World War II Fallen: C-E

William “Bill” Cameron was born in Plympton Township on March 28, 1921, the only child of Donald Gordon and Ellen (nee Pollock) Cameron, of Thedford. Both Donald and Ellen were born in Watford, Ontario. The Cameron family moved to Sarnia when Bill was young and resided at 206 Maria Street. Donald supported his family with his work as a pipefitter in the Pumping Department at Sarnia Imperial Oil.

Bill was a well-rounded student and athlete. He attended London Road Public School from 1928-1935 and then was a student at Sarnia Collegiate from September 1935 until June 1941. In his youth, he participated extensively in hockey, softball and baseball. His academic standing and his character are best summarized in a reference letter the principal of Sarnia Collegiate wrote to the RCAF Commanding Officer in London, Ontario. The principal wrote that Cameron holds complete Pass Matriculation standing and Upper School or Honour Matriculation standing in English Literature, Trigonometry, Zoology, Chemistry and French Composition. He has shown himself to be a dependable and conscientious student and would, I believe, prove a very acceptable applicant for your Force. After graduating, Bill worked as a labourer in the “asbestos gang” for several months with the Sarnia Imperial Oil Refinery.

At age 19, on August 29, 1941, Bill enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet ten inches tall, had green eyes and brown hair, and was single. He was living at home with his parents on Maria Street at the time. Like many other young men, Bill knew what he wanted. He specifically requested flying duties and his plans for after the war were to return to school for engineering.

His extensive year of training began at #1 Manning Depot in Toronto. From there, Bill received his air training at #6 Initial Training School (ITS) in Toronto; #20 Elementary Flying Training School (EFTS) in Oshawa; and #16 Service Flying Training School (SFTS) in Hagersville. On August 14, 1942, Cameron was awarded his Pilot’s Flying Badge at Hagersvillle, and then had a two-week leave. Of his graduating class of 80 students, two graduates were chosen for immediate service overseas. One was William Cameron.

Bill embarked overseas from Halifax for the United Kingdom on October 27, 1942. After arriving, he was immediately transferred from #3 Personnel Reception Centre to #18 (Pilots) Advanced Flying Unit for further training. He then served with #23 Operational Training Unit; #429 Squadron; and later #1659 Conversion Unit. On June 23, 1943, he became a member of RCAF #419 Moose Squadron with the rank of warrant officer class II-pilot. Named after its first commanding officer, Wing Commander John “Moose” Fulton, the Moose Squadron was part of Bomber Command. Its motto “Moosa Aswayita”, written in Cree, not Latin, translates to “Beware the moose–a ferocious fighter.”

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RCAF #419 Squadron was formed at RAF Mildenhall, England, in December 1941. The unit moved to various bases throughout the war, including Leeming, Topcliffe, Croft, and Middleton St. George. Initially operating Wellington bombers, in November 1942, the squadron converted to Handley Page Halifax bombers and in March 1944 to Avro Lancasters.

In early August 1943, the Canadian (Sarnia) Observer reported on an attack over Germany in which Bill Cameron was involved. In the heavy attacks made by the R.A.F. and the R.C.A.F. on Mannheim and Ludwigshafen on an August night, Cameron piloted a Halifax bomber with Sgt. Beverly Scharf, another crew member from Sarnia. Bill escaped death this time, but a month later he was not as fortunate. 

On August 31, 1943, Cameron’s Halifax II aircraft JD270 (markings VR-P) took off from Middleton St. George on a night operation targeting Berlin, one of 622 Halifax and Stirling bombers involved in the raid. Halifax bomber JD270 had completed its bombing run over its targets in Berlin and had escaped into the darkness past the ring of probing searchlights.

It was in the early morning hours of September 1 that an enemy single-engine fighter aircraft, either on purpose or by accident, crashed into the port wing of Cameron’s aircraft. The sequence of events in the next ten minutes came quickly and chaotically: the outer tip of the Halifax’s port wing was sliced away, the port engine caught fire, and flight engineer J.T. ‘Paddy’ Mullany managed to extinguish it. Then the propeller refused to feather.

With the Halifax plummeting to 5,000 feet, WOII/Pilot Cameron gave the order to evacuate the aircraft. The plane was now completely out of control, vibrating badly with some of its sections falling off during the rapid descent. But Cameron tried to steady it to give his crew a chance to escape. Only a few of his crew survived.

The wireless operator, Sgt. Les H. Duggan, who was dropping the radar jamming strips called “Window” when the crash occurred, was thrown off balance but still managed to make his way to the rear escape hatch. Sgt. R.E. ‘Bert’ Boos of Calgary and Sgt. Beverly W. Scharf of Sarnia followed him out. As they swung in their parachutes, they saw Halifax JD270 dive and crash. The other four crew members were not seen exiting the aircraft.

Perishing with Warrant Officer II-Pilot William Donald Cameron were FS. Victor Joseph August ‘Windy’ Wintzer; FS. George Ernest Percy Birtch; and Sgt. John Thomas Mullany (RAAF).

Canadians Beverly Scharf and ‘Bert’ Boos, and Les H. Duggan (of the RAF) bailed out to safety and were taken as Prisoners of War. Sgt. Scharf and Sgt. Duggan were sent to Stalag Luft 6 Heydekrug; and Sgt. Boos was sent to Stalag Luft 3 Sagan and Belaria. Of the 47 aircraft lost in the operation, two other Halifaxes from Squadron 419 also failed to return that night.

Not long after, the Camerons on Maria Street received a telegram from the Director of Records in Ottawa, informing them that their son and only child SERGEANT WILLIAM CAMERON WAS REPORTED MISSING IN ACTION AFTER HIS NINETEENTH OPERATIONAL FLIGHT OVER GERMANY.Six months later, in February 1944, Donald and Ellen received another telegram from Ottawa advising them that their son SERGT WILLIAM CAMERON HAS BEEN PROMOTED TO FLIGHT-SERGEANT DATING FROM FEBRUARY 14.No further details were received by his parents. Mrs. Ellen Cameron hoped against hope that their only child would soon return. Her heart lept every time she heard someone coming up her walk, only to sink when it was the postman or a visitor.

Bill Cameron was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). In October 1945, Ellen received a War Service Gratuity of $323.62 for the loss of her only child.

Twenty-two-year-old William “Bill” Cameron is buried in Berlin 1939-45 War Cemetery, Charlottenburg, Germany, Coll. grave 6.A.2-4. On his headstone are inscribed the words PSALM XXIII.4. His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.

Beverly Scharf and the entire Scharf family never forgot Bill Cameron’s heroic sacrifice that saved some crew members on September 1, 1943.

He was born in 1925 in Wyoming, Ontario, the son of Mr. and Mrs. Tom Scharf. When Tom Scharf took a position with Imperial Oil, the family moved to 267 Cobden Street, Sarnia. At age 16, Beverly lied about his age in his attempt to join the RCAF. The air force noticed his age and kept him in Canada until he could pass a high school equivalency exam.

At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. At recruiting centres, birth and baptismal certificates were not required—those in line were simply asked to state their age. Enlistees aged 17 required a written letter of consent from a parent. So, some boys obtained the blessing of a parent, while others lied about their age; or used falsified written consent letters from a parent; or they simply applied at another recruiting centre or in another service.

On the fateful September night in 1943, the 18-year-old Sarnian was sitting in the mid-upper gunner turret, his six-foot frame crammed into the tight space, when the Halifax was hit. He was one of the few crew members who managed to bail out before the bomber crashed. After parachuting from the doomed Halifax, Scharf landed safely. His problems were just beginning, however. Local villagers, who lived near where he landed, grabbed him, spat on him, threw things at him, and almost lynched him. This was not uncommon—vengeful German civilians, seeking retribution against the terrorfliegers (terror flyers), would seek to exact revenge on the Allied airmen. Fortunately, the Sarnian was saved by the arrival of Luftwaffe soldiers who trained their machine guns on the crowd.

Scharf was brought to a German POW camp, the first of several, where he would remain a prisoner for the rest of the war. Life as a POW was difficult—the toughest part for him was the Death March of 1944-45. With the Russians advancing, the Nazi’s marched stalag prisoners and concentration camp prisoners west during a bitterly cold winter. The SS soldiers were as brutal as the weather along the way. After the Germans surrendered in May 1945, Scharf and his fellow prisoners remained in a POW camp, now held by the Russians. He was able to escape from the camp in August 1945 by jumping on a spare tire of an ambulance and riding it to the American lines. He returned to Sarnia in the fall of 1945, but he never forgot Bill Cameron.

Immediately after the war, Scharf, at the urging of his own mother, visited the Cameron family at their home at 206 Maria Street. He hoped to give them some peace. Beverly explained Bill’s courageous attempt to keep the plane stable, thus allowing the three survivors to get out. He told them that as he was parachuting to the ground, he saw the Halifax dive and crash with Bill and three crew still aboard.

In April 1946, Beverly got married and his wife, Marilyn, and he would have two children: Paul and Gregory. They resided on Cedar Crescent in a veteran’s subdivision in Sarnia. Beverly would have a succession of jobs in Sarnia: on the railroad and as a bartender, a drycleaner, an ironworker, and an insurance salesman with Metropolitan Life. He eventually moved to Southern California to work in the aerospace business. Sometime in the 1960s, Beverly and Marilyn travelled to Berlin and visited the graves of his fallen airmen, including the grave of Bill Cameron. Beverly Scharf passed away in 2008, at the age of 84, leaving behind his wife, his two children, and his four grandchildren.

The following is a portion of an article “Bill Cameron was a Skilled Pilot”, written by Gregory Scharf, Beverly Scharf’s son. It was printed in the Sarnia Observer in November 2014. Each Remembrance Day, Gregory Scharf pays special honour to William Cameron because…

…without his courage or heroism, my family would not exist.

His name was Warrant Officer Bill Cameron. He was a pilot and my dad (a mid-upper gunner) flew with him from June ’43 to when they were shot down two months later. They were members of the Moose Squadron, and flew missions as part of Bomber Command over targets like Cologne, Munich, Gelsenkirchen, Mannheim, Nuremburg, Milan, and ultimately Berlin, where they were shot down. Cameron was a skilled pilot. They were “coned” by searchlights on a raid over Pennemunde on Aug. 17 (usually a death sentence for aircrews), but he made their Halifax bomber bob and weave like a skilled boxer.

On the morning of Aug. 31, Cameron roused my dad from his bunk telling him they were going to Berlin that night. Dad protested, saying that they’d been told that they were going on leave. Cameron smiled and said, “Don’t worry, Bev, it’ll be our last one”, knowing that my dad was about to be told that following the raid, Dad was slated to return to Canada to begin training as a pilot. His words were prophetic.

Dad said the flak was so thick it looked like you could walk across it. They dropped their bombs and as they left the target area, they were hit. Cameron tried to limp the shuddering warbird home, but after 10 minutes gave the order to bail out when they went into a shallow dive at around 3,000 feet. Cameron stayed at the helm; my dad (B. Scharf), F.S. Bert Boos, and Doug Duggan (RAF) made it out, and were taken prisoner. FS “Windy” Wintzer, Ernie Birtch (from Ontario), and Sgt. Paddy Mullaney (RAF) did not. While dad was under canopy, he saw the plane hit the ground and explode. There was an escape hatch in the cabin; I don’t know why the others didn’t make it out, but when dad bailed, Cameron was still fighting the controls to keep the craft stable enough for his crew to escape.

When dad came home, my grandmother insisted that Dad go over to Maria Street to talk to Bill’s mother.

She was still hoping against hope. Her son’s civilian clothes were hanging up in the living room. His photos were

everywhere. And sadly she thought that the silhouette of the young man on her verandah was her son returning. She seemed almost relieved to hear the news. Over the next two years, she received reminders of her son from the RCAF, such as his medals, logbook, etc., and dad believes she ultimately died of a broken heart. He was her only child.

I don’t know what Cameron’s dreams were, his hopes, his aspirations. I don’t know what happened to the two other surviving aircrew members. But the heroism of this man saved my father’s life, and his story has been told over and over to my children and now my grandchildren. We are his legacy.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Allan William Campbell was born in Strathroy, Ontario, on July 12, 1918, the son of William Allan (a World War I veteran) and Christina (“Ena”, nee MacNeill) Campbell, of Strathroy, Ontario. William (born in London, Ontario, and became the Postmaster at Strathroy Post Office) and Christina (born in Strathroy), were married in Strathroy, Ontario, on January 12, 1915. Allan had one sister, Margaret Catherine (born 1933), and one brother, Kenneth Duncan Campbell (born 1923) who, at the time of Allan’s death, was serving overseas as a pilot officer in the R.C.A.F.

Allan was educated at Strathroy Public School, 1924-1932, and then attended Strathroy Collegiate Institute for three years. He was always active—his hobby was mechanics, and he enjoyed swimming, golf, and tennis. After graduating high school in 1935, William began his employment with the Stratford branch of the Royal Bank of Canada, where he worked as a bank teller/accountant for six years until he enlisted. On November 22, 1940, Allan joined the Perth Regiment, No. 10 Non-Permanent Active Militia (N.P.A.M.) in Kitchener, serving with them for 30 days.

Twenty-three-year-old Allan Campbell enlisted for service with the Royal Canadian Air Force on May 12, 1941, in London, Ontario. He stood five feet nine inches tall, had brown eyes and dark brown hair, was single, and requested flying duties, expressing his preference to be a pilot. His plan for after the war was to return to the Royal Bank, which had promised to employ him after his service. After being posted to #1 Manning Depot in Toronto, Allan received his air training at #1 Technical Training School (TTS) in St. Thomas; #1 Initial Training School (ITS) in Toronto; #7 Elementary Flying Training School (EFTS) in Windsor; and #14 Service Flying Training School (SFTS) in Aylmer.

His training was briefly interrupted when he was involved in a car accident that happened late on the night of November 29, 1941. Allan was a passenger in the back seat of a motor vehicle travelling on Highway #22 between London and Strathroy, when at approximately 23:59 hours, the car he was in struck a car that was parked partially on the highway without lights. As a result, William remained at home in Strathroy with a suspected twisted ankle for just over one week. After going to hospital, X-rays revealed he had broken his ankle. A cast was applied, and he remained out of service until mid-December 1941. After recovering, he continued his training and earned his Pilot’s Flying Badge on April 10, 1942. Allan was then posted to 132 (F) Squadron in Rockcliffe, Ontario. He went with this squadron to British Columbia where he spent over 1 ½ years on Pacific coastal duties, at locations such as Sea Island, Patricia Bay, Tofino and Boundary Bay.

In May 1942, Allan married Miss Hattie Viola Garside, a registered nurse and the daughter of George and Lilian Garside of Sarnia. George Garside (born Westminister, Middlesex County) and Lilian (born Walkerville, Ontario) resided in Sarnia, where George was employed at Imperial Oil. George and Lilian Garside had three children; oldest son Melvin (born London, Ontario), and two Sarnia-born daughters—Mildred Catherine and their youngest, Hattie Viola, born December 2, 1916.

On May 14, 1942, 23-year-old Allan Campbell and 25-year-old Viola Garside were married. The wedding ceremony took place at St. Andrew’s Presbyterian Church in Sarnia. Allan returned to service in British Columbia, while Viola resided at 257 Nelson Street, Sarnia. Before going overseas, Allan returned home in June 1943 to visit his wife, his parents, his brother Ken, and sister Margaret, and his in-laws George and Lilian Garside. As well, he visited brother-in-law Melvin and sister-in-law Mildred (who had married Frank Burwell in Sarnia). During the war, Viola remained in Sarnia and worked at Sarnia General Hospital.

On November 8, 1943, Allan Campbell was at RCAF #1 Y Depot in Halifax, Nova Scotia, where he sent a postcard to his brother and sister-in law Frank and Mildred Burwell at 386½ Savoy Street in Sarnia. Following is a portion of his message: Don’t know how long I’ll be here but it’s a week today since I arrived. This is a poor looking town. Hope you are all well. I’ll write you a letter later. Best of everything.

On November 16, 1943, Allan Campbell embarked overseas from Halifax for the United Kingdom.

After arriving in the U.K. and being posted to #3 Personnel Reception Centre, he was transferred to #57 Operational Training Unit (OTU), and later to #3 Tactical Exercise Unit, at RAF Stations Acklington and Honiley. Following are portions of three air letters that Allan Campbell wrote while in England to Frank and Mildred Burwell on Savoy Street:

February 9, 1944

            I believe I owe you two letters as I have received two from you (air letters) one today and the other on Sat. Truly I was so pleased to get them… I also got a carton of Camels on Sat which had gone out to the coast and then over here – but they did get here – and with many thanks. Vi (Viola) was telling me Mr. Burwell is quite sick again. I certainly hope he is well again soon. Listen now, you guys and your parcels. I do wish you wouldn’t go to the trouble at all – even tho’ I appreciate it more than you know. However I assure you when I do come back on that CNR some day soon I surely will make up for your father being so good to me… I wish Frank, you could see these ‘Spits’ – there really something; none of you have ever seen. In fact this whole experience is without doubt something. Here I am again forced to stop scribbling so for now and do write soon I love letters. The best of everything and every happiness.                                                                          Love and luck

[Note: Allan’s brother-in-law Frank was the owner of Burwell Brothers Variety store at 514 Confederation Street and Shepherd Street, Sarnia. In 1944, Burwell Variety also became a post office].

May 24, 1944

            Here it is the 24th of May and no holiday! And too its hard to believe that so much of this year is gone already. In fact time has been going so quickly that I see I’m really indebted to you both for letters and parcels. In the past three weeks or so I’ve received about three letters I believe and also two shipments of cigs mailed in Feb. & Mar. I think it was. Gosh, thanks so very much… Your mail always seems to be held up for awhile just after you move.

            I’m sorry to hear you are having so much trouble with your teeth. May your trouble soon be ended. How are you coming along with your post office? I would imagine it entails quite a bit of extra work for you…. I got a box from Vi a short time ago in which was included olives and peanuts which I really enjoyed. Did Vi ever tell you about the 1000 cigs I left on the train and recovered about two weeks later. It was quite amazing to say the least.

            I expect Frank has heard of the Typhoon. Well that’s how I spend my time now. Pretty soon I will have flown them all. As a matter of fact I was checking up the other day and I have flown 11 different types including civilian

aircraft… Vi tells me Mel expects he may come over here (Mel is Melvin Garside, his brother-in-law). Surely that

won’t be necessary! I can quite believe that he wouldn’t like the army. I didn’t like the month I spent in it either. I met a chap at the station I hadn’t seen for about two years so we have been having quite a good time reminiscing past times. Well here I am out of space and it seems I have said little. However it’s a hello and to let you know I’m thinking of you and hoping you are well…

June 21, 1944

            Well it’s due time I wrote you a few lines. I’ve been moving around so much lately my letter writing has gone to the dogs. Since I last wrote I received a shipment of cigarettes… and I got your parcel… and today I got your letter so you see I am quite indebted to you people, and believe me I certainly appreciate the fact. How I can thank you people at the present I don’t know – only in words I guess so thanks so very much for your parcels. I really found it most welcome and again I say you people are too good to me. I feel as if I don’t deserve such kindness. I expect Vi has told you I am flying that colossal aircraft called a Typhoon. I hope later to be on Tempests but that remains to be seen.

