In Defence of Poland by Rebecca Alexander

My first neighbours were a couple in their eighties from Poland. As time went on, they told me stories of life in childhood, celebrations, food, the Slavic language, the beautiful landscape and grand history. After Joe died, his wife Rosa started to tell stories of his journey through the war. 

Zygmunt Bieńkowski and Jan Zumbach present the first "trophy" of Squadron 303

On 1st September, 1939, as we all know, Germany invaded Poland. What is less commonly known is the scale of the invasion. 1.8 million German combatants poured across Poland from three sides, from Germany, East Prussia and Slovakia in one day. They brought the massive power of the Luftwaffe, which had some of the most evolved and heavily armed planes of that time. Hitler had ordered that the attack was to be carried out “with the greatest brutality and without mercy”. 

Sixteen days later, The Poles were beaten back and trying to protect Warsaw, when Stalin invaded the part of Poland ceded to him by the Molotov-Ribbentrop Pact. The Poles were overwhelmed, and had lost at least twenty thousand civilians and more soldiers. Poland never formally surrendered but its government, navy and air force evacuated to London, seeking a place from which to win back their homeland. 

The Polish Air force had taken its outdated P11s with open cockpits and two machine guns against the faster, better armoured and closed in cockpits of the Me-110s, with four machine guns and two cannon. They fought gallantly and often successfully, but they were also outnumbered. Despite the disadvantage, Polish pilots far outnumbered their planes by 5 September, down to 120 aircraft. By the time the order came to evacuate on 17/18 September, pilots were reduced to flying trainer planes, unarmed civilian planes or their battered P11s across to neighbouring Romania. Despite their disadvantages, they had brought down 126 German planes, with more probably shot down and or damaged. It would now be a long and difficult journey to safety. 

Most of the Polish Air Force made their ways by circuitous routes to France, with the stated aim of defending the French then driving forward to liberate Poland. They stole planes and gliders, drove cars and lorries, caught rides on horse drawn cars and the last of the trains. The Romanians took their smart uniforms, exchanging them for their own clothes, stealing personal jewellery, boots and weapons when the refugees couldn’t hide them. The country was poor, the language unfamiliar, the only common language was French. Refugees were marched to an internment camp in Cernăuți, along with thousands of soldiers, ordinary people and other airmen. About eighty percent of the air force (over nine thousand air- and ground- crew) had got to Romania. Another thousand escaped through Lithuania, Latvia, Slovakia or Hungary. Fifteen hundred were captured by the Soviets and sent to labour camps. 

Conditions in the Cernăuți camp were terrible. There was poor sanitation, little food or shelter, but security was very lax. Polish Air Force personnel escaped, travelling across nominally neutral Romania on foot, horse and cart or train to Yugoslavia or Hungary. A few secreted coins for bribes, and home-made documents got them through border checks, avoiding the odd Nazi sympathiser. On one occasion, realising they were being followed, two pilots caught and questioned a man speaking in German on a concealed radio, eventually making the decision to kill him as a Nazi spy. 

Many walked over the Carpathian mountains, some dying in the cold. The Hungarians were civil and helpful, despite having a very active fascist party and anti-Jewish legislation, and many were helped onwards toward Italy. General Józef Zając, a pilot, was stopped in Fiume, which was then in Italy, accused of being a Jew. Only his rosary and Polish credentials saved him. Pilots reaching the Black Sea were able to take ships to the Mediterranean and to French or British ports. Others struck out through Germany itself, walking into Belgium then across to France, knowing they could be shot if caught. 

The Polish personnel were incredibly resourceful. Three mechanics walked to the Italian border on the Yugoslav side and claimed they were Italians who had accidentally wandered across the border, the Yugoslavs sent them into Italy rather than fill out visa forms. After walking across Italy, they used the same ruse to get into Switzerland, from which they could legally travel into France. 

Polish pilots escaping north to Lithuania were not so welcome, and Latvians were cautious, not wanting to offend the Soviets. Polish agents in collusion with the British embassy helped many pilots escape by boat to Sweden, then on to Denmark or Norway here they headed for France. 

The Polish Air Force initially wanted to defend Europe by bolstering the French air defences. Bomber pilots were sent to England to start training but fighter pilots were accommodated, as they drifted in, at Luxeil, Le Bourget and dispersed around the French airbases. 

