Rex Wyndham Watson

 

Rex was born to John and Lily Watson in Woolacombe in North Devon, UK on, it is believed, 17 October 1909. Little is known about his early years except that he succeeded in his secondary education, passing the Junior and Senior Cambridge levels.

Towards the end of 1927, while in Essex, he became aware of opportunities in Australia through the Dreadnought Youth Migration Scheme. At 18 years of age, Rex successfully applied to the scheme, and embarked on the SS Baradine on 25 January 1928. Rex was one of 40 Dreadnought Boys on the ship which berthed in Sydney on 15 March 1928. Of that group, Rex and three other boys were sent to Wollongbar Agricultural Experiment Farm for farm training.

Also on the Baradine, were Fred and Hettie Kille, their daughter Vera (17), and son Maurice (13). They were heading for Lismore in the NSW Northern Rivers area. During the 48-day voyage, Vera and Rex got to know one another in what was later described as a 'mild shipboard romance'. There is little doubt that Rex later made known his preference for Wollongbar (the nearest training place to Lismore).

Following several months of training at Wollongbar, Rex was placed in farmwork, away from the Lismore area for several years. Mrs Kille had a dairy farm at Chelmsford (20 km NW of Lismore) where Rex and Vera lived after they were married on 29 March 1934. Then, in 1935 it was time to move on.

Their first move was to Maclean on the Clarence River, and then on to Perth WA. While there, Rex was injured in a motorcycle accident, resulting in a slight limp. After two years away, the couple moved back east to Casino. In November 1939, Vera’s parents had a car accident - her mother died. Her father needed care, and so Rex and Vera moved to Lismore to live with him. Rex continued to work as a car salesman in Casino.

Rex decided to join the Royal Australian Air Force and was enrolled in the Air Force Reserve, for air crew, on 29 May 1940. To be young enough for pilot training, Rex dropped his age by five years (as well as hiding his limp)! Rex went back to life in Lismore until he was called up for service on 8 November 1940. After initial training at Bradfield Park in northern Sydney, Rex was selected to do flying training at the No.4 Elementary Flying Training School at Mascot Airport, where the DH 82 Tiger Moth was the basic training plane. Graduating on 3 April 1941, Rex went on to the No.2 Service Flying Training School at Forest Hill, near Wagga Wagga NSW. Selected for single-engine training he began conversion to flying Wirraways. Rex completed both service and advanced levels, received a Flying Badge (his ‘Wings’), was classified Airman Pilot on 22 August 1941, and promoted to Sergeant. Rex was then on his way to UK for operational training on Spitfires.

After a slow trip via North America, Rex reached England on 21 December 1941 - nearly 14 years since he left as a Dreadnought Boy. After two months in Shropshire, Rex was sent to RAF Llandow in South Wales, where he flew Spitfires for the first time. In May 1942 he was finally posted an operational Squadron, No. 457 RAAF in Surrey. Here he flew the latest model Mark V Spitfire, just before the squadron, with No. 452 RAAF and No. 54 RAF squadrons, were shipped south to Australia.

With the Japanese attacks on Darwin, and the advance of Japanese forces, these three squadrons of Spitfires were needed for the air defence of Northern Australia. Subsequently, their pilots and ground crew reported to Richmond RAAF Base west of Sydney, and formed No. 1 Fighter Wing under the direct command of Clive 'Killer' Caldwell. When the reassembled new Spitfires finally arrived and familiarisation was complete, the Fighter Wing was transferred to the Northern Territory. Rex Watson was promoted to Flight Sergeant just as the Wing was ready for action there on 1 February 1943.

Rex Watson      (AWM Photo NWA0123)

Rex was in the North until January 1944. In that time attacks occurred about every three weeks, and he was able to play a significant part in the defence of the Darwin area. From the 13 attacks, he destroyed two enemy planes, shared destruction of another and damaged another two. He was one of the most successful pilots in No. 1 Fighter Wing. Early in this time, a photo of Rex in the cockpit of 'Jiminy Cricket' (his Spitfire), was used in a recruiting poster. Other publicity followed his successes. Promotions continued for Rex, first as Pilot Officer in May and then Flying Officer in November 1943. However, the sting of war was always present. On one mission in July 1943, the three other pilots in his section were lost, while he was diverted by radio failure. The loss would hit Rex hard.