            … I had to reduce my baggage to sixty pounds if you can imagine that – due to the fact that soon I’ll be living in a tent and will be strictly mobile. I think when this is all over civy street will look like heaven. I only hope people there now appreciate that fact. It sounds like I’m complaining but I’m not – far from it. My mail has been having a time catching up to me but it eventually arrives….

                                                                                                Good nite. Best of everything and love

On June 26, 1944, Allan Campbell became a member of RAF #263 Squadron “Ex Ungue Leonem” (By his claws one knows the lion), with the rank of flying officer-pilot. No. 263 Squadron was a fighter squadron that at that time was based at RAF Bolt Head. The squadron was flying the single-engine Hawker Typhoon fighter bomber. Nicknamed the “Tiffy” (in RAF slang), the single-seat fighter-bomber was intended to be a medium-high altitude interceptor, as a replacement for the Hawker Hurricane. In its role as a night-time intruder and long-range fighter, during sweeps, “Tiffys” carried out several duties—attacking targets that included communications and V-1 launch sites, enemy shipping in the channel, and radar sites in France; providing close support duties for Allied armies; and flying ground attack missions.

The Battle of Normandy began for the Canadians with the June 6, 1944, D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their break out from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France. Fighter squadrons such as RAF #263 would be an integral part of this campaign. In a brutal campaign of attrition, the Canadians faced fierce battles and vicious counterattacks as they clawed their way forward liberating villages and towns including Bretteville, Carpiquet, Caen, and Falaise.   

Following are portions of two more air letters that Allan wrote to his brother and sister-in law Frank and Mildred Burwell in Sarnia:

July 16, 1944

            Guess I’m a bit confused – moving around, etc.. Here I thought I had written you last week but find the last time I wrote was on the 21st of last month. Please accept my apologies. First of all so many thanks for your very nice birthday present which arrived yesterday. It came in an envelope with CNR on the outside of it. I couldn’t imagine what on earth I was getting. And too my thanks for your thoughtful birthday greetings which I got on the 26th of last month. It took but thirteen days to come over which is pretty good. The day before yesterday was the first time I had received mail for about three weeks. I guess it’s been delayed chasing me around.

            I’ve been with a squadron now for some time as Vi probably told you. It really is the life – at first we were in a wonderful place but things are a bit more difficult now. I use my raincoat for a pillow at present – but I surely don’t mind a few hardships when you know your finally doing something worthwhile. We have to censor all our sqd’s mail and I’ve been getting quite a kick out of the job when I’m on it.

            I finally got a look at France about a week ago. Quite a thrilling experience the first time I can tell you. But that’s not very interesting talk. Oh say, I almost forgot to thank you (it seems all I’m ever doing is thanking you for something) for 300 sweet caps which arrived a couple of days ago. Incidentally, they were the first I’d got for over a month….

            Speaking about mail how are you getting along with your post office. I imagine it gives you enough extra work. Vi tells me she is kept quite busy at S.G.H. (Sarnia General Hospital). But then I guess we are all busy these days… Hope you are all well. I’ll say so long for now and keep writing.            

The best and love.

August 22, 1944

            I’m afraid as usual I am owing you a letter – but recently I’ve been kept quite busy – so I guess that is my only excuse this time. Life over here is rather primitive but of course that is to be expected. I think perhaps our greatest complaint is the dust which is pretty bad – or I should say was pretty bad until yesterday when we had some rain – and too I might add a bit of a rest. I was rather lucky and had a forty eight last weekend (a 48 hour leave). I was about the first one to go to England on one of course. I went to London tho’ I don’t know why. While I was there I noted something which might interest you. Vendors on the street were selling peaches from 3/6 to 6/ for one peach and a shilling at 22 cents – well it’s a rather high price.

            I suppose from the papers you have been able to follow our activities over here. One can be almost optimistic now – in fact I should say you could be. I just heard in a recent letter from home, Ken (my bro.) was posted to the ‘Y’ depot so perhaps one of these days I shall see him over here – at least in Eng. perhaps….

            But in any case I hope you are all well and your P.O. is not keeping too busy. As you say one advantage it has it attracts a certain amount of additional business – which of course is a good thing. I’d like to be walking in and buying some stamps from you right about now. But I’m sure there will come a day – not too far in the future either I do believe – at least hope. For now then good nite, good luck and best of everything always.            Love

Three days after writing the above air letter, on the night of August 25, 1944, Allan Campbell was on a mission flying in his Typhoon aircraft MN883 during the Battle of Normandy. He was number 2 of the leading pair of fighters in a standing patrol being carried out by four aircraft over the River Seine in France. He was flying at 8,000 feet, about 10 miles SW of Rouen, when Campbell reported that he had been hit by enemy flak and was returning to base. The squadron leader instructed Campbell to head south, and the leader followed him. Further attempts to contact Campbell by radio failed. Clouds of smoke began to pour from the aircraft, and the engine appeared to be missing. The Typhoon continued a controlled descent until about 4,000 feet, when it went into a steep dive. The aircraft crashed into the ground and exploded approximately 800 yards from the village of Theillement. The time of the crash occurred about 4 a.m. on August 26, 1944.

Campbell’s body was recovered the next morning and brought into the village, where it was put into a coffin and buried in the Theillement churchyard on August 28. The grave was marked with a wooden cross with no name at the time. Years later, the remains were exhumed and re-interred in the Bretteville-Sur-Laize Canadian War Cemetery, Calvados, France.

Soon after the crash, Viola Campbell on Nelson Street received a telegram from Ottawa informing her that her husband FLYING OFFICER ALLAN W CAMPBELL WAS REPORTED MISSING ON AUGUST 25 AFTER AIR OPERATIONS OVERSEAS.In late August 1944, Viola received the following letter from the Squadron Leader, Commanding No. 263 Squadron, R.A.F., informing her of some details of her husband’s last flight:

Dear Mrs. Campbell,

 You will, by the time this letter reaches you, have received a telegram informing you that your husband, Flying Officer A.W. Campbell is missing from an operation on 25th August, 1944.

You will want to know exactly what happened, and these are all the facts as we know them. Your husband was Number 2 of a pair of aircraft carrying out a patrol over the River Seine on the evening of 25th August. They were flying at 8,000 feet when he said he thought he had been hit by flak and was returning to base. His leader told him to head south and followed him. Further calls on the radio telephone received no reply. Clouds of smoke began to pour from the aircraft, and the engine appeared to be missing, but it continued a controlled descent until about

4,000 feet, when it went into a steep dive. The aircraft exploded on hitting the ground. It is possible that your husband managed to bale out, and that it was only afterwards that the dive steepened. He was not seen to do so, but the light was beginning to fail and he might have managed it unobserved. Let us hope that he did so.

You will appreciate that the above information is strictly confidential and must not be disclosed to the Press. I appreciate fully how anxious you will be, and you may be sure that any news will be passed on to you immediately. Please let me know if there is anything else I can do.

            In early October 1944, Allan’s father William in Strathroy wrote the following letter to the RCAF Casualty Officer, for Chief of the Air Staff in Ottawa seeking more information about his missing son:

Dear Sir,

Reference to your letter of Sept 7th, file No. J36786 (R04). Would like some information regarding my son F/O AW Campbell, who has been missing since Aug 25th/44. His machine apparently came down in occupied territory along the Seine River. Four or five days after he was reported missing this territory was occupied by the Allies. As in last war the Air Force had a salvage branch whose duty it was to locate all machines they could and salvage them. They may have something the same this time, and I can’t understand why this machine would not be located. They would be able to tell if my son was in the machine, or he bailed out. His machine was hit by heavy anti aircraft fire, and apparently began to pour smoke immediately. As he was several thousand feet in the air, I cannot see why he couldn’t bale out. Although he was not said to do so, but he might have done so unobserved. As no word has come to us at all, regarding he being a prisoner of war, it makes us just wonder if he did get out of the machine.

My other son P/O Kenneth D. Campbell has arrived overseas, and together with Allan missing their mother is mostly confined to bed. We sure would appreciate word of some kind regarding Allan. The suspense is terrible. Thanking you for any information you may be able to give us.

            In late October 1944, William Campbell wrote another letter, this to the Air Vice-Marshal, R.C.A.F. in Ottawa, again seeking information about his missing son. Following is a portion of that letter:

Dear Sir,

            Mrs. Campbell and myself wish to convey to you our sincere thanks for your kind expressions of sympathy expressed to us in your letter of Oct. 19th.

            It would be a great comfort to me if you could advise me just what happened to my boy J 36786 F/O Allan W. Campbell. Was his body found in the plane or was he able to bale out of it. The 8th Can. Rec. Reg’t who found his body would be able to tell you just what happened to him.

            We would also like to have all his belongings sent home…. If these things could be sent home we would appreciate it very much. Would deeply appreciate any information you may be able to give us.

In late October 1944, Viola in Sarnia received the following letter from the Air Vice-Marshal, Air Member for Personnel in Ottawa:

Dear Mrs. Campbell:

            It is with deep regret that I must confirm our recent telegram informing you that your husband, Flying Officer Allan William Campbell, previously reported missing, is now reported killed on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, through the 8th Canadian Reconnaissance Regiment, that your husband’s body was recovered and buried on August 28th, 1944, in a cemetery at Theillement, which is approximately nine miles west of Elbeuf, Department of Eure, France.

            You may be assured that any further information received will be communicated to you immediately. I realize that this news has been a great shock to you, and I offer you my deepest sympathy. May the same spirit which prompted your husband to offer his life give you courage.

In early November 1944, William Campbell in Strathroy received a letter from the R.C.A.F. Casualty Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mr. Campbell,

            Air Vice-Marshal J.A. Sully has asked me to reply to your letter of recent date concerning your son, Flying Officer Allan William Campbell.

            As no further details are available at these Headquarters concerning your son’s death, other than those conveyed to you in Air Vice-Marshal Sully’s letter, an enquiry has been despatched Overseas for all possible information. Immediately a reply is received I will again communicate with you.

            … I know full well how weak and fruitless are any words of mine which would try to divert you from your

overwhelming sense of loss, but it is my hope that the cherished memory of your gallant son who made the supreme

sacrifice to maintain the freedom of his country will be a source of great pride to you and the members of your family and sustain you in your sorrow.

Also in November 1944, William Campbell wrote another letter, this time to the Deputy Minister for Air in Ottawa. In it, he expressed a concern that many parents likely had after losing a son to war:

Dear Sir:

            I wish to express my thanks for your prompt reply to my letter of 2nd of Dec., and also to thank you for your words of sympathy in the loss of our son Allan.

            As you say and as I stated to you, it is a very delicate situation to handle. If my son Kenneth, ever knew that I wrote about him he would sure not like it. My both boys went through this up to now on their merits, both wanting to do their part in winning this war. Allan was one of the best fliers you could ask for and went where ever he was asked to go. Ken is the same way, and I am sure there are many things that he could do, that would be of great assistance, without actually going into combat. But I am sure that is what he wants to do, but for his mothers sake I don’t think he should. If anything happened to him I am sure that she would never get over it.

            If Kenneth could be approached without him knowing anything about me writing, they would be able to get him to do other things. However I am just leaving this to you and I thank you very much for your promptness in looking after this for me. I may say that I was a Pilot in the last war, receiving my R.F.C. wings before the R.A.F. was formed.

In March 1945, the Missing Research and Enquiry Service (MRES) released the findings of its investigation into the crash of Typhoon aircraft MN883 to the Air Ministry. Earlier that month, investigators interviewed Melle. Aufray, a school teacher who witnessed the crash, and Secretary to the Mayor of the village of Theillement. Investigators also visited the scene of the crash. The wreckage was still there with the engines deeply buried in the earth. Investigators removed three plates bearing reference numbers from the wreckage, which were used to identify the aircraft as that of Allan Campbell’s Typhoon MN883.

The grave at Theillement was initially marked with a wooden cross with no name. Upon learning the identity of the airman, Melle. Aufray advised the Air Ministry that a cross “was being purchased by the local people and would be erected shortly bearing the name F/O A.W. CAMPBELL J36786”.

In mid-June 1945, Viola received the following letter from the R.C.A.F. Casualty Officer, for Chief of the Air Staff:

Dear Mrs. Campbell,

            A report has been received from Overseas giving further particulars concerning the death and burial of your husband, Flying Officer Allan William Campbell.

            This report which was received from Melle. Aufray, a School Teacher and Secretary to the Mayor of the village of Theillement, states that your husband’s aircraft crashed near the village of Theillement at 4 A.M. on August 26th, 1944. Your husband’s body was found the next morning about 200 yards from his wrecked aircraft. He was brought to the village, placed in a coffin and buried on August 28th.

            This particular day was the day of liberation of that district and honours were rendered by Canadian troops who were then advancing.

Your husband’s grave is situated in the churchyard at Theillement, the second on the left hand side of the main entrance. Melle. Aufray advised that the school children were taking the grave under their care. Information concerning the location of your husband’s grave has been passed to the Imperial War Graves Commission and you may rest assured that it will be suitably marked and will receive every care. May I again extend to you and the members of your family my most sincere sympathy in the loss of your gallant husband.

More than a year later, in August 1946, Viola received another letter from the R.C.A.F. Casualty Officer, for the Chief of the Air Staff:

Dear Mrs. Campbell,

            Advice has now been received from our Overseas Headquarters which states that your husband, Flying Officer Allan William Campbell, has now been re-interned in Grave No. 7, Row C, Plot 26 in the Canadian Permanent Cemetery, at Bretteville-sur-Laize, France. Bretteville-sur-Laize is located near Falaise, France.

            The reverent care of the burial places of all who served in the Forces of the British Empire is the task of the Imperial War Graves Commission. Eminent architects are planning the construction of beautiful cemeteries and each individual grave will be supported and sustained by the nations of the Empire. I hope that it may be of some consolation to you to know that the grave of your gallant husband is in sacred care and keeping.

May I again offer you my deepest sympathy. I can only hope that in days to come you may see the fulfillment of those ideals for which your husband laid down his life.

Allan Campbell was later officially recorded as Killed during air operations, Overseas (France).

In March 1945, Viola received a War Service Gratuity of $802.88 for the loss of her husband. Allan Campbell left behind his parents, William and Christina Campbell; his brother Ken and sister Margaret; Viola, his wife of just over two years; his parents-in-law, George and Lilian Garside; and in-law siblings Melvin Garside, and Mildred and Frank Burwell. Allan’s brother, Ken Campbell (RCAF), also served overseas during the war, as did his brother-in-law, Melvin Garside (Army). After the war, Melvin Garside resided in Sarnia and was employed with Union Gas.

Viola Campbell remained in Sarnia until approximately 1949. She later remarried, to Harry Philips, and they would reside out west and then to Philadelphia for a time. When Harry died, Viola returned to Sarnia around 1955. Viola worked as a Registered Nurse in Strathroy and then in Sarnia for a time. Later, she returned to Strathroy where she continued nursing at a local retirement home. She later moved out west and remarried. She resided in Vancouver with her third husband, Donald McEachern. Viola had no children, and she outlived her third husband. On April 30, 1999, at the age of 82, Viola passed away in Vancouver.

On November 11, 1996, W.C Anderson of London, Ontario, wrote the following story that was printed in a London, Ontario newspaper:

Remembering the sacrifice

            I remember when I was a boy growing up on a quiet street in a small town. Across from my home lived Donnie. Three doors away lived Allan. These two teenagers loved to build model airplanes and fly them off the pavement. I, being younger, would sit on the curb and watch them. Sometimes, the delicate balsa wood and crepe paper models they had in those days would fly a short distance on their rubber-band, wind-up motors. Other times, they would veer away and crash. Donnie and Allan would pick up the pieces and off they would go to make repairs. They always had three or four models on the go.

            I didn’t have any siblings – therefore, I had secretly adopted Donnie and Allan as my big brothers. I stood in silent reverence and worshipped both of them. I’m sure they were not aware of this. I would be that little neighbor kid sitting on the curb. However, they were always kind to me.

            Then, along came the Second World War. Donnie was the first in our town to join the service. Allan signed up soon after – both in the Air Force. Approximately three years went by when that dark day came. I overheard the woman next door tell my mother that “word had come” that Donnie would not be coming home. Mom hugged me gently for quite some time. I was to learn later that while flying a Lancaster bomber in Italy, Donnie had sacrificed his own life to save his aircrew. A year or so passed and the war in Europe was almost over. Allied forces had Hitler’s Nazis on the run. Allan, flying a Spitfire on a mission over Holland, didn’t make it back (in fact, Allan was in a Typhoon over France). I recall seeing Allan’s father in tears as he spoke with my dad. I was 14. I cried too. Donnie was 21. Allan was 23 (in fact, he was 26).

            In the 1950s my work took me away from that town. Over the years, I’ve brought my three children back to the old street, pointing out the house where my now deceased parents raised me. They know the house Donnie lived in, the house Allan lived in and what those boys meant to me. Among other things, on our periodic visits, I took them to the local cenotaph where Donnie and Allan’s names are engraved, along with the names of other young men I had known who gave their lives so long ago for the freedom we enjoy today.

            Be assured, when my new grandson is old enough I’ll take him back as well. I’ll tell him about Donnie and Allan. My Big Brothers. My Heroes. Lest We Forget it says on cenotaphs in towns and cities across this land. My offspring will grow to understand the reasons the little kid who sat on the curb of that small town street so long ago will never forget. This true story is dedicated to the memory of Donald Leitch and Allan Campbell of Strathroy.

Twenty-six-year-old Allan Campbell is buried in the Bretteville-Sur-Laize Canadian War Cemetery, Calvados, France, Grave XXVI.C.7. On his headstone are inscribed the words TO LIVE IN THE HEARTS OF THOSE WE LOVE IS NOT TO DIE.

Allan Campbell’s name is inscribed on the Strathroy cenotaph and on the Sarnia cenotaph. On the Sarnia cenotaph, his name is inscribed as A.J. Campbell.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

William Frederick Stanley Carlton was born in Sarnia on May 12, 1914, the eldest son of Sergeant Frederick Griffith and Edith Elizabeth (nee: Reeve) Carlton of 106 Christina St., S., later 250 Tecumseh Street, and later 282 Confederation Street, Sarnia. Frederick Griffith and Edith (born 1891 in Cambridgeshire, England) were married on November 18, 1913, in Sarnia. Frederick had immigrated to Canada in 1906, and Edith arrived in 1913.

William had one brother, Stanley Griffith (born 1920), and three sisters: Mary Rosa (later married to become Mary Rosa Roberts who resided in Windsor), Dorothy Jean, and Joy Edith (who died July 20, 1936, at age seven).