Many French politicians didn’t believe it would come to another war. The Polish pilots were placed on out of the way airfields with old Caudron Cyclones, defective planes that the French called ‘flying coffins’ were grounded by the French air ministry. The Poles couldn’t wait to engage the German Luftwaffe, and were happy to fly in the Caudrons. As on the first of September, the Germans attacked at dawn, blowing up French planes in their airfields and hangars while the Polish pilots chased them off as best they could. Six weeks after arriving at the airbase, the French surrendered and the Poles were off again, commanded by their leader General Sikorski, to flee to the coast and get, by any possible means, to Britain. 

Polish pilots stole planes, boats, rode trains, hitched lifts and walked to the coast, where thousands were rescued. Those in bases in the south of France fled to the Mediterranean coast. British steamers, Polish naval vessels that had joined the Royal Navy, and British warships transported them to Britain from ports as far away as Algeria and Casablanca. One had stowed away on a steamer going to Mexico, travelled up through the US and Canada and joined a unit coming to the UK. 

Altogether, 6,200 made the journey successfully. It was a heroic migration, but the fight had hardly begun. The Poles (and Czechs, Hungarians, Yugoslavs and French who had joined them) arrived just in time to adjust to the RAF regulations, learn the language and cope with the different culture before the onslaught of the battle of Britain. The Poles, who had experienced actual combat against the German forces, were horrified to be demoted to the lowest rank, pilot officers, and to have to practice formations and radio commands on bicycles on the runway. They were happier to be training in relatively advanced British planes and to be reunited with their ground support crew, who were so conscientious some only slept when their pilots were in the air. 

By the time Polish pilots flew their first missions in defence of Britain, they had survived their own rigorous training, months of dogfights against the power of the Luftwaffe in Poland and France, travelling across and increasingly hostile Europe, training in old biplanes at British training grounds and learning a new language and customs. They complained mostly about the strict rules within the air forces, and the food, but the locals were welcoming and the British were determined to fight off any invasion. 

Dunkirk had left the Royal Air Force short of 450 pilots, with a loss of another 300 a month as the German planes started incursions across the English Channel. The British knew the Polish pilots had been trained to use their own initiative over staying in strict formations or waiting for commands. It was easier to assemble pilots that hadn’t been integrated into the depleted squadrons, into their own, Polish groups. 

On 31 August 1940, the newly formed 303 squadron was operational, six of their Hurricanes defeating four confirmed and two probably Messerschmitt 109s, and they continued to have considerable success for the week up to the Battle of Britain. 

303 squadron pilots. L-R: F/O Ferić, F/Lt Lt Kent, F/O Grzeszczak, P/O Radomski, P/O Zumbach, P/O Łokuciewski, F/O Henneberg, Sgt Rogowski, Sgt Szaposznikow (in 1940)

By the 31 October 1940, the battle was over. Almost three thousand pilots of all Allied nations had taken part, destroying over thirty percent of the German planes, although at considerable loss to their own forces. 

British pilots on average took down 5 enemy planes per pilot lost. The Poles averaged 10.5, meaning they were able to fly many more missions for the rest of the war with tremendous success. Nearly two thousand Poles were killed and thirteen hundred wounded, winning 342 bravery awards. 

As the RAF’s Air Chief Marshal Hugh Dowding put it: ‘If it had not been for the magnificent material contributed by the Polish squadrons and their unsurpassed gallantry, I hesitate to say the outcome of the battle [of Britain] would have been the same.’ 

After the war, the Polish airmen couldn’t safely return to Poland, which was lost to the Soviet Union. A few who tried were either arrested and interned, or shot as traitors or spies. Most, like my neighbour, settled in Britain and many were offered permanent posts in the RAF when the Polish Air Force was disbanded. Taking Joe’s story of the journey to Britain and his burning desire to free Poland, I am presently writing a book based on a fictional pilot which comes out January 2025 with Bookouture.