In January 1944, Rex was posted to No. 2 Operations Training Unit at Mildura. Here Rex instructed new pilots on Wirraways. This continued after he was transferred to No 8 OTU at Parkes in July 1944. His wife Vera was able to join him while he was at Parkes, for their longest time together during the war. However, after a year as an instructor Rex Watson was keen to get back into action. Somehow, he gained a posting to No. 452 Spitfire Squadron which was based on Morotai, midway between New Guinea and the Phillippines, arriving there in early April 1945. No. 452 Squadron was conducting ground attack missions against Japanese camps and shipping. In his short time there, the now Flight Lieutenant Rex Watson needed every bit of his previous experience, against enemy fighters.

The Squadron participated in the Borneo Campaign during the final months of the war. The Spitfires commenced operations from Labuan on 19 June, with the primary roles of providing air support to Allied troops in the area and air defence for the island. The squadron’s last action occurred on 10 August 1945 but Rex had, just then, been admitted into Brisbane’s Greenslopes Hospital. He was there for the next six weeks, before returning to No. 3 Personnel Depot at Sandgate, Brisbane, and his discharge from the RAAF on 19 December 1945.

Now Rex faced peacetime life. There were opportunities in the community, and on 19 January 1946, he was elected as an Alderman on Lismore City Council. He had been nominated by the Returned Soldiers League. He resumed in car sales, and, he returned to live with Vera and her father Fred in Barham St. East Lismore.

After his wife’s death, Fred’s relationship with Vera had become close and dependent. There were tensions as Rex sought to find his place in the home, and life started to go downhill for him. He began to miss Council commitments, his place on Council being declared vacant in early 1947. He changed from selling cars to selling insurance, which meant often being away from home as he covered his area of the Far North Coast of NSW. Then Rex headed for Sydney.

In Sydney, Rex seriously needed help, and by mid-1947 had been admitted to the Repatriation General Hospital at Concord for physical and psychiatric care. By April 1948, Rex was boarding, but in accommodation unhelpful for either his mental condition or general health. Apart from a Newcastle Sun photograph on 25 June 1953 of Rex with Clive Caldwell and others, at the Air Force rooms in Newcastle the previous evening, details of his life are unclear. On 27 August 1959, the family were informed of his death in Sydney. He had taken his own life.

Like thousands of returned service personnel, Rex Watson showed the symptoms of what, today, we know as Post Traumatic Stress Disorder (PTSD). Although he received treatment, it could not break his downward spiral. Yet his story needs to be known – the Dreadnought Boy, the Farmer, the Fighter Pilot and Ex-serviceman!



(Much of the material for this story was sourced from an unpublished family memoir ‘Searching for Uncle Rex’ written by his nephew Brian Kille.)

Albert Bailey

 

Albert Bailey was born on 17 October 1908 in South London. The family lived in East Street in Camberwell, near Old Kent Road. By 1911, Albert had four brothers and four sisters; his father George was a motor cab driver. The First World War and its aftermath hit the family hard, so that by the 1920s they were in the grip of poverty. His mother Rose, now on her own, struggled to provide for the large family. Even though he had been learning to be a fitter, the Dreadnought Scheme gave Albert the opportunity he needed.

SS Demosthenes left London on 11 September and arrived in Sydney 28 October 1924, after a very rough voyage. 16-year-old Albert was one of the 60 Dreadnought Boys on board. The group was met on arrival and told of their respective training places. Albert was to go to Scheyville Training Farm.

On completing his farm training at Scheyville in early 1925, Albert Bailey was sent to ‘Malongulli’, a farm on Limestone Creek, between Lyndhurst and Woodstock, in Central West NSW. It was a successful placement and he was able to put his skills to good use there.