Frederick Griffith Carlton, born April 2, 1883, in Yorkshire, England, was a veteran of the First World War. On November 4, 1914, Frederick enlisted in the Canadian Over-Seas Expeditionary Force in Sarnia. The 31-year-old stood 5’8” with dark brown hair and brown eyes, was married, and residing at 148 Durand Street at the time. He recorded his occupation as “teamster” and that he had 12 years of military experience with the Royal Field Artillery (RFA). At enlistment, he became a member of the 18^th Battalion. On May 20, 1915, he embarked overseas aboard the SS Missanabie, and he arrived in England 10 days later. While her husband was overseas, Edith resided at 184 Napier Street.

On September 15, 1915, he embarked from Southhampton and arrived in France that day. There, he went on to serve as a gunner with the 6^th Brigade, 16^th Battery, of the Canadian Field Artillery. By May 1916, he was “in the field.”

Frederick Carlton was wounded in action and hospitalized on at least three occasions in 1917—a year that saw Canadian soldiers fight at Vimy Ridge, Hill 70 and Lens, and Passchendaele. On April 22, 1917, he suffered a shell wound to his left leg. He spent 11 days recovering in hospital, most at No. 3 Canadian General Hospital in Boulogne, before being discharged. On August 3, 1917, he was hospitalized due to general myalgia (muscle aches and joint pain). He spent one week recovering in hospital, most at No. 4 and No. 5 Canadian Field Ambulance, before being discharged. On October 29, 1917, he suffered a shell wound to his head. He spent 19 days recovering in hospital, most at No. 6 General Hospital in Rouen, before being discharged.

The war ended in November 1918, and by then, Frederick had risen to the rank of sergeant. He returned to England in April 1919, and was awarded the Military Medal in July 1919. This medal is awarded for acts of bravery in battle on the recommendation of a commander in the field. He returned to Canada and was discharged on demobilization in London, Ontario, on May 25, 1919.

In 1921, Frederick and Edith, along with their children William, Mary Rosa (age 5), and Stanley (age 1), were residing at 211 Davis Street. Frederick supported his family working as a boiler-maker at a local oil refinery. In 1931, the Carlton family—Frederick, Edith, William (17), Mary (15), Stanley (11), Dorothy (8) and Joy (2), were residing at 136 Rose Street. Frederick continued to support the family working as a boilermaker at a Boiler shop. William’s occupation at the time was recorded as salesman at a grocery store.

William attended high school for only one year. He was a star catcher on several Sarnia baseball teams, as well as being active in most other sports, including hockey, football, and softball. He not only played with local city baseball teams, but also graduated to intermediate teams and to the Strathroy seniors. Nicknamed “Farmer”, William also played local hockey, city league football, and softball. Prior to enlisting, William worked as a sailor who was a wheelsman on a lake freighter.

On September 9, 1939, William was the best man for his brother Stanley at his wedding. William’s brother, Sgt. Stanley Griffith Carlton of the 26th Battery R.C.A., married Mary Isabel Curran, daughter of Mr. and Mrs. F.P. Curran, of Campbell Street. The wedding took place at St. John’s Anglican Church in Sarnia, one day before Canada officially declared war on Germany. The Sarnia (Canadian) Observer described it as the first military wedding held in Sarnia since the days of the Great War. Members of the 26th Battery provided an honour guard at the church steps.

On September 12, only three days after his brother’s wedding, William Carlton enlisted in the Canadian Army in Sarnia. Twenty-five-year-old William stood five feet eight-and-a-half inches tall, had hazel eyes and black hair, was single, and lived at home with his parents on Tecumseh Street at the time. He became a member of the 26th Field Battery, Royal Canadian Artillery, with the rank of gunner.

One week later, on September 19, William received “permission to marry” from the army. On September 23, only 11 days after enlisting, William Carlton married Miss Mary Evelyn Willick, the eldest daughter of Mr. and Mrs. J.A. Willick of Richard Street, Sarnia. At the ceremony at Devine Street United Church, Miss Joan Willick, the sister of the bride, served as maid of honour and Sergeant Stanley Carlton, brother of the groom, served as the best man. Following the autumn ceremony, 40 guests attended a reception at the home of the bride’s parents. After their wedding, William and Mary resided initially at 250 Tecumseh St. Later, their home address changed to 166 Richard Street and then to 290 Devine Street, Sarnia. After William’s death, Mary lived at 534 Devine Street, Sarnia.

William then began his army training in Guelph and Camp Petawawa. He became a member of the 4th Field Battery Regiment, Royal Canadian Artillery and attained the rank of lance bombardier. Eight months after William enlisted, tragedy struck the Carlton family when the patriarch of the family, Frederick Griffith Carlton, a veteran of the Great War, passed away at the age 57 on May 7, 1940. He is buried in Lakeview Cemetery in Sarnia. On his gravestone is inscribed the following: SGT. FREDERICK CARLTON M.M. 1883-1940 TILL THE DAY BREAKS AND THE SHADOWS FLEE AWAY.

Three months later, in August 1940, William embarked overseas for the United Kingdom.

William departed from Halifax on August 21, 1940, and disembarked in Glasgow, Scotland, in early September. While training overseas, William was active in inter-unit sports and played baseball for his camp in the Canadian Army League. He progressed in the ranks within the army, as a member of the 4th Field Regiment, Royal Canadian Artillery, and, having secured his two stripes as a bombardier, was aspiring to become a sergeant.

In mid-May 1941, while in England, William was involved in a tragic accident that resulted in his death. William fell beneath a moving railway train and had both his legs crushed. The resulting shock caused his death in the early morning hours of May 19, 1941, at Cambridge Hospital, Aldershot.

In Sarnia, William’s young wife, Mary, was at the Canadian Observer the next day during the lunch hour, renewing her husband’s subscription to the newspaper when a telegraph messenger who was looking for her delivered the tragic news of her husband’s death. A few days later, at her Devine Street home, Mary received the following letter from the Lt.-Col., Officer i/c Records, for Adjutant-General:

Dear Madam:

It is my unhappy duty to inform you that an official report has been received by cable from overseas advising that your husband, the soldier marginally named, died on May 19th, 1941, from shock following crushing of legs by train. I am desired to express to you the sincere sympathy of the Minister and Members of Defence Council in your bereavement. Any further information which is received will be at once communicated to you.

In the days following, military investigators determined the following details about the accident:

William Carlton, on a pass at the time, had been in Reading with several friends during the afternoon of May 18. He left his companions to return to Aldershot by train. To reach Aldershot, it was necessary to change trains at Ash Junction. The station had no overhead or underground passageways for passengers, so they were forced to cross over two rail lines to reach the platform for the Aldershot train.

The accident occurred late in the evening while there was a blackout in effect. William was travelling alone at the time. It was while he was crossing these lines from one passenger train to another that an electric train struck him. Once the power was turned off, two or three soldiers were able to uncouple the train, move two cars away and extract him from the tracks. William was placed on the rail platform until a stretcher arrived.

Practically no medical treatment was given as none was available. Still conscious, an estimated three-quarters of an hour passed before he was transported from the scene. A military vehicle took him to Cambridge Hospital, Aldershot, where he died shortly after admission, at approximately 0015 hours on May 19, 1941.

The cause of death was recorded as “Shock following crushing of legs by train”. Military officials felt there might well be grounds for a damage action against the railway in this case on behalf of his wife.

An English newspaper, the Aldershot News, carried a story on the accident a few days later. Following is a portion of that story:                                   

SOLDIER UNDER TRAIN

Sunday Night Tragedy At Ash

Difficulties experienced by a depleted railway staff in preventing large numbers of soldier passengers from

crossing the line at Ash Junction Station and rushing for seats in another train, when returning to Aldershot from leave late at night, were mentioned at an inquest held at Cambridge Hospital on Wednesday.

The Aldershot Coroner, Mr. H.M. Foster, was inquiring into the death of William Frederick Carlton (27), a Canadian soldier, who died at 12:55 a.m. on Monday from injuries received late on Sunday night. Apparently Carlton fell between the platform and an electric train, and was dragged some yards in the darkness before it was realized what had happened. The current had to be switched off before he could be extricated.

Lieutenant W.L. Lawson described the deceased as a quiet, well-behaved soldier, who was not in the habit of taking too much to drink. Gunner John Edmonds said that on Sunday night he was returning to Aldershot from Reading, where he caught the 10:35 train. On arrival at Ash Junction about 50 to 75 soldiers got out, and he followed the crowd across to the other platform. He did not see any railway employees before crossing the line. He said he heard the rattle of a steel helmet when the electric train came in, and described how the deceased was extricated after the current had been switched off…

A number of railway employees gave evidence, and it was stated that one man and a women porter were on platform duty at the time. Mr. C.G. Tanner, a traffic inspector, was asked by the Coroner if he thought this was sufficient staff in the circumstances. He replied that it was possible to keep ordinary passengers back, but not soldiers. They are the most difficult to control? – You cannot control them. My experience is that the only people who can control them are the Military Police… There were about 150 people on the platform.

In recording a verdict of accidental death the Coroner said there had been a good deal of contradictory evidence, which was not to be wondered at in the view of the crowds, confusion and darkness. He said he thought this station was a dangerous place, with people crossing in front of the engines of trains. He fully realized the Railway Company’s difficulties in regard to shortage of staff, but felt it might be represented to them that one man and one girl were inadequate when crowds are expected… “I readily believe the Inspector when he says that soldiers are more difficult to control than ordinary passengers,” said the Coroner, “and the idea of one man and one girl controlling a crowd like that is perfectly ridiculous.”

Mr. J.H. Jones, who appeared for the Southern Railway Company, expressed their regret at the accident.

Following is another newspaper report on William’s death;

Sarnia Athlete Dies in Britain

Sarnia, May 20—Word was received here yesterday by his wife and mother that William F. Carlton, member of a Western Ontario battery RCA, now serving overseas, had been fatally injured. Details received of the accident were meager, but it is believed that it concerned a railway mishap.

            Bombardier Carlton was exceptionally well-known in athletic circles. He played baseball for many years and was a star catcher. He was also a football and hockey player, although baseball was his chief interest.

He enlisted here shortly after war broke out. His mother, his widow and a sister reside here while a brother, Sergeant S.G. Carlton, is with the same unit overseas. His father, a veteran of the last war, died about a year ago.

William Carlton was later officially recorded as Overseas casualty, death due to multiple injuries caused by being run over by a railway train in Aldershot, England. He was survived by his newlywed wife Mary Evelyn Carlton, then residing at 534 Devine Street; his mother Edith; his two sisters, Mary Rosa, and Dorothy Jean; and his brother, Sergeant Stanley Carlton, who was in the same military unit, the 4th Canadian Regiment as his brother.

In January 1945, Mary received a War Service Gratuity of $251.92 for the loss of her husband.

William’s mother, Edith Elizabeth, passed away in July 1963. She is buried alongside her husband in Lakeview Cemetery in Sarnia.

Twenty-seven-year-old Bdr. William Frederick Carlton was buried in Brookwood Military Cemetery in Surrey, United Kingdom, Grave 31.E.10. On his headstone are inscribed the words TILL THE DAY BREAK AND THE SHADOWS FLEE AWAY.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Stuart Allan Carr was born in Sarnia on January 18, 1925, the son of Norman McLeod and Florence May (nee Wellington) Carr, of R.R. #1 London Road, Sarnia (now 1248 London Rd.). Norman and Florence Carr were married in Camlachie on October 10, 1919. Norman Carr was a well-known Sarnia Township dairyman.

Stuart had four brothers: James Cameron (born 1922, who was a lieutenant with the Royal Canadian Artillery and overseas at the time of Stuart’s death); David MacKinlay (born 1928); Donald Norman, and Robert Douglas. The Carr family also included Stuart’s four sisters: Catherine Mary (born 1920, died May 27, 1936); Dorothy May (born 1926); Myra Amelia, and Barbara Jean (born 1933).

Stuart attended S.S. No. 5 Public School in Sarnia Township from 1931 to 1939. Since so many of the Carr family attended the school, it was known as the “Carr School” according to Myra Carr. From September 1939 to 1943, Stuart attended Sarnia Collegiate where he specialized in woodworking in his final year. When he was 13 years old, his father hired Stuart to do dairy work and truck delivery, working mornings and nights after school. He held this job until he enlisted.

Stuart had energy to spare. He was active in baseball, hockey, rugby, and horseback riding, and his hobbies included woodworking and building model planes. He also joined the Young Usher’s Club and the St. Andrew’s Presbyterian Church Choir, where he also played and captained the hockey team.

Eighteen-year-old Stuart Carr enlisted in the Royal Canadian Air Force in London, Ontario, on February 12, 1943. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. Stuart stood six feet tall, had brown eyes and brown hair, was single, and stated that following the war his plan was to take up commercial flying. He was initially posted to No. 2 Manning Depot in Brandon, Manitoba, beginning his air training in Winnipeg and then at #23 Pre-Aircrew Education Detachment at the University of Toronto. He next trained at #2 Air Gunners Ground Training School in Trenton and #3 Bombing and Gunnery School at MacDonald, Manitoba. His training involved flying in various aircraft including Battles, Ansons, and Wellingtons, and using a variety of guns. One of his evaluators recorded the following about Stuart: “Has shown great improvement, especially in the air, and has the qualities of an excellent air gunner.” Stuart was awarded his Air Gunner’s Badge on September 17, 1943.

He departed Halifax bound for the United Kingdom on October 8, 1943, only eight months after he enlisted. He was initially posted to RAF Bournemouth before being transferred to No. 23 Operational Training Unit (OTU), based at RAF Pershore, at the end of October 1943. In early November 1943, Stuart let his parents in Sarnia know in a telegram that he had arrived safely overseas.

While on assignment in Scotland, Stuart at one point became homesick. His officers did not know what to do with him, so he was sent to a family in Scotland on leave to get well.

In December 1943, Stuart became a member of RAF #1666 Conversion Unit, and later RAF #1679 Heavy Conversion Unit (HCU), part of Bomber Command, with the rank of sergeant air gunner. With the introduction of new heavy bombers, the four-engine Stirlings, Lancasters and Halifaxes, the Royal Air Force introduced heavy conversion units (HCU) in late 1941. To qualify, crews who had trained on medium bombers operated the heavy bombers before final posting to operational squadrons. Along with training recruits, some of the heavy conversion units carried out roles that included planting mines, patrolling for submarines, and bombing operations.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war. There was no easy way to learn how to fly the heavy bombers, and training crews suffered a litany of disasters, crashes and deaths. By the end of the war, Bomber Command lost over 8,000 Allied airmen who were killed in training or by accidents alone.

RAF #1679 HCU was based at RAF Wombleton, North Yorkshire, from December 13, 1943 to January 27, 1944, and was outfitted with Avro Lancasters, the British four-engine heavy bomber.

On January 23, 1944, only three months after arriving overseas, Stuart was a crew member aboard Lancaster II aircraft DS839. The bomber was engaged in a night cross country training exercise that took off from Wombleton. During the flight the aircraft crashed at Ridgemont, Bedfordshire, England. The crash occurred at approximately 20.00 hours, three miles from Cranfield Airfield, in the County of Bedfordshire. Tragically, all seven crew members were killed. Accident investigators could not establish the cause of the crash, mainly due to the level of destruction of the aircraft. Perishing with Stuart Carr were Nav. Fred Whitten MacDonald; W/O James Joseph Farrell; R/G Leonard Ignatius Hogan; B/A Roy William Grosser; F/E Leslie Thompson; and Pilot Robert M. Grove (U.S.A.A.C.).

In late January 1944, Norman and Florence Carr of R.R. #1, Sarnia, received the following telegram from the R.C.A.F. Casualty Officer at Ottawa about their son: DEEPLY REGRET TO ADVISE THAT YOUR SON R209938 SERGT STUART ALLAN CARR WAS KILLED ON ACTIVE SERVICE OVERSEAS JANUARY 23. PLEASE ACCEPT MY PROFOUND SYMPATHY. LETTER FOLLOWS. They received a second telegram in late January from the R.C.A.F. Casualty Officer at Ottawa regarding the funeral of their son. The telegram stated that FUNERAL OF SON SERGEANT STUART CARR TAKES PLACE AT 2:30 P.M. JANUARY 28 AT CAMBRIDGESHIRE ENGLAND. A LETTER WILL FOLLOW.

Also in late January 1944, Norman and Florence received the following letter from the Squadron Leader, RCAF Casualties Officer, for Chief of the Air Staff in Ottawa:

Dear Mr. Carr,

            It is my painful duty to confirm the telegram recently received by you which informed you that your son, Sergeant Stuart Allan Carr, was killed on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son, who was a member of the crew of an aircraft, lost his life at 8:00 P.M. on January 23rd, 1944, as a result of flying operations at Ridgemont, Bedfordshire, England. His funeral took place at 2:30 P.M. on January 28th at Cambridge Cemetery, Cambridgeshire, England.   

You may be assured that any further information received will be communicated to you immediately. May I take this opportunity to offer you and the members of your family my deepest sympathy.

A second letter, dated January 29, 1944, came from the Air Marshall, Chief of the Air Staff:

Dear Mr. Carr,

I have learned with deep regret of the death of your son, Sergeant Stuart Allan Carr, on Active Service Overseas on January 23rd and I wish to offer you and the members of your family my sincere and heartfelt sympathy.

It is most lamentable that a promising career should be thus terminated and I would like you to know that his loss is greatly deplored by all those with whom your son was serving.

Losing his life only five days after his 19th birthday, Stuart Carr was later officially recorded as Killed in flying accident, overseas (England). Nineteen-year-old Stuart Carr is buried in Cambridge City Cemetery, Cambridgeshire, United Kingdom, Grave 13551A. On his headstone are inscribed the words HE DIED THAT OTHERS MIGHT LIVE.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Bill Clark was born in Sarnia on June 20, 1912, the youngest child, and only son, of William Brown II (born in Sarnia) and Agnes Jane (nee Steed) Clark (born in San Francisco), of 425 North Christina Street, Sarnia. Parents William Clark II (a dry goods merchant in Sarnia) and Agnes were married in November 1896 in Sarnia. After their marriage, the couple saw their family swell to seven with the birth of Bill (in 1912), and his four sisters: Janie Elizabeth Clark (born 1907, who was residing with their mother on Lakeshore Road, Sarnia, at the time of Bill’s death); Margaret Caverley (born 1902, who became Mrs. Roy M. Smith, and resided in Sarnia); Catherine Cuthbert (born 1897, who became Mrs. Charles Weir, and resided in Sarnia); and Emily Bradley (born 1899, who became Mrs. L. Woolley, of Toronto).

Bill attended Lochiel and London Road elementary schools from 1920-1926. Tragedy struck the Clark household in December 1924 when the family patriarch, William II, passed away at age 57 from prostate cancer. Young Bill was in grade six when he lost his father, and he was now the only male in the household. He was, however, a mature young man who accomplished much before he enlisted in 1940. 

Bill attended Sarnia Collegiate in September 1926, and graduated in the spring of 1933. In his last year there, he had an interest in special commercial courses. Bill was involved in playing sports—rugby, baseball, track and field—and was a keen builder of model airplanes. He was also an expert yachtsman with the Sarnia Yacht Club. Bill was interested in the military as well. At age 16, he joined the Lambton Regiment, with which he served for three years, and as a private, he gained two years experience as a Lewis gunner.