If you are interested in reading more about this subject, I can recommend: The Forgotten Few; The Polish Air Force in Word War II by Adam Zamoyski (2004) and Truly of the Few; The Polish Air Force in Defence of Britain by Dr Penny Starms (2020)

Island of Last Hope by Lydia Syson

Left to right, in the front row: Pilot Officer Mirosław Ferić, Flight Lieutenant John A Kent (Commander of ‘A’ Flight – Kent wrote out phonetically on his trouser leg the Polish words for every procedure involved in take-off, flying and landing), Flying Officer Bogdan Grzeszczak, Pilot Officer Jerzy Radomski, Pilot Officer Witold Łokuciewski, Pilot Officer Bogusław Mierzwa (obscured by Łokuciewski), Flying Officer Zdzisław Henneberg, Sergeant Jan Rogowski and Sergeant Eugeniusz Szaposznikow. In the centre, to the rear of this group, wearing helmet and goggles, is the infamous ace F.O. Jan Zumbach.

Last week this image of a group of fighter pilots - all but one of them Poles - walking away from a Hawker Hurricane in October 1940 was posted anonymously on the door of the Welsh Polish Association in Llanelli with the words: 'Thanks for being here then...still glad you're here now'.  The photograph - apparently taken after one of over a thousand sorties made in just the first six months of Squadron 303's formation during the Battle of Britain - has also been doing the rounds on Twitter, as part of the effort so many people have been making to combat the poisonous resurgence of xenophobia and racism unleashed by the Brexit vote. Yesterday Michael Rosen offered Nicky Morgan a draft letter outlining ways in which education could lead the way in helping the population understand that migrants are not to blame for the pressures on schools and public services:

"My door is open to hear any possible approach to stop this happening," he suggests she should write. "Perhaps we should be holding a Celebrate Migration week? Or should I be asking schools to develop teaching materials that make the connection between now and times in the past in Europe when minorities were scapegoats for economic problems they didn’t cause?"

Historical fiction can be immensely useful in making those connections, allowing young readers in Britain to see that such scapegoating didn't just take place 'over there' in Europe but on this island too. At school visits, talking about the reasons why so many international volunteers went to help the Spanish Republic in the 1930s, after a right-wing military coup that was backed by Hitler and Mussolini and happened eighty years ago this month, I show students pictures of Oswald Mosley and the British Union of Fascists. Nobody ever guesses the photographs were taken here, or that the Blackshirts could be British. And, during discussions of the Home Front in the summer of 1940, although there is always one who recognises the flag on this memorial as Polish, most young readers know very little about the part played by Polish airmen at 'our finest hour'.

For a long time after World War II a myth persisted that the Polish Air Force was destroyed on the ground within days of Hitler's invasion of Poland on 1st September 1939.  In fact, despite their outnumbered and out-of-date planes, Poland's highly trained airmen fought bravely for several weeks before accepting defeat.  By 17th September, the country 'first to fight' had been invaded for a second time, by Russia, and would soon be doubly occupied.  But for the pilots the battle was far from over. 

This poster was designed in 1942 by Marek Żuławski,
a Polish expressionist painter and graphic artist
who settled in London in 1936.

Descriptions of their departure from Poland make heartbreaking reading. Adam Zamoyski, author of The Forgotten Few, reckons that about 80% of the PAF survived the first Blitzkrieg of World War Two and managed to escape capture. 9.276 crossed the border into Romania (not all as easily as Henryk, in my novel, That Burning Summer), 900 fled to Hungary, about 1,00 escaped via the Baltic states of Lithuania and Latvia, and another 1,500 were captured by the Soviets and sent straight to labour camps. The aim was to regroup in France.

In late December, 1939, Michal Leszkiewicz, a future Bomber Command pilot who had escaped from Poland via Rumania at the age of 23, was on the way to Beirut, though he did not know this when he recorded in his diary: ‘We’re probably sailing to Syria. A vague fear of the unknown – a purely human instinct. When you know what to expect, you don’t go to pieces. We have to – we must go on. The responsibility lies with us, the young people; they’re turning to us even in Poland – the innocent ones whom fate has wronged . . .we are their hope.’

Despite his great love and commitment to his homeland, Michal Leszkiewicz never again returned to Poland, and died in England in 1992. His diary made a huge impression on me when I was finding out about the odysseys so many airmen made before they reached Britain. I drew on his account for my descriptions of Henryk’s sea voyage from Bulgaria to Beirut, his arrival in the Middle East, the journey to France, and his frustration at the chaos there. On arrival, he found himself interned in miserable conditions in France with refugees from the defeated Spanish Republic.