He stayed there until he was 21, and in 1929 he returned to London to see his family. However, when the weather became too cold, he decided it was time to return to Australia. He travelled to Australia via Canada. At the time, large numbers of impoverished men were criss-crossing the country looking for work, many getting on to freight trains any way they could, to ride-the-rails.

(Edmonton Journal Photo)

Albert Bailey joined them for travel to Vancouver. From there he paid for his fare across the Pacific Ocean to Sydney, on SS Aorangi.

On board ship he met a man who had a travelling Picture Show, and decided to travel with him around NSW. During their travels in the state’s north, they came to Emmaville, where a local publican hired the Picture Show. When the Show moved on, Albert stayed at Emmaville and was able to get work in tin mining and road construction. In 1934, Albert married Elizabeth Jane Munday, the grand-daughter of the publican.

Around 1938, they moved to Cracow in Queensland, about 500 km north west of Brisbane. He was into mining again, but this time it was gold. It also saw the start of their family.

World War II began in 1939, and when Japanese bombing raids on Darwin and other parts of Australia started in February 1942 and persisted into 1943, Albert Bailey responded by moving with his family to Guildford in south-western Sydney, and enlisting in the Royal Australian Air Force. When the war ended, he stayed with the RAAF until his discharge in 1961.

He was posted to No.2 Aircraft Depot at Richmond Air Base west of Sydney. The Base had sections involved in - armament, erection, radar, airframe repair or modification, metal work, engine repair, wheel /tyre repair, instrument, parachute, and electrical repair. Motor transport repair was also done there. During the war years, crashed aircraft were salvaged, some repaired to fly again, some to provide spare parts.

The aircraft were mainly those of the Transport Wings based at Richmond. After the war these were C47 Dakotas and, from 1958, C130 Hercules became the focus.

                                     C130 Hercules at Richmond Base (Wikimedia Commons.)


Albert Bailey made Sergeant during his service at Richmond Air Base, and his trade skills were put to good use in his years in the RAAF. He remained at Guildford and passed away on 26 June 1986, aged 77 years. His wife Elizabeth survived him by another 26 years.

Albert Bailey, although one of the quiet ones, had fulfilled the hopes of the Dreadnought Scheme.

A Hiccup for the Dreadnought Scheme

 

After the break caused by World War 1, the Dreadnought Scheme resumed in 1921 and reached full swing by the start of 1922. By the end of 1924, the number of these new arrivals had just passed the pre-war total, with 1803 more working age lads being brought to Australia from UK. This ultimately proved to be the halfway mark of the whole Dreadnought Scheme.

During 1924, a new player began promoting the need for more of these lads to be brought to Australia. Richard Linton, a recently retired businessman, was keen to see a scheme based on his own experience. When he arrived in Sydney from his native New Zealand many years before, he was helped to settle by his older brother who had arrived in previous years. While Linton was in England for the British Empire Exhibition, a group of his colleagues met in Sydney on 15 April 1925, and began what was later called the Big Brother Movement. This movement would provide mentors (Big Brothers) for the lads it brought from UK (Little Brothers).

The first one of these Little Brothers reached Sydney on 31 October, on the SS Sophocles as one of 44 Dreadnought Boys. Another group arrived on the SS Jervis Bay on 14 December 1925, after over a hundred of that contingent had been landed in Perth and Melbourne.

So, what was the problem?

The way Richard Linton chose get his scheme under way in UK, resulted in widespread confusion among prospective Boys and their parents, Immigration officers here and in the UK, amongst others. It had the potential to derail the Dreadnought Scheme, angering the Dreadnought Trustees. The Prime Minister’s file Dreadnought Scheme and Land Settlement 1921-29 provides some behind-the-scenes insights.

As the first large group of Little Brothers was being farewelled, with great publicity, in London, the Australian High Commissioner there received a disturbing Cablegram, on 2 November 1925. “…little brothers sailing…under Dreadnought Scheme. Trustees do not approve such arrangements, parents and lads should be so advised.” Having learnt unofficially about what was happening, the Dreadnought Trustees had re-acted.  The London HC staff had been assured by Richard Linton “… that Dreadnought Trustees had accepted his Scheme”, and that the PM’s office “were advised on 31 July and 2 October, that Dreadnought Boys were included in the Big Brother List”. Meanwhile, Mr Linton was aboard ship on his way back to Australia.