After leaving high school, Bill became a well-known downtown businessman. He worked for W.B. Clark Company Limited (a dry goods store) on North Front Street, with which his family had been associated for many years. Despite his young age, he was assistant store manager from 1934-1938 and then the manager from 1938-1940.

At age 28, Bill Clark enlisted in the Royal Canadian Air Force on July 17, 1940, in London, Ontario. He stood five feet eight inches tall, had brown eyes and black hair, and resided with his mother on North Christina Street at the time. His training was thorough, and he was seemingly always on the move.

Bill departed to #1 Manning Depot in Toronto, along with fellow Sarnians John Murray and John Hallam (Hallam is also included in this Project). Bill then received his air training at #2 Initial Training School in Regina; #1 Air Observers School in Malton; #1 Bombing and Gunnery School in Jarvis; and #1 Air Navigation School in Rivers, Manitoba. On February 15, 1941, he was awarded his Air Observer’s Badge.

In mid-March 1941, on the evening before his scheduled wedding, Sergeant Observer Bill Clark of the R.C.A.F., was honoured by a number of his friends at a stag party at the Sarnia Yacht Club. Among those who attended were Logan Mackenzie, Lorne and Lyle Watcher, Gordon Link, David Wright, Charles Weir, Roy Smith, James Harris, Jack Lewis, Mel Garside, Dr. Jack Garrett, Reginald Ewener, Stewart Austin, Patrick Butler, Gordon Ferguson, and Arthur Wilkinson. Bill was presented with a purse of money as a gift.

On March 21, 1941, Bill Clark married Marian Emily Leach (born 1913), the second daughter of Mr. and Mrs. Norwood A. Leach of Toronto and former residents of Sarnia. At the ceremony at St. George’s Anglican Church in Sarnia, Miss Leach’s attendants were her sisters, Mrs. Allan Warwick of Detroit and Miss Ilean Leach of Toronto. Serving as best man was Norwood F. Leach. Following William and Marian’s wedding ceremony, a reception was held at the Sarnia Riding Club. After the reception, the newlywed couple left for a wedding trip to the Maritimes. Their residence was 110 Oriole Parkway, Apt. 303, Toronto.

Nearly three months later, the bride’s sister, Miss Ilean Leach, married Donald Fraser of St. Thomas at St. George’s Anglican Church.

On April 5, 1941, only two weeks after getting married, Bill Clark embarked overseas from Nova Scotia to the United Kingdom. He arrived in England along with three other Sarnia airmen: Sergeants Lloyd Gallaway (also included in this Project), John Bennett, and J.D. Murray.

From #3 Personnel Reception Centre at Uxbridge, Bill was transferred to #11 Operational Training Unit at RAF Bassingbourn for further training. On July 7, 1941, he became a member of RAF #12 Squadron “Leads the Field”, part of Bomber Command, as a sergeant-air observer flying Wellington bombers.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

At the outbreak of war, RAF #12 Squadron moved to France and was outfitted with Fairey Battle aircraft. By June 1940, and after France fell to Germany, the squadron was back in England, stationed first at RAF Finningley and then at RAF Binbrook. By November 1940, still at RAF Binbrook, the squadron had been re-equipped with twin-engine Vickers Wellington medium bombers. In 1942 the squadron moved to RAF Wickenby and soon converted to Avro Lancaster four-engine heavy bombers.

Less than two months after becoming a member of RAF #12 Squadron, Bill Clark was killed in action.

His death occurred on the evening of August 31, 1941, when he was a crew member aboard Wellington II aircraft W5577 (markings PH-U). The Wellington had taken off at approximately 2120 hours from a station at Binbrook for a night bombing mission targeting Boulogne-sur-Mer in France. According to German documents, the following is recorded on the fate of the aircraft and crew:

“Off the Dieppe coast, the Wellington aircraft was caught in the beam of six searchlights, was shot, then turned and finally came down into the sea about 700 metres from the beach in the channel off Dieppe (near Berneval le Grand). A fire was visible for three minutes after the crash.”

“Nearly 24 hours later, at 2130 hours, the body of one of the airmen, wearing an RAF uniform and life jacket, was carried in the wreckage of a rotating gun turret towards the shore near Berneval. On September 2, searchers recovered the body 4 to 5 km east of Dieppe, among rocks about 40 m from the beach. A parachute pack found near the scene was labelled Sergeant Russell. The body was buried in the French Cemetery at Berneval le Grand.”

“On September 9, the body of an English airman was washed ashore between Berneval le Grand and Biville Sur Mer. His identity discs bore the words CAN. R.68182 AIRMAN W.B. CLARK, PRESS R.C.A.F. His body was also buried at Berneval le Grand. On September 20, the body of R.N. Dastur Zorastrian was washed up on the Channel coast below Berneval le Grand. His body was also buried at Berneval le Grand.”

According to RAF investigators, the only result that differs with the German account is that the aircraft crashed on the side of a cliff. The three crew members whose bodies were not recovered were assumed to have washed out to sea with the aircraft wreckage.

 Perishing with 29-year-old Sergeant-Observer Bill Clark were Pilot-Officers Rusttom Nariman Dastur and Chandra Prakash Khosla, members of the Royal Indian Air Force; and Sgts. Ronald Benjamin Russell (RAF), James Fitzgerald Wolff (RCAF), and Paul James Lewis (RAF). The three crew members whose bodies were not recovered are commemorated on the Runnymede Memorial. The remains of Bill Clark were buried at Berneval Le Grand in France. They were later exhumed and reinterred in the Dieppe Canadian War Cemetery.

In early September 1941, Bill’s widowed mother, Agnes, received a telegram from the Director of Records in Ottawa informing her that her only son SERGEANT WILLIAM B CLARK WAS REPORTED MISSING AS THE RESULT OF AN AIR OPERATION OVERSEAS ON AUGUST 31.There were no further particulars so, according to the Canadian Observer, “the fact that the flyer was designated as missing held out some hope that he might be a prisoner or had made an escape in some other way.”

In early November 1941, Agnes received the following telegram from Ottawa: SGT CLARK WHO WAS PREVIOUSLY REPORTED MISSING IS STILL MISSING, NOW BELIEVED KILLED IN ACTION.Agnes and her four daughters regarded this message as a customary notice sent to the relatives of men who are reported as missing and about whom no reliable information has been received within two months. Bill’s family and friends still hoped that he might be safe and a probable prisoner of war in Nazi-occupied Europe.

In mid-September 1942, the Flying Officer, for Director of Personal Services at the Air Ministry in London, England issued a “Notification of Death” that stated the following: CERTIFIED that according to the records of this department CAN/R68182 Sergeant William Brown Clark, Royal Canadian Air Force, was reported missing and is presumed, for official purposes, to have lost his life on the thirty-first day of August, 1941, as the result of air operations. According to a report received from the International Red Cross Committee, this airman is buried in the Cemetery, at Berneval-le-Grand, near Dieppe, France.

Bill Clark was later officially recorded as Previously reported missing after air operations overseas, now for official purposes, presumed to have died. Marian, Bill’s newlywed wife of only five months, was residing on Oriole Parkway in Toronto at the time of his death. In early February 1945, she received a War Service Gratuity of $163.04 for the loss of her husband. In late February 1946, she received the following letter from the R.C.A.F. Records Officer in Ottawa:

Dear Mrs. Clark:

It is a privilege to have the opportunity of sending you the Operational Wings and Certificate in recognition of the gallant services rendered by your husband Sergeant W.B. Clark. I realize there is little which may be said or done to lessen your sorrow, but it is my hope that these “Wings”, indicative of operations against the enemy, will be a treasured memento of a young life offered on the altar of freedom in defence of his Home and Country.

Marian re-married years later, becoming Mrs. Marian Simpson, residing on Oriole Parkway in Toronto. In Sarnia, Bill left behind his widowed mother and his four sisters.

Twenty-nine-year-old Sergeant Bill Clark is buried in the Dieppe Canadian War Cemetery, Hautot-Ser-mer, Seine-Maritime, France, Grave H.7.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Jack Clarke was born in Windsor, Ontario, on July 17, 1920, the eldest son of Cecil Charles Clarke (born March 31, 1898) and Phyllis Ann Edith (nee Ewener, born December 1900) Clarke, of 121 South Forsythe Street, later 306 George Street, and later 208 Harkness Street, Sarnia. Jack’s parents were both born in England—father Cecil Charles Clarke in Rotherham, Yorkshire; and mother “Edith” Ewener in Southwark, Middlesex. Edith Ewener immigrated to Canada in 1908 and Cecil Clarke, a mason at the time, in 1913. Edith Ewener’s father, Walter George Ewener, served in World War I, and one of her brothers served in World War II.

Cecil Charles and Edith (Ewener) Clarke were married on February 10, 1920, at St. John’s Rectory in Sarnia. Cecil, the son of Charles William (born 1868, Lincolnshire, England) and Amelia “Anne” (nee Hannant) Clarke, was residing in Windsor at the time and employed as a bricklayer; Edith Ewener, the daughter of Walter George and Phyllis Elizabeth (nee Riley) of Campbell Street in Sarnia.

Cecil and Edith Clarke were blessed with four children: John “Jack” Charles (born 1920); Reginald C. (born 1921); Cecil William (born 1926), and Marguerite Phyllis (born 1923, who became Mrs. Marguerite Guthrie). In mid-1921, Cecil, Edith, and their less than one-year-old son, Jack, were residing in Windsor where they rented a home at 1062 Lillian Street. In 1925, the Clarke family moved from Windsor to Sarnia.

Jack was educated in Sarnia schools and at Sarnia Collegiate. Two years before WWII broke out, Jack joined the militia in Sarnia in February 1937 and was a member of the 11th Field Company, Royal Canadian Engineers. When Canada went to war in September 1939, Jack and his brother Reginald volunteered for service overseas.

Perhaps the commitment of two men who served in WWI influenced Jack’s decision to enlist.

Jack’s (maternal) grandfather, Walter George Ewener, enlisted in Sarnia on January 18, 1915, when he was 35 years old. Walter was born in Bexley Heath, Kent, England, in September 1879, and had immigrated to Sarnia with his family in the early 1900s. At enlistment, Walter became a member of the 34th Battalion, leaving behind his wife, Phyllis, and his family at 300 Campbell Street, as well as his job as a construction engineer. Private Walter Ewener arrived in England on November 1, 1915. He advanced to the rank of corporal and was a musketry instructor in England from March to September 1916. In September 1916, at his request he reverted to the rank of private to proceed to France.

He got his wish. In late-September 1916, Walter Ewener arrived in France as a member of the 43rd Battalion. Soon after arriving, he was gassed slightly at the Somme, and was later blown up by a shell explosion that fractured his left ankle. He spent five weeks recovering in No. 7 Canadian Stationary Hospital in Havre. After two months in France, he was returned to England to be treated for his injuries.

In late November 1916, the Sarnia Observer printed a letter written from Corporal Walter George Ewener, 43rd Battalion, B.E.F., France, Stationary Hospital, addressed to the editor of the Observer. Following is a portion of that letter:

I am taking this opportunity of writing a few lines to you after meeting a few of the old 34th boys who left Sarnia nearly two years ago and have since gone through some of the thickest of the fighting, being distributed among several different Battalions. A lot of Sarnia boys were in the fight when we took Courcelette, and they did their bit like men. There were some extraordinary scenes around that place as we drove the Huns out and away beyond. For hours we were hunting for them in the dugouts and driving them out in the open and making them prisoners. You will hear them say, “We will soon have this back,” and then a Canadian would answer, “nothing doing, Fritzy, what we have we’ll hold: you can’t get Courcelette back, not if the whole German army comes against us.”

The way the boys fought was grand to see. Many Huns were buried by our shell fire and any that showed signs of life were dug out. Then came a call for men to haste to the front and the boys rushed to repel a Hun counter attack and drove them back quicker than they came. The attack was repulsed by a mere handful of men, as many had gone under, but they died like the gentlemen they were, fighting for a just cause. Beyond the village they (The Huns) made seven attacks on our position, but we drove them off… the Canadians have held on to their ground through the heavy rainstorms which swamped them through and through, and under the gigantic rain of shells from the Germans, resolved to die rather than yield a yard of what they had gained. At one place a corporal and eleven men held a crater hole for three days without a bite to eat so that the Huns would not creep upon us unawares and attack us. Those men died at their post – a hero every one.

Sarnia can well feel proud of the part her men are playing in the fight, but more are wanted. Those men that left the old guard stations at Point Edward and the Tunnel are doing their bit. What about the rest of them? Boys, your country needs you to fill up the places of those gone over to the great beyond. Step out and take your place if

you are fit and give your place to someone of the boys who have returned from the fight… we out here hope and trust

that the sacrifice made by those who have given their lives will have not been made in vain, and that their memory will be handed down to future generations. I need hardly say that we shall all be glad to get back to Sarnia, and our homes and friends, and hope that the peace which is made will be a lasting one and not a patched-up sort of affair…

                                                                                                           Cpl. W.G. Ewener, 43rd Batt. France

Walter Ewener continued his service in England, survived the war, and was discharged on demobilization in March 1919. He was assessed as “medically unfit due to vision”, and the Medical Board deemed that his defective vision in both eyes, along with a left ankle injury incurred at the Somme that resulted in limited movement issues, were both the result of his active service. They impacted his choice of occupation after the war. Walter and Phyllis resided at Campbell Street, and later at 494 Wellington Street, Sarnia. Walter Ewener, at age 74, passed away on August 12, 1954.

The second man, also a World War I veteran, that may have influenced Jack’s decision to enlist in WWII, was his father, Cecil Charles Clarke. Seventeen-year-old Cecil Clarke enlisted for service in the Great War in London, Ontario, on February 2, 1916. He recorded his birthdate as March 31, 1897 (he was born on that date, but in 1898), thereby making himself 18-years-old. The minimum age to join the military at that time was 18, although 17-year-old applicants were accepted with parental consent, with the promise that their sons would not see front line action (the military later changed the minimum age to 19). An estimated 15,000 to 20,000 underage Canadians served in the First World War.

Cecil recorded his occupation as mason and his next-of-kin as his mother, Annie Clarke, of 92 Howard Avenue, later 101 Lillian Street, Windsor. As a private with the 71st Battalion, he arrived in England aboard SS Olympic on April 11, 1916. Two months later, on June 11, 1916, he arrived in France, as a member of the 4th Canadian Mounted Rifles. As the war progressed, horse-mounted troop regiments became an outdated mode of warfare. Often the cavalrymen were required to dismount and fight as infantry during the larger battles. Other duties included mounted patrol work, escort duties, traffic control, trench mapping, stretcher bearing, as well as pursuit of the enemy during offensive operations.

In mid-September 1916, while Cecil Clarke was repairing a small dugout, he was wounded in action and was buried under dirt and rubble when of an enemy shell exploded near him. He was returned to England, treated for burns, a back contusion, and “shell shock”. After convalescing, he returned to France in early May 1917, as a member of the Canadian Railway Troops. Cecil Clarke survived the war, being discharged on demobilization in March 1919, when he returned to Windsor.

Cecil had not given up the fight, however. When his two sons, Jack and Reginald, decided to join the active service forces in WWII, Cecil, now 41 years old, decided to go along just to look after them if they got into a tight spot. So, Cecil enlisted again, becoming a sapper with the 11th Field Company of the Royal Canadian Engineers, the same unit as his two sons.

Jack Clarke, at age 19, enlisted in the Canadian Army on September 5, 1939, in Sarnia. He was residing on East Wellington Street at the time and was doing concrete work and carpentry for contractor W. Passmore. He stood five feet eight inches tall, had brown eyes and brown hair, was single, and stated that his plan was to stay in the Army

following the war. Jack received his army training with the Royal Canadian Engineers in London and Petawawa, 

Ontario.

He embarked overseas from Halifax bound for the United Kingdom on August 22, 1940, and was first stationed at Aldershot, and later Seaford, Sussex, England. He continued his training in the U.K., joining his father and his brother Reginald, as a member of the 11th Field Company, Royal Canadian Engineers (RCE). Jack attained the rank of sergeant.

The RCE troops enabled the army to move—they repaired and built roads, airfields and bridges; cleared mines and road blocks; and filled in craters and anti-tank ditches, all while working alongside combat troops at the front, and often under fire.

Both Jack and Reginald earned their stripes before their father, Cecil, and took keen delight in issuing instructions to “the old man.” As it turned out, however, Sergeant Cecil Clarke proved he could take it as well as his sons, and it wasn’t long before he was sporting three stripes and remarking, “I told you so, boys.”

While training in England, Jack met the girl of his dreams and, after a nine-month courtship, he married Lucille (nee Baitup) in Hailsham, Sussex, England, on February 12, 1942. At 23, Lucille, the daughter of a private chauffeur, was already a widow. She was employed as a shop assistant and NAAFI Manageress, and was residing at 18 Hindover Road, Seaford, Sussex. Ironically, the military did not grant Jack’s “permission to marry” until October 1942—eight months after he got married. Jack and Lucille had a baby daughter together, Ann Lucille, born September 13, 1942, in Brighton, England. They resided at 78 Stafford Road, and later 8 Vale Road, Seaford, Sussex, England.

Cecil, Jack, and Reginald Clarke were all stationed overseas and were all members of the Royal Canadian Engineers with the Army; however, they were not the only family members getting involved. Their younger brother, Cecil (Jr.) William, joined the army and became a member of the 30th Reconnaissance Battalion in London, Ontario, with the rank of trooper. Cecil Jr. also served overseas. The only Clarke daughter, Marguerite, became a sergeant of the Canadian Women’s Army Corps and served in the recruiting depot in London, Ontario. It is little wonder the family was nicknamed, “The Fighting Clarkes” (of the army).

The Clarkes were busy on the home front as well. Anne Clarke (Mrs. Charles William Clarke in photo below), was Cecil Charles Clarke’s mother, and Jack and Reginald’s paternal grandmother. In 1942, at the age of 81, and residing on Howard Avenue in Windsor, she was recognized in a local newspaper for her efforts in supporting the war effort. She had been made an honorary member of the Alpha Sigma B branch of the Women’s Auxiliary of All Saints’ Church in appreciation of her efforts in knitting socks for servicemen. Referred to as the “Grand Old Lady of Knitting of Windsor”, she had knitted, since the beginning of that year, 92 pairs of socks for the Red Cross and 72 pairs of socks for the Salvation Army Red Shield.

Since the war began, Anne Clarke had knitted a grand total of 328 pairs of socks. Making the task more impressive was that she knitted the most difficult type of sock. Not the more simple-to-do service sock for Anne. She knitted the seaman’s long stocking, which was made with heavier wool, was ribbed, and almost three feet long. Making her feat more amazing, incredible actually, was that Anne was totally blind in one eye, and had only ten percent vision with the other. The Windsor newspaper article also mentioned the “fighting trio” in Sarnia—her son, Sgt. Cecil (Charles) Clarke, and her two grandsons, Lance-Sergeant “Jack” and Corporal Reginald Clarke, all with the Royal Canadian Engineers.