By June 1940, France too had fallen. The remaining Polish airmen were evacuated to Britain. Arriving exhausted and battleweary in the only allied country left unoccupied in Western Europe, they called it ‘The Island of Last Hope’. On 18th June, Churchill famously declared: ‘Hitler knows that he will have to break us in this island or lose the war. If we can stand up to him, all Europe may be freed and the life of the world may move forward into broad, sunlit uplands.’ J.B.Priestley (‘That Yorkshire man on the radio – the one with the calming voice Aunt Myra loved to listen to’ TBS, p. 100) remembered the Germany he’d known and loved before the last war, and warned ‘any country that allows itself to be dominated by the Nazis will not only have the German Gestapo crawling everywhere, but will also find itself in the power of all of its own most unpleasant types – the very people who, for years, have been rotten with unsatisfied vanity, gnawing envy, and haunted by dreams of cruel power. Let the Nazis in, and you will find that the laziest loudmouth in the workshop has suddenly been given the power to kick you up and down the street, and that if you try to make any appeal, you have to do it to the one man in the district whose every word and look you’d always distrusted.’

The forty Polish pilots who took to the skies at the beginning of the Battle of Britain were scattered at first among a number of RAF squadrons. Most were among the 2,000 or so airmen who'd been kicking their heels in Britain for months already. When the earliest pilots arrived between December 1939 and February 1940, they were given a frustratingly slow induction into RAF life, involving English lessons, education in the King's Regulations, and endless parades and roll calls: it seemed they would never be allowed near an actual plane.

Co-operation across national boundaries is never easy, and a distinct clash of military cultures soon became obvious. Driven to distraction by British officers who seemed to be hiding their heads in the sand about the real nature of the threat from Germany, the Poles called their RAF colleagues 'ostriches'. Meanwhile, as Zamoyski writes, the British were disconcerted, to say the least, by the newcomers' manners: 'The Polish habit of saluting everyone, on station, in town, in restaurants, irritated the British officers, who found they could not cross the airfield or walk down a street without acknowledging several dozen salutes. "They were always giving you salutes even if it was their dispatcher handing you a cup of coffee," recalls an RAF officer. "The heel-clicking that went on was terrific," remembers one RAF fitter, "and they had a funny way of bowing stiffly, from the waist up, like tin soldiers."'

Despite this, the Poles did not take easily to the kind of hierarchical deference traditional in the British military. Group Captain A.P.Davidson, a former air attaché in Warsaw and the station commander at RAF Eastchurch, near Sheerness, where the first Polish airmen were based, was shocked and baffled by their attitudes: “Whilst on the one hand there exists a distinct class feeling between officers and airmen and the former often treat the latter with a lack of consideration unknown in our own Service, on the other hand, officers fraternise with airmen, walk about and play cards with them.”

Morale improved once the Poles were finally allowed to fly, but then they discovered that everything on a British aircraft was back-to-front, so all their reflexes had to be reversed. You had to push instead of pull to open the throttle, and even the toggle for opening the parachute was on the ‘wrong’ side. There was also the difficulty of judging in feet and miles, not metres and kilometres, and new navigational aids to master like radar (only just adopted, and still secret) and radios. The British tactic of close formation flying seemed suicidal to the experienced Poles, for pilots had to pay far more attention to not colliding with each other than looking out for attacking aircraft. Four tight ranks of three planes were supposedly protected by the middle plane of the last rank, known as the ‘weaver’, but 32 Squadron, based at Biggin Hill, lost 21 of these pilots in three weeks, each ‘picked off’ by the enemy without the rest of the squadron even noticing.

A myth that came to dominate war films and popular memory was that all Polish pilots were reckless and individualistic. The stereotype arose partly because they were trained to fire at much closer range than British pilots – almost at pointblank. (‘Those crazy Poles’, thinks Peggy in That Burning Summer.) This scene from the 1969 film The Battle of Britain (whose uncountable stars included Laurence Oliver as Hugh Dowding and Trevor Howard as Keith Park) is typical of British attitudes. 