Following a meeting here in Australia with the Dreadnought Trustees, Deputy Director Hurley of the Commonwealth Immigration Office tersely messaged London on 15 December 1925, “Misunderstanding with Dreadnought Trustees adjusted who now agree all future Dreadnought Lads may be enrolled as Little Brothers.” Some adjustment! This was the polar opposite of the Trustees’ previous position. One suspects that it had been a robust meeting, with the Trustees being reminded that the Commonwealth Government had the final say over who and how migrants came to Australia. Ironically, the High Commission in London had already stopped further inclusion of Dreadnought Boys in the BBM arrangements.

Meanwhile, the High Commissioner Sir Joseph Cook had sent a long cablegram to the Prime Minister, about the “difficulty” with the Movement. In true bureaucratic style, Cook asserted that “the whole cause of the trouble is absence of reply to my cablegram of 3rd November…” (That particular cable did not actually pose questions requiring a specific response!) He went on to express his frustration with Richard Linton, the lack of clear arrangements between the BBM and his office, and bemoaned the (unauthorised) £548, already spent on the movement by his office.

During the following years, operating separately, both the BBM and the Dreadnought Scheme were kept busy bringing working age lads to Australia. But it is little wonder that the Dreadnought Trustees took a dim view of Richard Linton and the BBM. It was unfortunate that, for some years, relations were strained between two effective organisations, who were major contributors to Australia’s immigration story.

And what of the Boys who came on the SS Jervis Bay?

From newspapers of the day, it is quite clear that the group arriving in Sydney, comprised 28 Wembley Exhibition Scholarship winners and 56 Dreadnought Boys.  Of the latter, according to Dreadnought records, 37 Boys went to Scheyville for farm training, 11 went to Cowra, 5 to Glen Innes and 3 went to Grafton for their training. The Big Brother Movement was said to be “co-operating “, and on completion of training each boy was linked to their mentor. So now they were all “Little Brothers.”

 

References

Alan Gill, Likely Lads and Lasses – Youth Migration to Australia 1911-1983. (Sydney NSW: BBM Ltd, 2005).

Dreadnought Scheme and Land Settlement 1921-29. (Prime Ministers Department file held in the National Archives of Australia).

Sydney Morning Herald, Wed 9 December 1925, p11. Boy Migrants.(http://nla.gov.au/nla.news-article16260096) 

Sun, Mon 14 December 1925, p10. Little Brothers – Welcome to new home.(http://nla.gov.au/nla.news-article223923661)

Bill Miller

William John Ernest Miller was born on 11 May 1908 at Catford, London to Ernest and May Miller. Soon after this the family moved to South Croydon in Surrey, where his father worked in the footwear industry.

In the years that followed World War I, conditions were tough and prospects seemed limited for many young people. Then Bill saw

                                            ‘Boys Wanted for Australia, Apply Within’

As Bill later wrote: “This is the advertisement that changed my whole life around. In 1924, at the age of sixteen, I applied to come to Australia and, with the approval of my parents, everything was arranged through the Dreadnought Scheme”.

SS Demosthenes

Bill travelled from London to Tilbury Docks and boarded the SS Demosthenes, which took about six weeks to reach Sydney on 19 March 1925. Bill arrived in Sydney with another 60 boys connected with the scheme, and, with 36 of them, was transported by train and road to Scheyville Training Farm. Here they stayed for the next three months to learn Australian farming methods. Following this farm training, Bill was sent to work on a farm at Dyraaba (21 km north west of Casino) in northern NSW.

During the next eight and a half years, Bill finished his time at Dyraaba and moved on, working on a number of farms in the Casino district. Then, after his marriage to Lorna Oliver on 20 January 1934, he commenced share-farming at Hogarth Range (west of Casino) and later at Ellangowan (south of Casino). The couple went on to have six children.