[Footnote: Incredibly, another Clarke family in Sarnia was known as, “The Fighting Clarkes” (of the navy). Living on Lakeshore Road, Lieutenant Roy Clarke and his wife had four sons who all served in the Royal

Canadian Navy. A fifth son was a decker on the Harmonic, too young to enlist in the R.C.N. Members of the “Fighting Clarkes” of the navy included father Lieutenant Roy Clarke, who had been in the Navy prior to going into the Army; sons and Petty Officers (Gunner’s Mates) Douglas and David Tait Clarke; Petty Officers Gordon Stewart, and Thomas Clarke; and the youngest son, Bruce Clarke, who planned to join the navy as soon as he was of age.]

August 19, 1942, was one of the darkest days in Canadian military history. On that day, 4,963 Canadian soldiers landed on the beaches of Dieppe, a small town on the coast of France. Called Operation Jubilee, the plan had soldiers arriving early in the morning under the cover of darkness; however, they were delayed, and had inadequate supporting fire. The Canadians waded ashore, trying to cross the cobblestone beaches, but were fully visible to the well-entrenched Germans who were waiting for them, sitting atop the 75-foot-high cliffs. By mid-morning, it was clear that the raid could not continue, and the retreat began. The operation was a complete disaster and, of the 4,963 Canadians who landed, 907 were killed, 2,460 were wounded and 1,946 were captured.

A number of Sarnia and Lambton men took part in the Dieppe Raid, and according to the Sarnia Observer, that included the three members of the Clarke family who were members of the Royal Canadian Engineers—father Cecil Clarke, a Sergeant and veteran of the Great War; Lance-Sergeant Jack Clarke; and Corporal Reginald Clarke. Cecil had promised to look after his boys if they got into a “tight spot”, and the Dieppe Raid was certainly one of them. Miraculously, all three Clarkes not only survived the disaster, but escaped physically unharmed.

Edith Clarke received a cable a week after the raid from her husband Cecil which informed her that he and their two sons all took part in the raid, and were now all safe and well in England. She also received news that her brother, Lieutenant William A. Ewener, of the Royal Canadian Engineers, who also took part in the Dieppe Raid, was seriously wounded, but would survive.

A little over a year after improbably surviving the Dieppe Raid, Jack Clarke was killed in a fluky accident far from the battlefield. On November 23, 1943, while on duty as an instructor with a demolition unit in Frimley, Surrey, Jack was killed when a bomb accidentally detonated. He died from burns and multiple fractures. The blast killed one other soldier and wounded ten more.

The next day, Edith, now living at 208 Harkness Street, received a telegram from the Director of Records at Ottawa informing her of her son’s death. No information as to whether the accident occurred in England or with the Canadian troops in Italy was provided. The message said that further information would be transmitted later. It must have been a horrible time for Edith, as she had received a letter from Jack only two weeks prior.

Jack Clarke’s remains were buried on November 27, 1943, in Brookwood Cemetery in Woking, Surrey, England. His wife of less than two years, Lucille (now twice-widowed), and their 14-month-old baby daughter Ann, were witness to it.

In Sarnia, Edith received the following letter from the Major-General, Adjutant-General, about her son in early December 1943:

Dear Madam:

            I deeply regret to inform you that your son, A.20130 Sergeant John Charles Clarke, gave his life in the Service of his Country in the United Kingdom on the 23rd day of November, 1943. You may be assured that any additional information received will be communicated to you without delay. The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Two weeks later another letter arrived, this time from the Colonel, Director of Records, for Adjutant-General:

Dear Madam:

            In confirmation of my telegram of the 23rd of November, I deeply regret to inform you that official information has been received from Canadian Military Headquarters, Overseas, advising that your son, A.20130 Sergeant John Charles Clarke, died on the 23rd day of November, 1943. The report is to the effect that he died as the result of accidental blast burns whilst on scheme in the line of duty.

            You are further advised that at a Coroner’s Inquest subsequently convened for the purpose of inquiring into the circumstances surrounding your son’s death, the Coroner’s Verdict was “death by misadventure”. You may rest assured that any additional information received will be communicated to you without delay. May I express sincere sympathy in your bereavement.

Jack Clarke left behind his parents, his brothers and sister, his wife Lucille, and their 14-month-old baby daughter, Ann Lucille. In February 1944, Lucille Clark wrote the following letter to the Estates Officer, Canadian Military Headquarters. Following is a portion of that letter:

Dear Sir,

Re A.20130 Sgt Clarke J.C. (deceased). I received some of my husband’s personal effects today, but I find you have not enclosed his wallet. It was handed to me at Aldershot on the day of my husband’s funeral but my husband’s father, Sgt CC Clarke A.20152 No 1 CERU came to me about a week after and said he had to take it back to Records Office and that I would receive it with his personal effects.

            If you have not had it would you possibly trace it for me as it is of highly sentimental value to me. It contains photographs, a silver stamp case with one stamp, a horseshoe on a chain with my husband’s name and number on it, also one ten shilling note, a florin and three threepenny pieces. It is not the value of the wallet, but it is the personal feeling attached to it. As I have already said, it has been in my possession once since his death so I know someone must have it…

            Trusting you will be able to trace wallet for me.

Cecil Clarke thought he was given the wallet as a keepsake for Jack’s mother and sister, so after learning that Lucille wanted it, he immediately forwarded it to her. In August 1944, Lucille received the following reply from the Captain for Officer i/c Estates, Canadian Military Headquarters:

Dear Madam,

            With reference to your letter of 21st Feb 44 and this Headquarters letter of 30 Mar 44, it is regretted to inform you that the wallet of your late husband, which was obtained from his father in Canada, was lost at sea as a result of enemy action, while being returned to England.

The details of the inquiry into the accident were released on December 29, 1943. Results included these details:

Sgt. Clarke and Sgt. Jodoin were carrying out a Course of Instruction and in charge of the party; the accident occurred in the course of training at the Demolition Area (Deer Rock Hill) at about 1315 hours 23 Nov 43; two soldiers – Sgt. J.C. Clarke and Sgt. G.E. Jodoin were killed in the accident, and ten other soldiers were injured; the evidence was that Sgt. Clarke and Sgt. Koenig were to blow up Mk. IV and Kv. V mines, to show the Sappers the effect from the explosion of a mine. Holes were augered and in the meantime, one of the instrs. proceeded to put the primers in the mines. They put one mine down in the hole and had a little difficulty in doing this. When they placed the second one in, the explosion occurred; evidence shows that a hole approx.. 7 feet deep was bored of similar size to the mine to be lowered into it. The first mine with little or no assistance was lowered to the bottom. The second mine became lodged and the manner of using the tamp stick either caused the second mine to explode or caused the second mine to drop onto the first mine which caused the explosion; it is believed from the evidence that one of the fuses was defective in that the shear wire damaged by a previous blow or pressure from previous use…

The Court added these remarks: 1. From the evidence presented it would appear that these mines and fuses are used in trg of Sprs (training of Sappers) in laying and clearing mine fields. It is suggested that in the future all fuses which are taken out for demolition purposes should not have been used in any previous capacity. 2. It is further suggested that it be very carefully stressed to all Instrs whether Offrs or NCOs that where explosives or components thereof be known to be faulty or suspected to be faulty that these be reported and arrangement made for their destruction when a demonstration is not in progress.

It was determined that the sergeants improperly carried out an unauthorized demonstration, though improvisation was permissible. There was no evidence of any neglect, improper conduct, or willful misconduct on their part. The Court, the Colonel in charge, and the Major General in Command all felt that control and supervision of the Demolition Area was insufficient.

Jack Clarke’s death was later officially recorded as Overseas casualty, misadventure, due to blast and burns (Scheme), multiple injuries and fracture of the skull (England).

In mid-February 1944, a group of 94 area soldiers arrived from overseas duty at the London, Ontario train station into the arms of happy, laughing friends and relatives. According to the London media report, one of the happiest family groups at the station were the “Fighting Clarkes” of Sarnia. Sgt.-Major Cecil Charles Clarke, who had been overseas for almost four years, was greeted by his wife Edith, and their 21-year-old daughter Cpl. Marguerite Guthrie of No. 6 Company, C.W.A.C. Two of his sons, Lt-Cpl. Cecil Clarke, and Sgt. Reginald Clarke, were both still serving overseas in the army. His son Jack never made it home.

In April 1945, Lucille Clarke of Vale Road in Sussex, England, received a War Service Gratuity of $915.46

for the loss of her husband. In September 1946, the Colonel, Director of Records, for Adjutant-General, sent Edith

Clarke a photograph of the grave and marker over the burial place in Surrey, England, of her late son.

Twenty-three-year-old John “Jack” Charles Clarke is buried in Brookwood Military Cemetery, Surrey, United Kingdom, Grave 47.H.2.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Adam Edward “Eddie” Conway was born in Belfast, Ireland, on April 25, 1921, the only child of Edward Sr. and Annie Brooks Conway, both of Northern Ireland. Edward Sr. and Annie were married in Belfast, Ireland, on May 31, 1915. Eddie was only 15 months old when his family immigrated to Canada, arriving aboard the Metagama at the port in Quebec on July 28, 1922. The Conway family then travelled by train to Sarnia and resided at 218 Confederation Street. They later moved to 342 Queen Street. When Eddie was eight years old, his parents and he visited Ireland. They returned from Belfast to the port of Montreal on August 24, 1929, aboard the passenger ship Andania. Edward Conway Sr. supported his family by working as a labourer at Imperial Oil while Annie managed the household duties.

Eddie attended public school for eight years before attending Sarnia Collegiate for three years. At high school, he specialized in auto mechanics and was active in swimming, bowling, and baseball. His hobbies were diverse: stamp collecting and playing harmonica. Prior to enlisting, Eddie was employed at Imperial Oil Company in Sarnia for one year as a labourer, doing all types of general work including electrical welding and corrosion testing. Then, two significant changes in Eddie’s life were about to happen.

The first was that he would no longer be single. On June 20, 1942, Eddie married Gladys Margaret McKellar of London, the youngest daughter of the late Mr. and Mrs. Wesley McKellar. It was a smaller wedding, as most wartime ceremonies were. At the Devine Street United Church ceremony, Gladys’ attendant was Miss Shirley Smith, while the bridegroom was Arthur Fleck. Following the wedding, a reception was held at the Vendome Hotel. After a brief honeymoon to Toronto and points east, the newlyweds moved in with the groom’s parents at 342 Queen Street. The second event in Eddie’s life was as significant. In July 1942, less than three weeks after getting married, he enlisted to fight in the war, recording his reason for joining the army as a “sense of duty.”

Eddie Conway, age 21, enlisted in the Canadian Army in Windsor, Ontario, on July 9, 1942. He stood five feet eight inches tall, had blue eyes and brown-auburn hair, and expressed his desire to be in the Royal Canadian Ordnance Corps (RCOC). His plan for after the war was to return to Imperial Oil for employment. He completed his initial army training at #12 Basic Training Centre (#12 BTC) in Chatham, Ontario, in August 1942. In October 1942, he was promoted to the rank of Acting Lance-Corporal. In June 1943 he was promoted again, to the rank of Acting Corporal. After training as a Non-Commissioned Officer (NCO), he stayed at #12 BTC to be an assistant instructor. In late summer 1943, Eddie received further training as an infantryman at #6 Basic Training Centre in Stratford, before being transferred to #1 Transit Camp in Windsor, Nova Scotia, and waiting for embarkation.

Eddie Conway may have seen Gladys and his parents during his army training in Chatham and Stratford, but when he left for the United Kingdom on September 13, 1943, he would never see them or Sarnia again. In early October 1943, Eddie sent a cable to Gladys confirming that he had arrived safely with a detachment of the Canadian Army after an “uneventful” crossing. He was initially posted to #3 Canadian Infantry Reinforcement Unit, with the rank of private. He continued his training in the U.K. and, in October 1943, he became a member of the Highland Light Infantry (HLI) of Canada, R.C.I.C., with the rank of private, later advancing to corporal. Eddie’s extra preparation in England finished in time for him to embark for France with the Highland Light Infantry. They arrived in France on June 6, 1944 – D-Day.

The Battle of Normandy began for the Canadians with the D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their break out from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France. In a brutal campaign of attrition, the Canadian army, supported by the navy and air force, faced fierce battles and vicious counterattacks as they clawed their way forward to liberate villages and towns including Bretteville, Carpiquet, Caen, and Falaise.

Eddie Conway served in France until he was wounded in action on August 15, 1944. He was returned to the U.K. where he was hospitalized, before joining the Canadian Infantry Training Regiment (CITR).

On November 9, 1944, Eddie again embarked from the U.K., rejoining the Highland Light Infantry (HLI) in North West Europe. After the Battle of the Scheldt, over the winter of 1944-1945, most of the weary Canadians were given a rest, although the front was never quiet, with patrols and large-scale raids remaining constant. Canadian troops were stationed along the Nijmegen sector in the Netherlands. The Canadians were to hold and defend the Nijmegen salient and a small piece of Allied-held territory north of the Maas River. This bridgehead would be used as a starting point for crossing the Rhine (in February 1945), and the Allies had to give the enemy the impression that an assault was imminent to force it to leave troops in that area. The Germans did their best to push the Canadians out of “the island” by flooding the area and constantly harassing them with mortar fire, artillery, and aggressive patrols. Constantly vigilant, the men dug deep slit trenches, covered themselves with whatever was handy, and tried to keep warm from the snow and cold during one of the most frigid winters on record in northern Europe. During this supposedly “quiet period” between November 9 and December 31, 1944, approximately 1,239 Canadians were killed or wounded.

In the early months of 1945, Eddie Conway attained the rank of corporal with the HLI. In February 1945, the Allies launched a great offensive, the Battle of the Rhineland that was designed to drive the Germans eastward back over the Rhine River. There would be two formidable thrusts: one by the Ninth U.S Army; and one by the First Canadian Army, strengthened by the addition of Allied formations. The resilient Germans had spent months improving their defences; winter rains and thaw had turned the ground into a thick, muddy quagmire; and the enemy fought fiercely to defend their home soil. During one month of fighting, the Canadians succeeded in clearing the Reichswald Forest, in breaking the Siegfried Line, and in clearing the Hochwald Forest. But victory came at a high cost—between February 8 and March 10, 1945, over 5,300 Canadians were killed, wounded, or captured.

Back in May 1940, the Netherlands, despite its declaration of neutrality, had been invaded by the German blitzkrieg and put under Nazi control. It led to five years of suffering for the Dutch people. In March 1945, the 1st

Canadian Corps (who had been fighting in Italy) joined their comrades of the 2nd Canadian Corps (who had fought through France, Belgium, and Germany). For the first time in history, two Canadian Army corps fought together. The two Canadian Corps were tasked with the Liberation of the Netherlands, on two fronts—western Holland and northeastern Holland and northern Germany. Joyous crowds of grateful Dutch residents greeted the Canadians as heroes while they liberated towns and cities in what came to be known as the “sweetest spring.” It was never easy. The freedom fighters faced destroyed roads, bridges and dykes; experienced days of fierce clashes against a resilient, sometimes fanatical enemy; and engaged in house-to-house fighting. The victory to liberate the Dutch people came at a terrible cost—from the fall of 1944 (Battle of the Scheldt) to May 1945, more than 7,600 Canadians were killed in fighting in the Netherlands. One of those was Sarnia’s Eddie Conway.

On March 24, 1945, Corporal Eddie Conway lost his life while fighting in northern Germany during the Liberation of the Netherlands. On that date, the HLI were part of the 154^th Brigade, tasked with establishing a bridgehead on the German side of the Rhine—the villages of Speldrop and Bienen among the initial objectives.

Beginning at 4:25 a.m., four rifle companies of the HLI began crossing the Rhine River in Buffalo amphibians. Enduring sporadic shelling from the German forces, the HLI was the first Canadian unit across. On the farther bank, they met stiff resistance at Speldrop and were ordered to capture the village. In the late afternoon, they advanced to the outskirts against enemy troops that fought fiercely to defend it. Pressing on into the village, the enemy held out desperately in fortified houses, which could only be reduced by “Wasp” flame-throwers and concentrations of artillery fire. The battle continued well into the next morning.

Eddie Conway’s remains were buried in Germany on March 30, 1945, at a location recorded on the Army Field Service Card as “Near Bienen, Germany 9th CIB Temp Cdn. Military cemetery MR. 048553 Rees Sh. 420, R.1 G.3”. Conway’s remains were later exhumed and reburied in Nijmegen Canadian Military Cemetery in Holland. Only one-and-a-half months after his death, the war ended officially in Europe.

In early April 1945, his wife, Gladys, and his parents, Edward Sr. and Annie, received a telegram from the Director of Records in Ottawa informing them that CPL ADAM EDWARD CONWAY HAS BEEN KILLED IN ACTION IN GERMANY. Later that month, Gladys received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Conway,

            It was with deep regret that I learned of the death of your husband, A102217 Corporal Adam Edward Conway, who gave his life in the Service of his Country in the Western European Theatre of War on the 24th day of March, 1945.

            From official information we have received, your husband was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

When Gladys received the telegram of her husband’s death, she was residing at 186 Cobden Street in Sarnia with her sister, Ethel Brooks.

Eddie Conway was later officially recorded as Overseas casualty, killed in action, in the field (Germany). In June 1945, Gladys received a War Service Gratuity of $480.70 for the loss of her husband. In early July 1946, she also received a letter from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your husband, A102217 Corporal Adam Edward Conway, have been carefully exhumed from the original place of internment and reverently reburied in grave 12, row A, plot 19, of Nijmegen, Holland. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Corporal Eddie Conway, age 23, left behind his parents Edward Sr. and Annie, who lost their only child, and Gladys, his wife of less than three years.

Gladys remarried in 1950, in Sarnia, to Karl Schlender, and they had one child together, Kathy. Many years later, Kathy recalled how her mother often talked to her about Eddie—of how he was in the war and that he was killed in action. She showed Kathy photographs of Eddie and his medals. The Schlenders visited Edward Sr. and Annie frequently and helped them to take care of their house and yard. Kathy knew them as Grandpa Conway and Grandma Conway. Annie Conway passed away in July 1963, and Edward Sr. passed away in 1966. Both are buried in Lakeview Cemetery in Sarnia.

In the late 1960s, Karl and Gladys Schlender moved to Kitchener (Karl was transferred there by Silverwoods Dairy). Gladys Schlender (Conway) passed away in 1985 and is buried in Kitchener.

Adam “Eddie” Conway is buried in Groesbeek Canadian War Cemetery, Netherlands, Grave XIX.A.12. On his headstone are inscribed the words IN MEMORY OF A BRAVE SOLDIER WHO DIED THAT HIS COUNTRY MIGHT LIVE. His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.  