(Incidentally, and somewhat chillingly, the German aircraft used in this film were provided by Franco’s Spanish Air Force: a mixture of Heinkels, still used for transport, and retired Messerschmitt 109s.)

In August 1940, two new Polish fighter squadrons were formed: No. 302, ‘City of Poznań’, and No. 303, ‘Kościuszko’. By 1941 a fully-fledged Polish Air Force was operating alongside the RAF. By the end of the war, Polish pilots had won 342 British gallantry awards, and 303 Squadron claimed the highest number of kills of all the Allied squadrons in the Battle of Britain yet its death rate was the lowest.

On 11th September 1940 at 16.15 hrs, Sergeant Stanisław Duszyński was shot down over Romney Marsh, not far from Lydd, while attacking a Ju 88. He was 24, and like Henryk in That Burning Summer, had initially been evacuated to Rumania in 1939. Neither his body nor his Hurricane were recovered at the time, although unsuccessful efforts, both official and unofficial were made in 1973 and 1996. Six months later, Pilot Officer Bogusław Mierzwa’s Spitfire came down in flames on the stony promontory of Dungeness, not far from the lighthouse. 

Another pilot of the 303 Squadron, Mieczyslaw Waskiewicz, crashed into the sea off the point and was never found. Both were returning from a mission to escort six Blenheims sent to bomb a fighter airfield in France. Mierzwa had been awarded his Pilot’s Wings in Poland less than two years earlier, at the age of 22, not three months before the invasion of Poland. For many years, a tattered Polish flag flew over the spot where his aircraft burned, next to a plastic garden chair and the rather makeshift memorial shown above.  It's now been replaced by this slightly less romantic but more informative noticeboard.

Between 1939 and 1945, well over 200,000 Poles fought in all the forces under British High Command. But for complex reasons, largely connected with post-war shortages of jobs and housing, anti-Polish sentiment in Britain had become so bad by 1946 that ‘Poles go Home’ graffiti began to appear near Polish Air Force bases. Squadron 318 Spitfire pilot Stefan Knapp, a sculptor and painter who suffered from recurring nightmares and insomnia for years after the war, recalled the change in his memoir, The Square Sun (1956):

‘I was choking with the bitterness of it…Not so long ago I had enjoyed the exaggerated prestige of a fighter pilot and the hysterical adulation that surrounded him. Suddenly I turned into the slag everybody wanted to be rid of, a thing useless, burdensome, even noxious. It was very hard to bear.’

In the programme for the Allied Victory Celebrations in London a year later, you will only find a mention of Poland under one heading – the Central Band of the Royal Air Force. By this time it was Stalin, not Hitler, who seemed to require appeasement. The fate of Poland had already been determined around conference tables at Tehran, Yalta and Potsdam.

Find out more: 

Adam Zamoyski, The Forgotten Few: The Polish Air Force in World War II (1995, Pen & Sword Aviation, 2009)

Lynne Olson & Stanley Cloud, For Your Freedom and Ours: The Kosciuszko Squadron – Forgotten Heroes of World War II, (2004)

Robert Gretyngier, in association with Wojtek Matusiak, Poles in Defence of Great Britain, July 1940-June 1941 (London, Grub St, 2001)

Josef Zielnski, Polish Airmen in the Battle of Britain, 2005 (A very useful book, with a short chapter on every airman, but not easy to get hold of)

Kenneth K. Koskodan No Greater Ally: The Untold Story of Poland’s Forces in World War II (Osprey, 2011)

Arkady Fiedler, 303 Squadron: The Legendary Battle of Britain Fighter Squadron (2010)

F.B.Czarmomski, They Fight for Poland: The War in the First Person, (1941 – Front Line Library)

Patrick Bishop, Fighter Boys: Saving Britain 1940 (Harper, 2003)

Jonathan Falconer, Life as a Battle of Britain Pilot (The History Press, 2007)

Battle of Britain monument…find out about the Polish airmen.