By 1938, Bill had a growing family and needed a more reliable income than his farmwork was providing so he applied for work with, and was accepted by, the NSW Department of Railways. His decision was well-timed. Drought conditions which had begun occurring in 1937, worsened in 1938 into what became known as the World War 2 Drought. Bill was initially based in Casino for several years before being transferred to Murwillumbah, where he remained until he retired from the Railways in 1970.

A reserved, reliable man of modest expectations, Bill Miller passed away in 2001, aged 93. His parents and sister had predeceased him, and wife Lorna passed away in 2002.

Among the thousands of boys who emigrated with the Dreadnought Scheme, there was a great variety of reasons for doing so. Difficult family relationships and family breakdown were part of the story for many of them. But there were also many who left home, with the approval and assistance of parents who wanted a better future for their son. In Bill Miller’s case, there was always a strong family connection, with his parents and sister Margaret coming as “Ten Pound Poms”, to join him in Murwillumbah in 1948.

Ironically, they each paid the same fare as Bill did, 23 years earlier.

Bert Bridges

 

“Whoah, that was close!”

Probably not the words used, on the day Bert learnt how dangerous machinery could be. He had fallen off a steam-powered road engine and was run over by one of its big rear wheels. Being a small boy, Bert fitted between the high grips on its tread and escaped with his life, but with serious injury to his pelvis.

Albert William (Bert) Bridges was born on 25 March 1908 in Hendon (North London) to Robert and Rose Bridges, the fifth of seven children. His father had served in the British Army in the Sudan, Egypt, and the Boer War. Bert was six years old, when his father re-joined the Army to serve in France.

Young Bert got work in a picture theatre at Marble Arch. His job was to provide sounds during the screenings of the silent movies. Movies like The Retreat from Moscow and The Angel of Mans called for drums to be beaten off-stage for the thunder of gunfire. It needed imagination and good timing to create realistic sounds, and Bert enjoyed doing it. In 1922, Bert got work with leather goods specialist Garstin’s, in Hendon. He was there for three years, and received a valuable reference from them when he was about to leave England.

Bert had decided to emigrate. Bert, with his younger brother Tom and their friend Dick Willis, applied to travel with the Dreadnought Scheme, which brought them to Australia. They left on the SS Bendigo on 11 November 1926. Bert and Dick were 18 years old and Tom was a year younger. They reached Cape Town and, while there, decided to continue to Australia, on the toss of a coin. And so to Sydney, arriving on 7 January 1927.

In Sydney, they were given £2, put on a train to Cowra, sent to its Agricultural Experiment Farm. Bert’s first eight (hot) weeks were mainly spent cutting burrs. After training at the Farm, he went to Jack Pierce’s dairy in Taragala, South Cowra. This was followed by a brief time back at the Experiment Farm and then with Ernie Goodacre at Penrose, a farm north of Cowra. This was a positive time for Bert, the Goodacre family were very good to him.

The farm jobs were temporary at best, times were difficult, and men needed work. When construction of Wyangla Dam began, jobs became available on road-works to the site. In the hope of getting work, Bert and others were camped in a reserve on Waugoola Creek. They were living off rabbits, and food scraps from a bush kitchen which had been set up for the men working on the dam road. Dick Willis was working at a Mr Scott’s dairy at Warwick, a few miles down from Cowra on the Lachlan River. In 1929, Dick managed to get work in Newcastle, and when he gave notice, the Scotts asked whether he knew of someone to take his place. He went to Waugoola Creek to find Bert. Bert started with Scotts straightaway.

Dick and Bert were not the first Dreadnought Boys to work at the Scott farm. Before them were John Frith and Les Hirst (Check out the story posted back on 31 May 2017).

Despite the Depression the farm remained viable. People still needed to be fed and the farm was self-sufficient in fruit and vegetables. Mr Scott had died in 1926 so his wife and daughters, Maud and Lil, were running the farm.

Tom Bridges had eventually left the Experiment Farm and found work locally, but he gradually went further away, from Grenfell to Young and then Western Australia. He had become a travelling show-man, moving around Australia before staying in the west.