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

David Crawley was born in Askam-in-Furness, Lancashire, England, on November 14, 1912, the son of Thomas and Mary Ann (nee Mylray) Crawley. His parents, both born in Lancashire, England, were married in Lancashire on August 28, 1901. David had two brothers, Frank Mylrea (born 1909) and Edwin Thomas. When David was ten years old, he lost his father, a former miner, who died in June 1923 at the age of 38 of silicosis, a lung disease caused from his work. His mother, who recorded her occupation as housekeeper, and two of her sons, Frank and David, departed Liverpool, England, aboard the Montrose and arrived in St. John, New Brunswick, on December 3, 1927. Their intended destination was recorded as R.R. #1 Campbellford, Ontario, where Mary Ann’s brother-in-law and sister, Mr. and Mrs. Bright, lived. David Crawley was 14 years old when his family arrived in Canada.

David had received his education in England, at public school in Askam-in-Furness from 1918-1927 and then at Dalton Grammar School, 1927-1929. After living in Cumberland County for two years, the Crawley family moved to Lambton County in 1929. In 1936, David was residing with his mother at 105 ½ Mitton St., S. Years later, Mary Anne Mylray re-married, becoming Mrs. Tom Bright and residing at 457 Cromwell Street, Sarnia. Tom and Mary Ann Bright later resided in Campbellford, Ontario. Both of David’s brothers stayed in Sarnia: Frank, at 457 Cromwell Street, and Edwin, at 133 S. Brock Street.

David was employed by W.B. Millholland as an inspector of cones for V.8 Ford Castings from 1929-1940; he then worked at Holmes Foundry where he did laboratory work until he enlisted in 1942. In late 1940, at the age of 28, his life changed dramatically. On October 18, 1940, David married Blanche Doris (nee Maidment) in Forest, Ontario. The young couple resided at 255 ½ North Mitton Street. While David was overseas, Blanche lived at 254 North Front Street, Sarnia, with her parents, Mr. and Mrs. Harry Maidment. While in Sarnia, David was a member of the 2nd 11th Field Company, Royal Canadian Engineers, as a sapper from 1940-1942. David also bowled extensively, along with playing softball and tennis, and his hobby was shooting.

David had first applied to join the RCAF on September 15, 1939, five days after Canada had declared war on Germany; however, his application was not completed. Three years later, on August 5, 1942, the 29-year-old successfully enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet four inches tall, had hazel eyes and dark brown hair, and he requested flying duties with a preference for aircrew air gunner. A portion of the Recruiting Officer’s comments about David included that he was a Nature type, short, light build. Wiry and agile. Claims to have extensive experience with rifle on miniature ranges and won several prizes in Dominion Rifle competitions. Determined sort of chap… Should prove good Air Gunner.

From #5 Manning Depot in Lachine, David received his air training at #16 Service Flying Training School

(SFTS) in Hagersville; #23 PAE in Toronto; #2 Air Gunners Ground Training School (AGGTS) in Trenton; and #3

Bombing and Gunnery School (B&GS) in MacDonald, Manitoba. The AGGTS Commanding Officer’s comments about David were positive: Shows initiative. Good average student… active worker, applies himself diligently, co-operates fully; displayed ample initiative in carrying out air exercises, reliable, should make a good crew member. David was awarded his Air Gunner’s Badge at MacDonald, Manitoba, on June 25, 1943.

David Crawley departed Halifax bound for the United Kingdom on July 16, 1943. From #3 Personnel Reception Centre (PRC), he continued his training at #22 Operational Training Unit (OTU); #1659 Conversion Unit; and then at No. 61 Training Base in Yorkshire. On January 3, 1944, he became a member of RCAF #420 Snowy Owl Squadron “Pugnamus Finitum” (We fight to a finish), part of Bomber Command, with the rank of Sergeant Air Gunner.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

RCAF #420 Squadron had been formed on December 19, 1941, at RAF Waddington as part of No. 5 Group, outfitted with Handley Page Hampdens. The squadron converted to Vickers Wellingtons and moved its base to Skip-on-Swale and then to Middleton St. George. In May 1943, the unit was stationed in Algeria and Tunisia in North Africa (in support of the invasions of Sicily and Italy).

In November 1943, the squadron returned to Britain and was outfitted with Handley Page Halifax bombers based at Dalton and later at Tholthorpe. In April 1945, the squadron converted to Lancasters. No. 420 was to be a predominantly Canadian squadron. Shortly after its formation it was adopted by the City of London, Ontario, in 1944.

Only seven months after arriving overseas, David Crawley lost his life. On the night of February 24, 1944, he was part of a crew aboard Halifax III aircraft LW427 (markings PT-) on a night mission to Schweinfurt, Germany, that took off at 18.15 hours from its base at RAF Tholthorpe. In total, 734 aircraft took part in the operation. It was the first raid conducted on this particular target which was the centre of ball-bearing manufacturing in Germany. A new tactic was introduced where the bomber force was split into two waves separated by two hours.

Sometime between 23.00-23.59 hours, an enemy night fighter shot down the bomber which crashed in enemy territory approximately 2 km south of Ostelheim, Germany. Those who came to the wreckage discovered that the bodies of five crew members were burned beyond recognition. Two airmen—Henry Long and David Crawley—had been thrown clear out of the aircraft. Crawley was alive, barely, but died less than two hours later.

Perishing with Sergeant-Air Gunner David Crawley were F/O. Henry Maynard Long; P/O. Martin Allan Knight; FS. David Ballantine Richardson; Sgts. Harvey Ellis Hirst and William Henry Botterill (RAF) and Tech/Sgt. Ray Jay Gile (USAAF). The bodies of the crew members were buried in one communal grave in the rear right hand corner of Ostelsheim Cemetery, (French section) in Germany. The seven bodies were put into three coffins—one coffin contained the remains of the five burned crewmen, while Long and Crawley were in the other two coffins.

In early March 1944, Blanche received a telegram from the Casualty Officer in Ottawa informing her that her husband SGT DAVID CRAWLEY HAS BEEN REPORTED MISSING AFTER AIR OPERATIONS ON

FEBRUARY 25. There were no other details provided and the message added that further information would be forwarded when received.

In mid-March, David’s mother, Mary Ann, in Campbellford, Ontario, received a letter from the Squadron Leader, R.C.A.F. Casualties Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mrs. Bright:

            It is my painful duty to confirm the telegram recently received by you which informed you that your son, Sergeant David Crawley, is reported missing on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son was a member of the crew of an aircraft which failed to return to its base after a bombing raid over Schweinfurt, Germany, on the night of February 24th and the early morning of February 25th, 1944. There were four other members of the Royal Canadian Air Force in the crew and they also have been reported missing. Since you may wish to know their names and next-of-kin, we are listing them below…

            This does not necessarily mean that your son has been killed or wounded. He may have landed in enemy territory and might be a Prisoner of War. Enquires have been made through the International Red Cross Society and all other appropriate sources and you may be assured that any further information received will be communicated to you immediately.

            Your son’s name will not appear on the official casualty list for five weeks. However, you may release to the Press or Radio the fact that he is reported missing, but not disclosing the date, place or his unit. May I join with you and the members of your family in the hope that better news will be forthcoming in the near future.

In late March 1944, Blanche received the following letter from the Squadron Leader:

Dear Mrs. Crawley,

            On behalf of the Squadron and myself may I extend sympathy on the sad loss of your husband Sergeant David Crawley, who was missing from operations on the night of 24/25th February, 1944. Your husband was a very

popular member of our Squadron and carried out his duties as an Air Gunner very capably and willingly. His loss was keenly felt by all concerned.

            Since take off nothing has been heard, however, it may be that he is a prisoner of war. Time alone can tell us this. May I explain that the request in the telegram notifying you of the casualty of your husband was included with the object of avoiding his chances of escape being prejudiced by undue publicity in case he is still at large. This is a precaution taken in the case of all personnel reported as missing. Please be assured that any information we may receive will be forwarded to you.

David Crawley was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). In September 1945, Blanche received a War Service Gratuity of $239.44 for the loss of her husband. In May 1946, three of the items returned to the Crawley family were David’s mascot doll, a good luck horseshoe charm, and a gold ring engraved with a Britannia. Blanche remarried years later, becoming Blanche Finn and residing at 254 North Front Street, Sarnia.

In May 1947, a Squadron Leader representing the Wing Commander, Officer Commanding No. 2 Missing Research & Enquiry Unit R.A.F., released his findings after visiting the cemetery at Ostelsheim and the graves of the crew of Halifax LW427. Following is a portion of his report:

The grave is very well kept and is covered in flowers. On enquiring at the Burgonmaster’s Office I found that this aircrew crashed on the night of 24th Feb. 1944 and the bodies of F/O Long and Sgt. Crawley were thrown clear out of the aircraft. Sgt. Crawley was alive but died in less than two hours. The rest of the crew were burnt beyond recognition… All papers and identity tags were taken from the Burgonmaster, on 29/4/46 by the U.S.A. Research Service and copies of the Burgonmaster’s receipt are attached to the report, with photo of the burial in 1944 of the crew against the orders of the local Nazi leaders. On May 10th 1946 the American Graves Command exhumed, and transferred the body of T/Sgt Gile to the American Cemetery in St. Anold, in France, for reburial. On further enquiry I found that this aircrew was shot down by a night fighter.

The five airmen who were completely burnt, were all buried in one coffin and the bodies of F/O Long R21366 and of Sgt. CRAWLEY R183604 were buried in two separate coffins. The grave still contains three coffins. The remains of the aircraft, as usual, was removed to an unknown destination by the LUFTWAFFE Unit from ECHTERDINGH. All that remains is a few old pieces none of which bear a traceable Number…

In June 1949, David’s mother received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mrs. Bright:

            It is with regret that I refer to the loss of your son, Sergeant David Crawley, who lost his life on air

operations against the enemy February 25th, 1944, and who with members of his crew was buried in the Civil Cemetery at Ostelsheim, Germany, but a report has been received from our Missing Research and Enquiry Service that your son and the five members of his crew buried with him have been moved to the permanent British Military Cemetery at Bad Tolz, Germany. The cemetery is known as the Bad Tolz (Durnbach) British Cemetery, and is located eight miles south southeast of Munich, Germany.

            Your son is resting in Grave No. 23, Row C, Plot No. 4, and Flying Officer H.M. Long (R.C.A.F.), pilot of your son’s crew, is beside him in Grave No. 22. Most unfortunately, individual identification could not be obtained of the four remaining members of the crew. They are: Pilot Officer M.A. Knight; Flight Sergeant D.B. Richardson; Sergeant H.E. Hirst (all R.C.A.F.); and Sergeant W.H. Botterill (R.A.F.), and they are resting in adjoining Multiple Graves, registered in their names, and numbered 24, 25 and 26, Row C, Plot No. 4.

            Reinternment in a British Military Cemetery in Germany is in accordance with the agreed policy of the Nations of the British Commonwealth that all British aircrew buried in Germany would be moved to British Military Cemeteries located in Germany, where the graves and cemeteries will be reverently cared for and maintained in perpetuity by the Imperial War Graves Commission (of which Canada is a member). The Commission will also erect a permanent headstone at your son’s resting place.

            It is my earnest hope that you will be comforted with the knowledge that your son’s resting place is known, and that it will be permanently maintained, and I would like to take this opportunity of expressing to you and the members of your family my deepest sympathy in the loss of your gallant son.

Thirty-one-year-old David Crawley is buried in Durnbach War Cemetery, Germany, Grave 4.C.23.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Cecil Blake Dawdy was born in Saskatoon, Saskatchewan, on April 18, 1908, the son of Blake Laverne (born in the United States) and Frances Hasard (nee Graham, born in Ontario) Dawdy. Blake and Frances were married in Saskatoon, Saskatchewan, on March 28, 1905. Cecil had two brothers: Carmen Wesley (born 1906) and Laverne (born 1914 who also served overseas). When Cecil was seven years old, his family moved to Medicine Hat, Alberta. He was educated at Central High School in Calgary but left school after completing grade 11. His father supported the family as a merchant-jeweller but, tragically, on September 2, 1938, he died at the age of 51. Cecil’s widowed mother Frances lived in Calgary and later Edmonton. Cecil resided in Alberta until he was around 26; he then moved to British Columbia where he lived for four years.

On January 25, 1936, in Trail, British Columbia, Cecil married Miranda Leona Lauriente of Spokane, Washington. They had five children together: four sons—Edward Blake, Francis Anthony, Gerald Michael (born September 21, 1942 in London, Ontario) and Joseph Cecil—and a daughter, Marina Rosemary.

Cecil was active in golf, tennis and swimming, and his hobby was woodworking. In civilian life, he had various jobs and most were in British Columbia. He was a salesman who represented a drug company for six years and a confectionary for two years. He also sold electrical appliances for three years. Cecil ran his own electrical appliances business for two of those years until 1938. In 1939, Cecil and his family moved to Ontario.

Thirty-one-year-old Cecil Dawdy enlisted to serve in the army on September 8, 1939, in Sarnia, with the 11th Field Company, Royal Canadian Engineers (R.C.E.). Canada declared war on Germany two days later, on September 10, 1939. Cecil stood five feet five-and-a-half inches tall, had blue eyes and light brown hair, and recorded his address as Morden Hotel, Sarnia, while his wife and children were residing at 18 Wolseley Avenue, London, Ontario. His desire was to serve in the infantry and his post-war ambition was to have an administrative army position. The Recruiting Officer’s comments about Cecil included that he was Ambitious, high learning ability… valuable administrative experience, high stability, fine personality – alert – clean cut. Excellent officer material. Cecil was employed by the R.C.E. in Sarnia as pay clerk for about three months, with the rank of acting lance-sergeant. On December 16, 1939, he was transferred to Royal Canadian Regiment (RCR) Depot in London, Ontario.

Cecil served as a member of the Royal Canadian Regiment at #1 District Depot in London, Ontario, until

June 1942. He completed clerical work and attained the rank of company sergeant-major, superintending clerk. In March 1942, the brigadier in command of #1 District Depot to the Secretary, Department of National Defence in Ottawa, wrote a report on Cecil that included the following: CSM Dawdy, C.B. – This warrant officer has been the mainstay of this Depot from the “other rank” angle since I assumed command. He is a most dependable, trustworthy and thoroughly efficient warrant officer and has an uncommon flair for administration….

Cecil then attended Officers Training Course (OTC) at Gordon Head and Victoria, British Columbia, until July 1942, qualifying as a Second Lieutenant; and then at A10 Canadian Infantry Training Centre (CITC) at Camp Borden where he attained the rank of lieutenant. In August 1942, he returned to #1 District Depot in London, Ontario, and became records officer until August 1943. For three months in that period, he was employed as adjutant of the sub-depot in Windsor, Ontario. In August 1943, he was attached to Headquarters, Military District #1, in London (HQ MD1), where he was promoted to the rank of captain in January 1944. He continued doing administrative duties there, working in the deputy assistant Adjutant-General’s office, and was evaluated positively by senior officers: doing good work, shows good aptitude for administrative duties, is hard working and dependable.

On July 21, 1945, Cecil Dawdy lost his life in a tragic accident while swimming at Willow Lake in Kitchener, Ontario. He was officially recorded as Died as a result of a broken neck suffered in diving accident, Kitchener Waterloo Hospital. Eyewitnesses’ and doctors’ medical reports following the accident included this information:

O the afternoon of 20 Jul 45, Capt Dawdy proceeded from HQ MD1 in London around 1:30 p.m., arriving at #1 CWAC TC in Kitchener; he was on duty, carrying out details in connection with personnel; he completed his work and had to wait for the completion of clerical work in connection with his duty before returning to MD1; he was in high spirits and was particulary anxious to go swimming after finishing his business and take any members of the Mess who cared to go; it was very hot day and he said it was the first chance he had had in some time to get away from his work and enjoy a little recreation; there were five military personnel in the group (Dawdy and four CWAC

Officers), that left #1 CWAC TC some time between 7:30-8:10 p.m., arriving at approximately 8:30 p.m.; the Willow Lake resort at Doon, located on farm property about 6 miles outside of Kitchener, charged a fee of 5 cents per person to swim; in the lake, there were two platforms supported each by four piles and upon which planks were erected as spring boards for diving purposes; the group had been swimming approximately ¹/₂ hour according to one witness, when the accident occurred; the accident occurred at approximately 8:45 p.m. on July 20; Capt Dawdy had performed a “backward jack-knife” dive from the lower of the two installed diving platforms; he was next seen in distress, floating on the surface below the diving board; he was removed from the water, still conscious; he could not use his legs, and said that he feared that he had broken his neck, also saying “I can’t move. Please get a doctor.”; he was massaged and covered with blankets while medical attention was requested; at approximately 9:20 p.m. he was taken to Kitchener-Waterloo Hospital by ambulance; he was diagnosed with a sustained compound fracture of the 5th cervical vertebrate with rotation of 4th, 5th and 6th and probable dislocation with partial transaction of the cord; he died the following day as a result of his injuries at approximately 6:00 p.m.

Evidence revealed that Capt. Dawdy was an experienced diver and swimmer; the springboard was slightly “off-level”, and the water was five feet deep; He was not to blame; cause of accident may have been the combination of the “off-level” diving board, and the depth of the water, not sufficient depth for diving; Legal action was going to be initiated against those operating the resort by Mrs. Dawdy, with the recommendation that the Military provide her with a competent legal officer and legal aid.

The war in Europe had ended on May 8, 1945, two months prior to his death, and the war in Japan would end less than one month after that. Cecil Dawdy left behind his wife Miranda and their five children ranging from age one to 8 ¹/₂.

Thirty-seven-year-old Cecil Dawdy is buried in Mount Pleasant Cemetery, London, Ontario, Military Plot Sec. X, Grave 69. On his headstone are inscribed the words, REST IN PEACE.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Frederick John Daws was born in Sarnia on November 2, 1920, the only son of Frederick Daws Sr. (born in Oldham, Lancashire, England) and Annie Elizabeth (nee Graham, born in Oldham, England) Daws. His parents Frederick Sr. and Annie were married in Hamilton, Ontario, in 1914. Frederick Jr. had one sister, Doris (McKellar), born in 1917. The family moved to 333 Wellington Street and later to Lakeshore Drive in Sarnia. Frederick Sr. supported the family as a milkman in Sarnia.

Frederick Jr. attended Lochiel Street public school from 1926-1934 and then Sarnia Collegiate Institute from September 1934 – April 1940. Frederick was a member of the Central Century Club, where he played basketball, hockey, and softball. While at Sarnia Collegiate, he was active in the Cadets, becoming a cadet major in 1940 and was the master of ceremonies of the annual school show. For a time at SCITS, he was a member of gold medal winning bands. He also played high school basketball and played on the Sarnia Collegiate WOSSA rugby team.

Later, as a halfback, he played both junior and senior rugby (O.R.F.U.) for Sarnia. Frederick was also a member of the Sarnia Imperials football team. He was greatly interested in organized boys’ work. He was chairman of the Boys’ Work Board for three years and a leader on several occasions at the Boys’ Camps at Lamrecton. From September 1940-July 1941, Frederick was a sapper with the 2-11th Field Company, Royal Canadian Engineers in Sarnia. After completing high school in April 1940, he was employed at Mueller’s Limited as a lathe operator until he enlisted.