RAF Museum online exhibition on Polish Pilots

Polish Institute and Sikorski Museum

Commemorative site with information to help find all the cemetaries in the world where Polish airmen were buried during WW2

Polish War Memorial

Lydia Syson is the author of A World Between Us, about Britain and the Spanish Civil War, and That Burning Summer, the story of a Polish pilot suffering from flying fatigue (or 'Lack of Moral Fibre') during the Battle of Britain.  

www.lydiasyson.com

Plotting the Second World War, by Clare Mulley

Earlier this month I was delighted to speak at a commemorative day at Tempsford, in Bedfordshire, being held in recognition of the RAF Special Duties Squadrons that delivered SOE's special agents behind enemy lines from the village’s top-secret airfield during the Second World War.

Memorial Plaque in Tempsford village church
(courtesy of Martyn Cox, www.secret-WW@.net)

Among the guests was Doreen Jeanette Galvin, nee Grey, a former member of the Women’s Auxiliary Air Force, better known as the WAAF. Doreen served as an Intelligence Officer at RAF Tempsford during the war. She now lives in Canada, and this was her first visit back to her wartime base. Finding a squashy sofa in the memorial hall, Doreen told me how moving it was to return to this tiny village, attend the service of remembrance, and see the beautiful memorial to both the female special agents who were dropped behind enemy lines, and the Special Duties pilots who flew them there.

What I was not expecting was for Doreen to tell me how she had plotted the Second World War. Not in an evil god-of-destruction way you understand, but as a WAAF processing data about aircraft movement provided by radar stations and observation posts, and plotting the changing positions of Allied and enemy planes on a map.

Me with Doreen Galvin at Tempsford, May 2015
(courtesy of Mary J Miles)

Doreen joined the WAAF in March 1941. Her family’s association with the British Air Force went back to the First World War, but it was not until the late autumn of 1940 that she decided to volunteer. The trigger was watching the Battle of Britain at close quarters from her south coast garden, which was on a steep hillside looking down to the sea. At one point the planes flew so low that she felt they might knock the television aerial off the roof of her house, and she threw herself into a ditch in the garden. When she looked up there were black crosses on each wing of a German fighter above her, which was followed by a Spitfire which shot it down into the sea. She knew then that she had to volunteer.

Doreen in uniform
(courtesy of Doreen Galvin & Martyn Cox, www.secret-ww2.net)

Doreen’s first position as a plotter was in Liverpool, receiving aircraft information and translating it into representative counters moved across a large map. On her third evening she found herself plotting the course of an enemy plane. Soon more followed; it was the start of the Liverpool blitz. Nothing could have better brought home to her the vital importance of her work, and how essential it was to be accurate.

Doreen's long and often exhausting career eventually led her to a Commission interview with ‘a very frightening Squadron Leader’ and, as the result of her courage to refuse the more regular roles she was encouraged to take in admin, or codes and ciphers, either of which she felt would ‘drive me crazy’, she was accepted for Intelligence.

Doreen in the WAAF
(courtesy of Doreen Galvin & Martyn Cox, www.secret-ww2.net)

Doreen was then trained as a Photographic Interpretation officer at RAF Medmenham in Buckinghamshire. Here she worked with Constance Babington Smith, known to all as ‘Babs’, who was ‘charming, not gushing, but she knew what she was doing’, as well as Sarah Churchill, the red-haired daughter of the PM, among others. Their role was to examine photographs and identify tell-tale troop movements, the build up of fleets and tanks, the creation of fuel and ammunition dumps, the construction and development of weaponry and key sites for military production and other bombing targets. Once, when particularly sensitive photographs and maps had to be examined, Sarah Churchill was segregated in the bathroom, with a 3-ply plank across the huge claw-foot bathtub on which to spread the pictures. She did not know it at the time, but she was working on images of North Africa. ‘We always used to say,’ Doreen told me with a laugh, ‘that for us, North Africa started in the bathroom’. 

Among a wealth of other material, including pictures of her family's former house in the Channel Islands (garden doing well, she noted), Doreen’s photographs provided early images of the German Messerschmitt 162 and 163 rocket planes. She also worked on photos of a series of ramps in northern France, all facing London. ‘It was obvious something was going to be shot off them’, Doreen said, but they couldn’t see what. Nearly two years later she was spending the night with a friend in Bromley when the first V1s to reach London ‘flew over the roof like an express train’. Wearing a hard hat on the early morning journey into work the next day she suddenly realized that these new flying bombs must be what she had been looking for at Medmenham. 