Bert was able to go back to UK for five months in 1933. On return, aged 25, he settled into dairy farming life with the Scotts, who became his family. Then, just before World War 2, he met Grace James. War intervened in their plans - Bert enlisted in December 1941, being posted to the 2/7 Australian Field Ambulance in Canberra, and then in Gympie (Queensland). Brother Tom had also enlisted and was in Darwin when the Japanese attacked. When both Mrs Scott and her daughter Lil had died, Bert was manpowered out of the army in 1944, and returned to the farm.

                                                         

                                                                               Bert Bridges’ Army Photo

Bert and Grace married in April 1945, and had four children in the ensuing eight years. Maud Scott continued to live with the Bridges family. In 1955 the family, with Maud Scott, sailed on a trip to UK. When the ship called into Perth, Tom met them. It was their last contact for some years.

When Maud Scott sold the farm to Bert, he continued to supply milk to the factories at Cowra and Canowindra. He also supplied to the kitchens at Fagan’s Mulyan and Edgell’s Lombardy, which operated at harvest time on these large asparagus farms. His side-line in vealer production also prospered.

Through his contacts Bert heard that Dick Willis was in hospital, ill with lung cancer. Dick lasted until 3 April 1967, aged 58 years. Meanwhile, Bert’s brother Tom had re-established contact with a surprise visit in the early 1960s. In 1974 Bert became ill with failing kidneys. He died on 10 June 1975. Tom continued to visit until his last trip in 1995. Tom died in Perth in 1996.

Back in 1911, one of the Trustees of the Scheme was confident that the young Dreadnought Boys would be our ‘future farmers and soldiers’. Bert Bridges fulfilled that hope and, with his family, made a lasting contribution to the Cowra District as well.

Where was he sent?

Of the enquiries that we get about Dreadnought Boys, most are seeking information about the boy's place of training, and where he was sent for his farm placement. In most cases, the place of training is found in Dreadnought records. If the boy is sent direct to employment, information about only some of the boys is available in those records. For the great majority of boys, no information is shown regarding their farm placement.

Like a Christmas present, we have just been given advice that the missing information may be available, for boys arriving in the years from 1920 to 1939.

Farm placement was arranged by the NSW Department of Labour and Industry, which had correspondence and card index records for immigrants (including Dreadnought Boys) who the Dept. placed. The card index records have been kept and are open to Public Access.

These appear to be two series held in the State Archives Collection:
Museums of History New South Wales - State Archives Collection: Department of Labour and Industry; NRS 5542, Card index to immigrants, 1920-1926 NRS-5542-1-[9/1376]
Museums of History New South Wales - State Archives Collection: Department of Labour and Industry; RNCG, 374, Unidentified card index to immigrants, 1921-1947. RNCG-374-5-[11/23095]

Where we have not been able to provide information about a boy's farm placement, inquirers are advised to contact Museums of History New South Wales to find out if they have further information, for example, in these cards.

To assist MoH staff, information such as the name under which the boy travelled to Sydney, the name of the ship he came on, and the date of his arrival, should be provided.

If you have success, let us know what you’ve found out!

Len (Happy) Day

 This day 100 years ago, the Dreadnought Scheme was getting back into full swing after the break due to World War II. A group of 40 Dreadnought Boys were on their way to Australia. One of these was Leonard Victor Day.

 Len Day was born on the 2nd May 1907 in Stoke-Newington in North London. He was the youngest of 6 children born to John and Eleanor Day. As a 16-year-old, he decided to join the Dreadnought Scheme. He travelled from London to Sydney on the SS Diogenes, arriving on 24 November 1923. That night he was put on the SS Orana as a steerage passenger to Byron Bay, on the NSW far north coast. They left Sydney at 10 pm on the Saturday night and arrived in Byron Bay in the early hours of Monday morning. To Len’s surprise, they had heaved-to for a couple of hours on Sunday while everyone, crew and captain, had fished at some special offshore fishing spots. (This was common practice when fair weather had given the ship a good run up the coast.)  

