road.
We are very comfortable here and have a good water supply. Sandland and Melville and the rest of the Light Horse who came over on the boat with us were suddenly bundled off with horses to the front to replace casualties out from Kantara. They left at 3 o’clock this morning. I’d grown very fond of them and feel it very much having to say good-bye to them so soon. If I’d had a chance I’d have gone with them. I’m sick of armoured cars in the desert, anyway. It’s rather hard on Sandy and the others. They were only back in Australia for three months with enteric, and then to get sent off with only three days off the boat they’ll be as soft as anything. Wish they’d sent us too. Wish you could see the long lines of horses and stables here, must a good two miles long double row of stables. We are looking forward to tomorrow as the last air raid dropped messages to beware of the 13th August, but I suppose it will come to nothing. Lots of railway traffic here, and miles of trucks laden with stores, etc., and a lot of passenger trains go through to Suez and Cairo; they are fine trains, the engines are first-class and quite equal to anything of ours, and to Cairo. Anyway, and a good deal faster. There is a big camp of British infantry. We can see from here the cruisers and auxiliaries anchored on the lake waiting for aeroplane attacks or any other kind. We’ve been shovelling sand all day off a patch of ground to run cars out to, and, it wasn’t hot; Oh, no! It’s remarkable how cold it gets at night here; we all sleep with two blankets over us. It starts to get cold about 9 at night, and is at its worst about 4 in the morning. They issue one packet of cigarettes or two oz. of tobacco per week per man here.
By the way, if you want to send any thing in the way of eatables, send a few tins of condensed coffee and milk (Nestles) it’s great; Sandy gets it. It looks just like gear box grease, but get a cup of hot water and put a teaspoon of it in to dissolve and you have a lovely cup of coffee with milk already. Must leave this now as there is a train with reinforcements just come in from somewhere in open trucks with full equipment on they are “Tommies”.
Sunday, 13th—The horses are to leave today, trains are waiting now. A hospital train went through last night with numerous wounded “Tommies”, Australians, and a few Turks on board.
This is by far away the biggest attack yet made in Egypt, but they are doomed; it would take a million men to take the Canal. It is supposed to be practically impregnable. Went down for a swim before breakfast and are now waiting for the Taubes. We have got two machine guns mounted on cars in case they come down low enough to have a shot at them, although I believe there are plenty of special anti-aircraft guns in hidden positions in the sand hills. We have orders to leave here today. Am writing this in case I can’t get a letter away within the next few days.”
(Nhill Free Press, 10 Oct 1916, p. 3)
13. The 1st Australian Armoured Car Battery awaiting departure for southern Egypt (Young collection ATM LCP.IY.046).
1. Area of Operations, Western Desert Southern Egypt and Libya, 1916-17.