Doreen during the Second World War

(courtesy of Doreen Galvin)

After a year in Aerial Reconnaissance, Doreen moved to Bomber Command, with an office next to the famous ops room. From there she became an Operations Officer at RAF Feltwell, in Norfolk. At times it was almost unbearable work. One morning twelve planes left to bomb a hydroelectric station, and just one damaged aircraft returned late that afternoon. It was ten days before Doreen learned that she was in no way to blame for the high losses through any inaccuracies in her work - the planes had simply had the misfortune of coinciding with a Luftwaffe squadron.

Finally Doreen was sent to RAF Tempsford to work as an Intelligence Officer, without yet knowing the operational nature of the secret little airfield. On arrival she was surprised to see the odd variety of aircraft of all vintages and sizes that operated from the airfield, including a number of old-fashioned Lysanders, affectionately called ‘Lizzies’, which she thought must have come from the previous war. The intelligence office seemed ‘very dull’, the maps ‘uninspiring’, and Tempsford struck Doreen altogether as ‘a mediocre station, full of left-overs, in a forgotten backwater’.

A Lysander at Tempsford during the war,
with officers from Special Duties squadron 161
(courtesy of Hugh Verity & Martyn Cox www.secret-ww2.net)

Only after she was taken through a security door did Doreen see a map covering the entire wall opposite. ‘On it were hundreds of brightly coloured pins, each holding down a small label with a number and a code name typed on it.’ These represented the dropping and landing sites for Britain’s special agents and supplies across Europe. Her role was to ensure the pilots were fully briefed on the sites, and their routes, using aerial photographs and other intelligence. Doreen stared at the map in amazement, thinking, ‘If only the Germans could set eyes on this wall map, they could surely eliminate the entire Underground Movement in Europe in a week!’ 

Tempsford brought its own tragedies, although nothing quite on that scale, but also many lighter moments among friends who became very close. Here the WAAF Officers’ Mess was so close to the vicarage and the old stone church that one morning, after an RAF dance the night before, the vicar’s wife accused Doreen's friend of getting their chickens drunk. The hens had come wandering in unnoticed and drunk from the dregs of the slop bucket behind the bar. 

Doreen at the Special Duties memorial plaque in Tempsford Church
(courtesy of Martyn Cox, www.secret-WW@.net)

Reverend Margaret Marshall with Doreen Galvin
at Tempsford's memorial to the SOE women and Special Duties pilots
(courtesy of Clive Bassett)

Last Sunday, after the morning of talks, Doreen visited Tempsford’s old stone church again, this time for a service of remembrance conducted by the Reverend Margaret Marshall (how times have changed), before laying wreaths at the memorial opposite. For Doreen it had been a moving experience to return to the village where she had spent so much of her war, and to see that neither the special agents, nor the brave pilots who flew them behind enemy lines, have been forgotten. Not only are there beautiful memorials in the church and on the village green, but there are often events here which welcome everyone from family members who come to remember, to school children who may be hearing for the first time about the history of the village, the airfield, and the many brave people who once passed through.

Aerial photograph of RAF Tempsford during the war
(courtesy of The Bob Body Collection & Martyn Cox, www.secretWW2.net)

I am delighted that Doreen has written and self-published her memoirs, From Arts to Intelligence, available from Amazon in kindle and EPUB formats, and paperback. 

I should also mention that the very good Temspford commemorative event this May was organised by educational charity Secret WW2 for which, many thanks.

Copyright Clare Mulley

www.claremulley.com 

Lest We Forget... by Clare Mulley

There has been much in the press this month about Blood Swept Lands and Seas of Red, the impressive art installation of 888,246 ceramic poppies, each representing one British military casualty during the First world War, that flooded the Tower of London moat earlier this month. For many this was a beautiful and powerful statement of the size of Britain's sacrifice, for others, a mawkish display of nationalism. The wonderful Ring of Remembrance Notre Dame de Lorette, an elliptical structure engraved with the names of the dead of all nationalities in northern France, is another powerful but controversial war memorial. The who, what, how and why may be contentious, but what is generally agreed upon is the importance of remembering.