Twenty-year-old Frederick Daws enlisted in the Royal Canadian Air Force on July 19, 1941, in London, Ontario. He stood five feet ten inches tall, had hazel eyes and brown hair, was single, and lived at home with his parents at the time, recording their address as Lake Huron Beach, Sarnia. He was anxious for flying duties and expressed his preference as either a pilot or an observer. The Recruitment Officer’s comments about Frederick included that he was Keen and intelligent, very anxious to fly, courteous and confident personality, co-operative, and initiative, responsibility and reliability good. Frederick planned to enter commercial aviation after the war.

From No. 1 Manning Depot in Toronto, Frederick received his air training at a number of locations including #4 Bombing and Gunnery School (B&GS) in Fingal; #6 Initial Training School (ITS) in Toronto; #12 Elementary

Flying Training School (EFTS) in Goderich; and #14 Service Flying Training School (SFTS) in Aylmer, where he

was awarded his Pilot’s Wings on July 3, 1942. He obtained the highest marks of his class in flying and received a commission as pilot officer. He continued his training at #1 General Reconnaissance School (GRS) in Summerside, Prince Edward Island, and then at #31 Operational Training Unit (OTU) in Debert, Nova Scotia. Frederick embarked overseas for the United Kingdom in January 1943.

He continued his training in the U.K., and in early June 1943, parents Frederick Sr. and Annie Daws in Sarnia received a cablegram from overseas stating that their son had been promoted to the rank of flying officer from pilot officer.

Later that month, on June 17, 1943, Frederick married twenty-year-old Kathleen May Wilson, of Bournemouth, England, in the district of Swindon, Wiltshire, England. His British bride resided at Howeth Road, Ensbury Park, Bournemouth, England.

Not long after marrying, Frederick was deployed to Algeria, to be part of Mediterranean Air Command (MAC) Reinforcement Unit, which was gearing up for the Sicily/Italy Campaign.

Months earlier, in mid-February 1943, Allied air forces in Morocco, Algeria, Egypt, and Libya were reorganized into the MAC in order to coordinate efforts in the North African Campaign. When that campaign ended in mid-May 1943, MAC was then directed to play a role in the Mediterranean and Italian theatres.

The Italian Campaign, the first sustained Canadian Army operation of the War, supported by the Navy and Air Force, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the island lasted more than four weeks, during which the Canadians advanced through difficult mountainous terrain against an ever-stiffening German resistance. By August 17, the Germans had evacuated the island to the Italian mainland. In early September, Canadian and Allied forces invaded Italy. Though Italy surrendered shortly after, the occupying Germans made it clear their fight was not over. Liberating Italy would be a painstaking northward crawl, lasting 20 months.

On July 23, 1943, Flying Officer-Pilot Frederick Daws was aboard Hudson MK. V aircraft AM788 that departed from Portreath, Cornwall, England, on its way to Ras el Ma, Algeria. The Lockheed Hudson aircraft was a twin-engine light bomber used for reconnaissance, transport, and maritime patrol. The aircraft arrived that evening and, two days later, left for Blida, Algeria.

Shortly after take-off on July 25, the aircraft experienced difficulties—the port wing dropped and the aircraft turned to port and, despite the pilot’s attempts to correct the situation, the aircraft did not respond. The aircraft crashed into the ground on the port wing side, fell back on the fuselage, and then both tanks exploded. By the time the aircraft stopped moving, it was engulfed in flames. Though no crewman was hurt in the crash, each man raced against time to escape the burning, smoke-filled aircraft.

Unfortunately, Frederick Daws failed to escape from the burning wreckage, suffering multiple 4th degree burns that resulted in his death. Perishing as well was Flight Sergeant R.H. Jarvis. Frederick had been married only one month and overseas for six months.

At the end of July 1943, Fred Sr. and Annie received a cablegram informing them that their son FLYING OFFICER FRED J DAWS HAS BEEN KILLED IN ACTION OVERSEAS. No other details were made available, though his parents believed that he may have been in action over Sicily. In his last letter home, Frederick mentioned that he expected soon to be leaving for Africa. Frederick Daws was later officially recorded as Killed in a flying accident, overseas (Algeria).

An account of the crash was written by one of the surviving crew members, F/O R.A. Dawe, to the Commander, R.A.F. Station, Davidstow Moor, England. Following is his written account:

Sir,

I have the honour to be in a position to report on the crash at RAS EL MA in Hudson A.M. 788 on July 25th, 1943. On July 23rd we left Portreath for RAS EL MA arriving there late the same evening. We were then informed we should proceed on July 25th to Blida to join a squadron.

We taxied to the end of the runway at approx. 12.30 hours. There was one runway at the airfield and the wind was across the runway. As Observer my position in the aircraft was next to the pilot. One Wop/Ag was at the radio and the other was working the T.R. 9 just aft of the main spar.

As we went to take off, when the tail came off the ground the aircraft swung but we became airborne and the pilot retracted his wheels. Almost instantaneously the port wing dropped and the aircraft started to turn to port. The pilot corrected for this but the aircraft did not respond and still kept turning and as we had very little height a crash looked imminent. The pilot throttled back and cut his switches. We hit the ground on the port wing and then fell back on the fuselage, at which point both tanks exploded and caught fire. By the time we came to rest the aircraft was ablaze from end to end, but no one had been hurt in the crash.

As the whole thing had happened so fast the door had not been jettisoned and on trying to open we found we

could not, nor could we remove the parachute exit. The rest of the crew went forward and I stayed struggling with the door. I could not see the rest of the crew for smoke in the aircraft and myself had given up hope of getting out.

Suddenly I thought of the side window from which the V.G.O. usually protrudes. I don’t remember any more until I picked myself up from where I had fallen out of the window. I got up and ran around the other side and found that one Wop/AG had escaped through the similar window on the other side. The crash tender was there but it was obvious it didn’t have a chance of getting near the aircraft. We were then pulled away from the crash and put in the ambulance. We were then flown to Casablanca and admitted to a U.S. Hospital and never at any time have I been approached for a statement.

In June 1945, newlywed Kathleen Daws in Bournemouth, England, received a War Service Gratuity of $284.26 for the loss of her husband.

Twenty-two-year-old Frederick John Daws was buried in Fez, French Morocco. His remains were later re-interred at Le Petit Lac Cemetery, Oran, Algeria, Plot E, Row C, Grave 17. On his headstone are inscribed the following words: WE MISS YOU SO, YOUR WONDERFUL SMILE BUT IT’S JUST GOODBYE FOR A LITTLE WHILE.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Raymond William Dionne was born on a farm in Camlachie, Ontario, on June 22, 1899, the son of Charles Dionne (born in Kamouraska, Quebec) and Mary Philomene Dionne (nee Lalonde, born in Sarnia Township) of 142 and later 344 Durand Street, Sarnia. Raymond had five brothers: Joseph (born 1895), Charles (born 1897), Clarence (born 1900), Delmore (born 1905) and Kenneth (born 1916); along with seven sisters: Rose (born 1894), Lila (born 1903), Anna (born 1908), Mae Celestine (born 1909), Teresa Cecilia (born 1910), Clara (born 1914) and Daisy (born 1917). Raymond was a member of Our Lady of Mercy and St. Joseph’s Catholic Parishes, Sarnia.

Raymond Dionne served in the Great War. He enlisted in Sarnia with the Canadian Overseas Expeditionary Force on January 4, 1916, becoming a member of the 149th Battalion. Raymond was 16 years old at the time, but recorded his birthdate as June 22, 1897, making himself two years older than he actually was. The minimum age to join the military at that time was 18, although 17-year-old applicants were accepted with parental consent, with the promise that their sons would not see front line action (the military later changed the minimum age to 19). Raymond joined an estimated 15,000 to 20,000 other underage Canadians who served in the First World War. 

Raymond stood five feet seven inches tall, had brown eyes and black hair. He recorded his birthplace as Sarnia, his occupation as labourer, and his next-of-kin as his father Charles Dionne, of 142 Durand Street, Sarnia.

Private Raymond Dionne (#844258), and the rest of the 149^th Battalion embarked overseas from Halifax aboard the troopship SS Lapland on March 28, 1917. An uneventful trip followed until, as the Lapland began its entry into Liverpool on April 7, the ship struck a mine. Though the front portion of the ship began filling with water, she managed to dock safely and the troops disembarked with no casualties. One week later, local citizens read the news in the Sarnia Weekly Observer that the “149^th Battalion Arrives Safely in England.” On the front page of the newspaper that same day, Sarnians first learned of some of the details of the Battle of Vimy Ridge that had taken place that Easter weekend.

Shortly after arriving in the U.K., Raymond Dionne became a member of the 25th Battalion at Bramshott. This was the norm for members of the 149^th Battalion—on arrival overseas, the men were absorbed into other battalions as reinforcements needed to replenish the depleted Canadian Corps units in the field.

In early June 1917, he was transferred to the 161st Battalion at Camp Witley. Seven months later, in early January, he was awarded a Good Conduct Badge there. In late February 1918, he was transferred to the 4th Reserve Battalion, and two weeks later, to the 47th Infantry Battalion at Bramshott.

On March 16, 1918, Private Raymond Dionne, three months short of his 19^th birthday, arrived in the field in France. One month later, on April 11, he was transferred to the 4th Battalion, Canadian Machine Gun Corps (CMGC).

Early in the summer of 1918, Allied Commanders proposed a plan to take advantage of German disarray following their failed Spring Offensive. Canadian troops were to play a key role as “shock troops” in cracking the German defences. They spent two months preparing for what became their Hundred Days Campaign. Raymond Dionne was soon embroiled in this pivotal campaign, one that featured intense and brutal fighting against a resilient enemy.

The Hundred Days Campaign (August 8 – November 11, 1918, in France and Belgium) was the “beginning of the end” of the Great War. Canadians were called on again and again over the three-month period to lead the offensives against the toughest German defences. The series of victories repeatedly drove the Germans back, culminating in Germany’s unconditional surrender on November 11, but it came at a high price: approximately 46,000 Canadians were killed, wounded, or missing.

The first offensive in the Campaign was the Battle of Amiens in France (August 8-14, 1918), a truly all-arms battle, one in which all four Canadian divisions were involved. Over the course of one week, in a battle that British Field Marshal Douglas Haig called “the finest operation of the war”, the Canadians would advance nearly 14 kms—but it came at a cost of 11,822 Canadian casualties.

The second offensive in the Campaign was the Battle of Arras and Breaking the DQ Line in France (August 26-September 3, 1918), where Canadians were part of a spearhead force tasked with crashing one of the most heavily fortified positions, the Hindenburg Line—a series of strong defensive trenches and fortified villages. General Sir Julian Byng called the Canadian victory at the 2nd Battle of Arras and breaking of the DQ Line “the turning point of the campaign”, but it came at a cost of 11,400 Canadian casualties. 

It was during this battle, on August 31, 1918, that Raymond Dionne was wounded in action by a mustard gas shell. He was admitted to #47 Casualty Clearing Station, then #41 Stationary Hospital at Amiens. He was discharged seven days later.

The third offensive in Canada’s Hundred Days Campaign was the Battle of Canal-du-Nord and Cambrai in France(September 27-October 11, 1918). Against seemingly impossible odds and a desperate and fully prepared enemy, the Canadians fought for two weeks in a series of brutal engagements. They successfully channelled through a narrow gap in the canal, punched through a series of fortified villages and deep interlocking trenches, and captured Bourlon Wood and the city of Cambrai. General Arthur Currie would call it “some of the bitterest fighting we have experienced” and it came at a cost of 14,000 Canadian casualties.

Raymond Dionne returned to the front lines with the CMGC during this third offensive, and one month after being discharged from hospital, he was wounded in action again. Initially, he was recorded as “gun shot wound abdomen, fractured right knee, died of wounds – in the field – September 28, 1918 at #38 Casualty Clearing Station.” Days later, it was “cancelled” and changed to “Previously reported D of W #38 CCS, now admitted to #56 General Hospital Etaples September 29, 1918 – shell wound left wrist.”

He spent nine days at the Military Hospital in York, and on October 28, 1918, he was discharged from a convalescent hospital in Epsom. The Great War ended in November 1918, and in late December 1918, he returned to Canada. He was discharged on demobilization on January 29, 1919, in London, Ontario, and returned to 142 Durand Street in Sarnia. Shortly after returning home, sadly for Raymond, he lost his mother, Mary, who passed away in April 1919.

On August 21, 1919, Raymond Dionne, age 20, married Golda Marie Young, age 18, in Sarnia. Golda was born in Freemont, Ohio, the daughter of Robert and Emma Young (nee Williams). At the time of his marriage, Raymond recorded his occupation as a pipe fitter. From March 1920 until June 1923, Raymond was a member of the Army Reserve, the 2nd Machine Gun, Sarnia. In December 1923, the young Dionne couple resided at 343 Victoria Avenue, in Point Edward (Note: by 1970, the house address number had been changed to 365).

Raymond and Golda had eight children together, including sons Raymond (Jr.) James (born 1921); Robert Charles (born 1923, see below); Melvin Joseph; Ronald Norris (born 1925); Gerald Edward and Cecil Louis. They also had two daughters: Audrey June and Rose Marie. After the Great War, along with raising his family of eight children, Raymond worked in a garage as an auto mechanic for 12 or 13 years and then was employed at Holmes Foundry as a coremaker for eight years.

In November 1941, 42-year-old World War I veteran Raymond Dionne enlisted again to serve his country. By then, at least two of his sons had already joined to serve—Raymond Jr. joined the army and was in England in early 1940, and Robert joined the army in August 1941.

Raymond Dionne enlisted in the Canadian Army on November 24, 1941 in London, Ontario. He stood five feet nine-and-a-half inches tall, had brown eyes and graying dark brown hair, and recorded his occupation as coremaker, and that he and his family were residing at 343 Victoria Avenue, Point Edward. From #1 District Depot in London, Raymond received his army training at #10 Basic Training Centre (BTC) in Kitchener, and then Royal Canadian Engineers Training Centre (CETC) in Petawawa.

Raymond Dionne embarked overseas bound for the United Kingdom on June 2, 1942 (his son Robert had embarked overseas in January 1942). Three weeks after arriving in the U.K., Raymond celebrated his 43rd birthday there, far from his home and family. He served in England with the Canadian Army, as a member of the Royal Canadian Engineers with the rank of sapper.

Prior to arriving overseas, in December 1941 while still in Petawawa, Raymond had experienced some bouts of heartburn and nausea after eating. Doctors treated Raymond’s abdominal pains with baking soda. His ailments disappeared for a while, but the symptoms returned in February 1942. Unfortunately, they became more severe.

Once he was in England, the symptoms continued. He was examined by medical officials in late September 1942 at Bramshott, England. He had lost about 35 pounds in 3-4 months; was suffering occasional bouts of heartburn, nausea and gastric discomfort; had no appetite; had marked weakness; and was easily fatigued after strenuous exercise. Doctors recommended treatment by diet until further investigation and surgical treatment as soon as possible.

On October 7, 1942, Raymond left the U.K. to return to Canada due to his medical issues. On November 23, 1942, Sapper Raymond Dionne of the Royal Canadian Engineers was honourably discharged from service since he was unable to meet the required military physical standards. He returned to Sarnia later that month.

Four of Raymond Dionne’s sons served in uniform during World War II. His eldest son Raymond (Jr.) James joined the army, coming from the army reserves in 1939 and arriving in England in early 1940. He attained the rank of corporal with the Canadian Army while serving in North Africa, Sicily and Italy. Raymond returned home in 1945.

Melvin served with the Canadian Army, Lincoln-Welland Regiment, in Belgium. His brother, Ronald, lied about his age, so he could serve alongside his father and brothers. Ronald became a sapper with the Canadian Army and initially served in Canada. He continued his training in the U.K. until he arrived in France. He was wounded on Juno Beach on D-Day and was returned to England. He later returned to the battle lines where he was wounded again, this time on the drive into Germany. Raymond’s other son, Robert Charles, also became a member of the Canadian Army. Tragically, on October 1, 1944, he lost his life in action while serving in Belgium (see below).

For Raymond Dionne, on his return to Sarnia in November 1942, he resumed his job at Holmes Foundry. He and his family (those not overseas) were still residing at 343 Victoria Street, Point Edward.

Sadly, six months after coming home, the Great War veteran and father of eight passed away. His death on May 23, 1943, at Sarnia General Hospital was related to his service in the war and was officially recorded as The result of gastric haemorrhage due to carcinoma of stomach, death was related to military service. In March 1945, Golda Dionne received a War Service Gratuity of $146.58 for the loss of her husband.

Later, Golda moved from Victoria Avenue, Point Edward, to Cemetery Road, Oakwood Corners, Ontario. Tragically, less than a year-and-a-half after losing her husband, Golda lost a son to war when 20-year-old Robert Charles was killed in action in Belgium.

Forty-three-year-old Raymond William Dionne is buried at Sarnia (Our Lady of Mercy) Catholic Cemetery, Sarnia, Ontario, Canada.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Robert Charles Dionne was born on December 24, 1923, the second son of Raymond William Dionne and Golda Marie (nee Young) Dionne. The patriarch of the family, Raymond Dionne, was a World War I veteran, who went on the serve in World War II. Raymond and Golda were married on August 21, 1919, in Sarnia, and they were blessed with eight children: sons Raymond (Jr.) James (born 1921), Robert Charles (born 1923), Melvin Joseph, Ronald Norris (born 1925), Gerald Edward and Cecil Louis; and daughters Audrey June and Rose Marie. Raymond (Sr.) supported his family by working as an auto mechanic and later as a coremaker at Holmes Foundry. The sprawling family resided at 343 Victoria Avenue, Point Edward (Note: by 1970, the house address number had been changed to 365).

Robert Dionne was raised in Sarnia and was a member of Our Lady of Mercy Catholic Parish. He attended Our Lady of Mercy School and then St. Patrick’s Catholic High School for one year, but he admitted he disliked school. In a military interview in December 1942, he stated that he “used to play truant a good deal while going to school”. He preferred playing action sports rather than sitting in dull classrooms. And play he did—whether it be boxing, swimming, and skating, or baseball and rugby. When not enjoying sports, he earned money by working at various times as a delivery boy and as a farm labourer. Prior to enlisting, Robert was employed for three months by Canadian Steamship Lines as a seaman on S.S. Noronic in the Great Lakes.

Seventeen-year-old Robert Dionne enlisted in the Canadian Army on August 19, 1941, in London, Ontario. He stood five feet seven inches tall, had brown eyes and black hair, was single, and recorded his occupation as a sailor. He wrote his reason for joining the Canadian Army was “patriotism.” At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. Like many other young men who enlisted, Robert had plans for his post-war life. Upon his return, he wanted to become a mechanic.