 He caught the train from Byron Bay. He had been told he would be met at the station in South Lismore, but no one was there when he arrived. He did not really know where he was going but, with the help of a local taxicab driver, he was able to confirm by phone that he was expected at the Government’s Experiment Farm at Wollongbar. Len Day was the only one of his group to be sent to the Wollongbar Farm.

 He spent six months at Wollongbar—the first three months were focussed on farm-work training; he received £6 at the start and £5 at the end from the Dreadnought Trust. In the second three months he was paid 7/6d a week by the Farm. After leaving the Farm he went to work at Pimlico for Bert and Harry Walsh on their dairy and a banana plantation. Another Dreadnought Boy, Pat Knight, also worked for them and he and Len were known as ‘Day and Night’. He didn’t mind the cows but carrying the banana bunches, sometimes with a snake included, down the hill on his back, was sheer hard work. His comments were not appreciated.

 His next job was on a cane farm, working with a share-farmer. After three weeks, the share-farmer went to hospital. Len still did his work, but word came from the hospital to ‘tell that bloody Pommie to get off the farm’, with no mention of the wages (over £5) that he was owed. He went to the farm owner, Jim Curran, who told him to keep working and that he would see he was paid, which he did. Curran then got him a job at Paddy Walsh’s butcher shop in Wardell. This was a happy time and he spent two years there. While the work was hard and of long hours, he had the opportunity to learn about butchering and retail trade. During this time, he earned thirty shillings plus his food per week. Eventually he left, on good terms with Paddy, to go to a dairy at Clunes.

 His eighteen months at Clunes with Jack Gallagher was a very happy time. When he left there, he went to Lismore to sell gramophones, pianolas and radios, but met with very little success. This was followed by a job repairing and repolishing second-hand furniture, which was not successful either.

Next was a job painting the buildings at the Lismore Showground, at 12/- a day. When this was finished the Show Society secretary asked him to bury a horse—half a day’s work paying six shillings. This led to further work, as an epidemic had hit the horses.

 After this, it was back to farming at Richmond Hill, Nimbin and Corndale, with wages getting less all the time. He next job was cutting lawns in Lismore. He could cut four lawns a day at 25/- each. Gardening was 4/- a half day and on Saturday he washed four cars at 2/- each - these cars belonged to government agricultural officers. At this stage, Hodge’s seed shop opened in Keen Street and, for 4/- per half day, he helped to introduce a new laying and growing mash to the Lismore poultry farmers. The success was such that he had to give up his gardens and car washing, and he was given a weekly wage and annual holidays. Len had found his niche in retail sales to the farm sector, and he stayed for quite some time.

 On 29 January 1938, Len Day married Marjorie Edith (Madge) Smalley in Lismore.

Len Day (1940)

Len enlisted in the army in July 1940, and was away until November 1945. He served with the 2nd/4th Battalion in Darwin during the Japanese raids, and then in New Guinea from late 1944.

After the war, Len joined the Sunshine Nursery in Lismore where he stayed until 1951. He and Madge then moved to Casino, where he purchased a plant nursery in Colches Street and a small retail nursery/florist shop in Barker Street, to be known as ‘LV Day’. They moved to larger premises in Barker Street and started selling horse-drawn and early-model tractor equipment. This business became known as ‘LV Day and Co.’, when he took on Trevor Mallet and Harold Smith as partners. From a small beginning it grew to become one of the largest tractor and machinery outlets in Australia. It is still known as ‘Days’.

Len and Madge travelled widely, both locally and overseas. They were able to visit his sister Nell, living in the south of England. Len was a Rotarian for many years and this gave rise to travel. He was also a founding member of the Casino Probus Club. Len died on 16 November 1994, aged 87 years. Madge survived him until her death in June 1997.

Len Day’s life in Australia fulfilled the original aims of the Dreadnought Scheme in every sense. As well as farm-work and soldiering, Len was also able to contribute, as a supplier to the farming industry over many years – and being Len Day!

 

(From photo by Sandra & Warren Cockbain)