A while ago I was due to give a talk on the female special agents of the Second World War at Maddingley Hall, near Cambridge. En route I stopped to admire the beautiful stonework outside and bumped into a man doing the same thing. It transpired that he was Harry Gray, the stonemason, now artist, who had carved some of the pieces during restoration works several years ago. We soon discovered a shared interest in the two world wars, and fascination with the very different ways that the dead are remembered and, on occasion, honoured. A few weeks later Harry invited me, and my husband Ian, who is a sculptor, over to his studio for lunch.

Harry explaining that the foliage on Corinthian columns
are acanthus leaves, with leaf from his garden.

It turned out that Harry has worked on a number of war monuments and memorials, among other public art commissions. His first was the much admired frieze for the Animals at War memorial in Park Lane, but my favourite is the stunning Battle of Britain monument at the White Cliffs of Dover.

Approached from the ground, the Battle of Britain monument shows a young pilot, sitting, looking to the skies, calmly waiting for his call to action. Seen from above, however, from a pilot’s perspective, the figure is sitting at the centre of a propeller hewn from the white chalk of the ground. It is a beautiful and thought-provoking design that literally works on several levels, calling into question not just who these men were and what they were fighting for, but how their courage, skill and sacrifice has left a permanent mark on our country.

Pilot from the Battle of Britain monument

Battle of Britain monument from the air

Harry had only heard about the proposal for a Battle of Britain monument when he was commissioned to produce the stone base for the winning piece. Having rather cheekily asked if he could submit his own design, he was delighted to get through to the short list. Lord Tebbit, himself a former RAF pilot, was on the judging panel, and when he saw that Harry’s pilot figure was to be hewn from Forest of Dean sandstone his only comment was that it would weather badly. Harry protested that London pavements are made from sandstone, and ultimately it was Tebbit who backed his design. The Queen Mother unveiled the monument in July 1993. Earlier that day Harry had been checking everything was as it should be when he was surprised to see a woman let through the security cordons to join him at the monument statue. “At last,” she told him, “You’ve made my brother’s grave”. Her brother had fought in one of the Polish squadrons in the Battle of Britain, and had been lost over the channel.

Harry has since won many public commissions, and you can visit his website here. The current piece that speaks most loudly to me is his project for a public artwork to celebrate William ‘Bill’ Tutte’s code-breaking work at Bletchley Park during the Second World War. Coded signals intercepted by Bletchey Park were printed as perforated tape, or ‘Baudot’ code. Reflecting this, Harry is producing a sculpture comprising of five steel sheets each of which are perforated like Baudot code.

Baudot code 

Harry's 'coded' metal sheets

When seen from a key viewpoint marked in the paving, the perforations reveal an image of Bill Tutte through the metal sheets. In this way the portrait image itself is encoded, with Baudot in place of DNA, showing people the essence of the man in face and form.

Bill Tutte, reduced to dots as a guide

Three of the six sample sheets for the memorial

I live in Saffron Walden, within walking distance of beautiful Audley End House which was used during the Second World War as a training base by the Cichociemni, the ‘Silent and Unseen’ Polish special forces. It has always amused me that my last biography was of one of the very few Polish-born special agents, Krystyna Skarbek, aka Christine Granville, who never set foot in Audley End because she was trained and employed directly by the British. Nevertheless I am honoured that over the last few years I have been invited to lay a wreath for both Krystyna and the Cichociemni at our local war memorial on Remembrance Sunday. 

The Cichociemni are commemorated with a stone urn in the grounds of Audley End house, but I have often thought that it would be wonderful to have a more permanent memorial to Krystyna somewhere in Britain. I wonder now if it should be made from Polish soil, or how else to best capture the spirit of this passionate patriot and fighter for freedom. But then, perhaps writing biographies has its similarities with Harry's kind of art, in seeking to capture and present a picture of their subject that is more than skin deep?

I was appalled to hear this month that cuts to the Imperial War Museum budget mean that access to the library and archives, which were hugely important during my research for Krystyna's biography, is now going to be severely restricted if not closed, and the school education packages may be stopped. I find it incredible that, at this time of remembrance in particular, we can even consider risking losing one of the most important repositories of these stories. If you feel the same, please take a moment to sign the petition against these cuts, so that we can continue to remember, honour and consider, in an informed way.