First, he had to survive the war and to do that his training was essential to his survival. From #1 District Depot in London, Robert received his military training at #12 Basic Training Centre (BTC) in Chatham, and then Royal Canadian Engineers Training Centre (CETC) in Petawawa. In January 1942, he proceeded to Valcartier, Quebec. Robert embarked overseas for the United Kingdom on January 25, 1942.

He wasn’t the only Dionne to take up the fight in World War II. Three of Robert’s brothers, along with his father, Great War veteran Raymond Sr, also served overseas in the Canadian Army.

Robert’s older brother, Raymond (Jr.) James, was the first Dionne to serve in WWII, joining the army from the army reserves in 1939. Raymond was also educated at Our Lady of Mercy school, and went on to find employment at Holmes Foundry. Raymond was married, and his son was only a few weeks old, when he went overseas on August 21, 1940. He attained the rank of corporal with the Canadian Army and, after serving two years in England, he was among the first Canadians to go to North Africa. After North Africa, he was part of the intense Battle of Sicily and Italian Campaign. At the time of Robert’s death, Raymond had served approximately four years overseas and had returned to Sarnia from Italy in late-August 1944. When interviewed about his Sicily/Italy experience, he described it as not so much fighting as chasing the enemy, with long, weary miles without rest. He noted that Messina and Reggio were not the beauty spots that appear in pictures when we got there after the bombardment. We had real hard fighting at Cassino. The Germans are tough fighters and do not give up while they have weapons or ammunition. One prisoner declared he was the last man in his unit and would have fought it out only his weapons were gone. After the fall of Rome most of us managed to get there on a visit. It was a fine sight after months spent in the fields. Raymond (Jr.) Dionne returned home from the war in 1945.

Robert’s younger brothers, Melvin and Ronald, were both privates with the Canadian Army. Melvin served with the Canadian Army, Lincoln-Welland Regiment, in Belgium. Ronald lied about his age so that he could serve alongside his father and brothers. He became a sapper with of the Canadian Army. Ronald served in Canada and the U.K., before arriving in France on D-Day where he was wounded. He was sent to England for recovery and later returned to the battle lines where he was wounded again, this time on the drive into Germany.

The patriarch of the family, Raymond (Sr.) Dionne, was a veteran of the Great War who was wounded in action twice in France. He survived the World War I, returned to Sarnia, got married, and started a family—6 boys and 2 girls. In November 1941, at age 42, Raymond Sr. joined the army again, to serve in the Second World War. He embarked overseas in June 1942 (five months after his son Robert embarked overseas), and served in England with the Canadian Army, Royal Canadian Engineers, with the rank of sapper. Because of a lingering illness that seemed to be getting progressively worse, Raymond Sr. was returned to Canada in October 1942. Within six months of his return to Sarnia, in May 1943, Raymond Dionne Sr., age 43, was dead, the result of gastric haemorrhage due to carcinoma of stomach which was attributed to his military service.

Robert Charles Dionne, having enlisted in August 1941, arrived in England in late January 1942. He was originally posted with the Engineer Reinforcement Unit (ERU) to work on army equipment. By June, he had become a member of Royal Canadian Engineers, 11 Field Company with the rank of sapper. It must have been a tense, exciting time for Robert, a time filled with anticipation as to what lay ahead. Also a difficult time, for in training, he received news that his father in Sarnia had passed away on May 23.

Just over one year later, on July 9, 1944, one month after D-Day, Robert Dionne landed on Juno Beach, France. The Battle of Normandy began for the Canadians with the June 6, 1944, D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their break out from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France. In a brutal campaign of attrition, the Canadian army, supported by the navy and air force, faced fierce battles and vicious counterattacks as they clawed their way forward to liberate villages and towns including Bretteville, Carpiquet, Caen, and Falaise.

After the Allied breakout from Normandy, Canadian forces were assigned the “Long Left Flank”, the less glamorous but vital tasks that included clearing coastal areas in the north of France and Belgium of German occupiers; opening the English Channel ports for supplies essential to the Allied advance; and capturing the launching sites of German V-1 rockets. In a series of stop-and-start advances against stiff resistance in fortified positions, the Canadians liberated ports and villages including Rouen, Dieppe, Dunkirk, Boulogne, and Calais.

In early September 1944, Allied forces had captured the inland port of Antwerp, Belgium, the second greatest port in Europe at the mouth of the Scheldt River; however, German forces still controlled the 45-mile-long Scheldt estuary (the Belgian-Dutch border area) that connected the port of Antwerp to the North Sea. The Canadians were entrusted with liberating the estuary. The Battle of the Scheldt, October 1 – November 8, 1944, was one of the most gruelling struggles in the war as Canadians fought to liberate the German-controlled estuary. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

As a member of the Royal Canadian Engineers (RCE), Robert was part of the troops that enabled the army to

move—they repaired and built roads, airfields and bridges; cleared mines and road blocks; and filled in craters and anti-tank ditches, all while working alongside combat troops at the front and often under fire. It was on October 1, 1944, in the early stages of the Battle of the Scheldt, that Sapper Robert Dionne was killed in action in Belgium. His remains were buried the same day at a location recorded on the Army Field Service Card as “R.C. Cemetery Westwall, Belgium. 24 & 34 MR 057877”.

Robert Charles Dionne was later officially recorded as Overseas Casualty, Killed in action, in the field (Belgium). In mid-October 1944, the Sarnia Observer featured a photograph of three of the Dionnes with the following description below it:

Sapper Robert Charles Dionne (centre), son of Mrs. R.W. Dionne, 343 Victoria avenue, Point Edward, was killed in action in Belgium on October 1. At left is Sapper Dionne’s father, Sapper R.W. Dionne, who served overseas in this war and who died last year after being invalided home. At the right is another son, Sapper Raymond Dionne, who recently returned from service in Italy.

The matriarch of the family, Golda Dionne, was going through a difficult and challenging time. In May 1943, her husband of 24 years, Raymond Sr., died in hospital, six months after he had returned from overseas service (a death attributed to his World War I military experiences).

In mid-October 1944, nearly a year-and-a-half after her husband’s death, Golda received a telegram from Ottawa informing her that her son SAPPER ROBERT CHARLES DIONNE WAS KILLED IN ACTION IN BELGIUM ON OCTOBER 1. Approximately two weeks later she received another telegram, this one informing her that her third son PTE MELVIN DIONNE HAS BEEN WOUNDED OVERSEAS. Golda must have had strength of character to weather such blows to herself and her family.

The following month the grief-stricken Golda opened this letter from the Brigadier, Acting Adjutant-General:

Dear Mrs. Dionne:

            It was with deep regret that I learned of the death of your son, A20654 Sapper Robert Charles Dionne, who gave his life in the Service of his Country in the Western European Theatre of War on the 1st day of October, 1944.

            From official information we have received, your son was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

In July 1945, she received a War Service Gratuity of $616.46 for the loss of her son Robert.

Sapper Robert Dionne was awarded a decoration posthumously in 1948 from the Belgian Government. In July 1948, Golda, then residing on Cemetery Road, Oakwood Corners (today the corner of Lakeshore Road and Colborne Road), received yet another letter from the Major-General, Adjutant-General in Ottawa:

Dear Mrs. Dionne,

            It is with a feeling of pride that I write, on behalf of the Minister of National Defence and all ranks of the

Canadian Army, to inform you that the Belgian Government has been pleased to confer the award of Croix de

Guerre 1940 avec Palme upon your son, the late A.20654 Sapper Robert Charles Dionne. This award was granted in recognition of his outstanding contribution towards the liberation of Belgium in the Second World War.

            I regret exceedingly that your son did not survive to receive this well merited award himself. However I trust the knowledge that his services have been recognized in this manner by the Belgian Government will help to temper your very sad loss.

            I am informed by the Belgian Embassy in Ottawa that the decoration which accompanies this award will be forwarded to you in the very near future.

The award “Croix de Guerre 1940 avec Paime” was inscribed with the words The King has been pleased to grant the following decoration in recognition of distinguished services in the cause of the Allies. In February 1946, the Colonel, Director of Records, for Adjutant-General wrote a letter to Golda. It reads in part as follows:

Dear Madam:

Information has just been received from overseas that the remains of your son, A20654 Sapper Robert Charles Dionne, have now been carefully exhumed from the original place of internment and reverently reburied in grave 10, row E, plot 5, of Bergen-op-Zoom Canadian Military Cemetery, four miles North-East of Bergen-op-Zoom, Holland. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Twenty-year-old Robert Dionne is buried in Bergen-Op-Zoom Canadian War Cemetery, Netherlands, Grave 5.E.10. On his headstone are inscribed the words REST IN PEACE MY DARLING AND MAY YOU NOT HAVE GIVEN YOUR LIFE IN VAIN.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

John “Jack” Frederick Dowding was born in Sarnia on October 26, 1926, the younger son of Ivan Louis and Rhea Jean (nee Krohn) Dowding, of 162 John Street, Sarnia. Jack had one brother, Harry James Dowding, born September 27, 1921. Ivan (born in Kerwood, Ontario) and Rhea Dowding were married in Sarnia on December 8, 1920. To support his wife and two sons at their home at 162 John Street, Ivan worked as a pipe fitter with Canadian Synthetic Rubber Company in Sarnia.

Jack attended Devine Street Public School from 1932 to 1939 and, of note, distinguished himself in a writing competition. His top ranked essay for “Fire Prevention Week” gained him acclaim and recognition in the Canadian Observer newspaper. As a prize, Jack was presented with a suit of clothes from Walker Brothers Store on Mitton Street. Jack had a variety of interests beyond writing, however. He attended Sarnia Collegiate from September 1939 to February 1943, where he was active in football, hockey, basketball, and swimming. He was also a member of the High School Cadets for three years (Sergeant) and a member of the Young Men’s Usher Club of St. Andrew’s Church. He left school part way through grade eleven in February 1943 and was employed for one month in the laboratory of the Imperial Oil Limited from February to March 1943. Jack didn’t like the shift work, so he then worked for Piggott Construction Company, Rubber Plant, in Sarnia as a welder’s helper in June and July of 1943. In August 1943, at age 16, he lied about his age to enlist. Undoubtedly, Jack was emulating his older brother, Harry, in doing his part in the war. If so, Jack chose a distinguished and intrepid role model.

Harry James Dowding, born September 27, 1921, enlisted in the Royal Canadian Air Force in March 1941, in London, Ontario. He graduated from No. 1 Service Flying Training School and received his wings at Camp Borden in December 1941. The following month, Harry was posted overseas. By the time he returned home to Sarnia three years later, Flying Officer Harry Dowding had made headlines and won accolades for his skill and bravery as a pilot in Fighter Command.

Harryfirst made a name for himself as a pilot of a Canadian Spitfire wing. He was a member of the famous RCAF 403 (Wolf) Squadron (June 1942-October 1943) and then with the 442 (Caribou) Squadron (March-October

1944). With #403 Squadron, Harry initially flew Curtiss Tomahawk aircraft, but these were replaced with the Supermarine Spitfire, the iconic single-seat fighter-interceptor that combined speed, maneuverability, and firepower.

In December 1942, Harry was promoted while overseas from sergeant-pilot to the rank of pilot officer. In

April 1943, Ivan and Rhea in Sarnia received a clipping from an English newspaper telling of the part their son played in an air attack over France the previous month. The clipping stated that two Royal Canadian Air Force Spitfire pilots, attacked and banished a Nazi freight engine during a low level sweep across France the previous week. Pilot Officer Edward Gimbel of Chicago, and Pilot Officer H. Dowding of Sarnia, were the fliers. They made two runs over the engine. The engine was stopped at the first attack.

In May 1943, RCAF Halifax and Wellington bombers, along with American B-17s, took part in a daylight bombing raid of Meaulte district in France. As escorts, Allied fighters provided diversions and battled enemy fighters in the air. While part of this fighter escort group, Harry Dowding of Wolf Squadron was credited with the destruction of a German Messerschmitt. In June 1943, a Canadian Press story from “somewhere in England” mentioned Harry. A portion of the story reads as follows:

Canadian Flyers Demonstrate Chivalry in War is not Dead

Hard-Hitting Fighters Hold to Scruples in Tough Going

            Chivalry in war may be on the wane (this is a very tough war), but it has yet to disappear altogether from aerial combat. There are still some niceties observed in the air by fighter pilots of both sides in this war.

            Tough As They Look – This statement, born in the tough league that is Fighter Command, should not by any means suggest the aerial glad-handing which featured so many movies based on First Great War fighting is the vogue now. Not at all. But the fact is that these clean-looking Canadian kids like Pilot Officer Paul Gray, of Toronto, or Pilot Officer Harry Dowding, of Sarnia, Ont., are just as hard-hitting as they look when they head off a fighter sweep. At the same time they have scruples. They’d shoot a man down in a scrap but if he bailed out of a damaged aircraft they’d leave him to get down in the comparative safety of his parachute. “There is still a little bit of chivalry left, I guess,” said Sqdn.-Ldr. Chuck Magwood, D.F.C., of Toronto. “We are not allowed to shoot down any one parachuting in distress-that’s an order.”….

The following is a portion of an August 20, 1943, Canadian Press Cable from London, England that also mentioned Harry:

Canadians Down Enemy Fighters in Air Tangles

            Three German fighters were destroyed and one was badly damaged yesterday by the R.C.A.F. fighter wing in sweeps over France and Holland, it was announced today. The actions cost the wing one pilot, who had received his commission just two hours before going on the sweep.

            The Canadians sighted 15 or more Nazi fighters over Holland. The Nazis dispersed, but four were brought to battle and the Canadians blew two of them from the sky. Flight-Lieut. Dean Dover of Toronto, member of Wolf

squadron, destroyed one with a short burst from 100 yards, and F.O. Harry Dowding, of Sarnia, Ont. and Thomas

Brannagan, of Windsor, Ont., shared another…

In September 1943, Harry destroyed his fourth enemy plane when he closed to within 200 feet of a German fighter and sent it down in flames with one short burst. He was one of three Canadian fighter pilots who each shot down a German plane while flying as escorts for medium bombers attacking the railway yards at Abbeville, France.

In late October 1943, Flying Officer Harry Dowding was awarded the Distinguished Flying Cross (DFC) for his many exploits. The citation read This pilot has at all times displayed the utmost keenness to engage the enemy, and has destroyed three enemy aircraft, as well as sharing in the destruction of two others and damaging two more. On escort duty, in a period of five days, he recently succeeded in destroying two enemy aircraft and damaging another. His flying skill and fighting spirit have at all times been of the highest order.

In early June 1944, Harry made headlines again, in a Canadian Press (CP) news release. He had made an emergency landing on the French invasion area on June 7, 1944, one day after D-Day. Following is a portion of the CP release:

Sarnia Airman Believed First To Land Plane in Invasion Area

            With the R.C.A.F. in England – June 9, 1944 – Flt. Lt Harry Dowding of Sarnia, Ont., a Canadian Spitfire pilot, is believed to have been the first Allied airman to make a “both-wheels-down” landing on an emergency strip established on the French invasion area. Dowding did it yesterday, coming down after beachhead flak had punctured his gas tank and gas was spraying into his cockpit.

            A companion, Flt. Lt. G. Keltie of Edmonton, “beat up” the strip a few times to warn persons on it that an aircraft was coming in. Every one cleared off but a French farmer who was pitching hay, and when Dowding landed he ran smack into the load of hay, escaping unhurt. Dowding returned to England by boat…

Harry had run smack into a full load of hay atop a horse-drawn wagon. Both the plane and wagon were wrecked, but Harry and his partner escaped unhurt. Officials later expressed their belief that the farmer had intentionally driven his hay wagon into the line of the landing plane, endangering the lives of both fliers. The farmer and his whole family were found to have collaborated with the Germans.

On June 27, 1944, the words of P/O Stanley Helleur, from a Canadian airfield in France, were issued in a Canadian Press release. A portion of the CP release mentions Harry Dowding:

Sarnia, Winnipeg Aces Each Down Two Huns

            Four more ME-109’s fell today to sharpshooters of Sqdn. Ldr. Dal Russel’s Canadian Spitfire squadron over France. F/L Harry Dowding, D.F.C., of Sarnia, and F/O Stan McClarty of Winnipeg each destroyed two. The squadron, one of the recently arrived units from Canada, now part of the Canadian wing led by Wing Cmdr. Johnny Johnson, spotted six Messerschmitts flying at low altitude and peeled to the attack from about 8,000 feet.

            Both Dowding, who raised his own score to six destroyed, and McClarty were close on the tails of the victims when they made the kills. McClarty, for whom it was first blood, in fact, was so close he flew through the burning wreckage and scorched the propeller, starboard wing and elevator rudders of his Spit so badly the paint was peeled off…

Dowding’s aircraft hadn’t come to a full stop at its dispersal bay before his ground crew, led by LAC.

Maurice Smith of Ottawa, the armorer, were on the wings and asking Dowding all about it… It was a ‘first’ for McClarty’s ground crew and one of their immediate problems was getting paint to inscribe two swastikas on the fuselage of the scorched aircraft…

With No. 442 Squadron, Harry was awarded the Bar to DFC. The award reads This officer continues to display the highest standard of skill, courage and devotion to duty. His example has greatly inspired the squadron which, within a period of a few weeks, has inflicted much loss on the enemy. More than 500 mechanical vehicles have been put out of action, many of them by Squadron Leader Dowding. In addition, this officer destroyed two of nineteen enemy aircraft which were shot down by the squadron during the period.

Harry Dowding flew 220 operational sorties during his RCAF service, with victories that included at least six enemy Me109 aircraft destroyed and two enemy FW190 aircraft damaged. He was repatriated to Canada in late October 1944.

His younger brother’s story would turn out completely different.

Wanting to follow in his older brother’s footsteps, Jack Dowding enlisted in the Royal Canadian Air Force on August 4, 1943, when the Mobile Recruiting Unit from London visited Sarnia. On his RCAF attestation paper, Jack recorded his birthdate as October 26, 1925, making himself one year older than he actually was. Authorities assumed he was a seventeen-and-a-half years old when, in fact, he was sixteen-and-a-half; consequently, all forms in Jack’s military Service File, including his Certificate of Registration of Death, record his birthdate as October 26, 1925. Only when his parents completed the mandatory Department of National Defence Estates Branch form after Jack’s death did they record his actual birthdate of October 26, 1926.  

At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. At recruiting centres, birth and baptismal certificates were not required—those in line were simply asked to state their age. Enlistees aged 17 required a written letter of consent from a parent. So, some boys obtained the blessing of a parent, while others lied about their age; or used falsified written consent letters from a parent; or simply applied at another recruiting centre or in another service. In World War II, an estimated 30,000 underage soldiers from across the country fought for Canada.

After Jack told his parents that he had enlisted, his mother, in particular, opposed his actions. Rhea finally relented, her mindset being that since Jack had such a strong desire to serve and since Harry was doing so well in the RCAF, then perhaps things would go well for Jack. Besides, she thought, his extensive training in Canada would last for many months, and he wouldn’t see real action for at least a year. Maybe by then, the war would be over.

Jack’s interview with the recruiter is revealing. Fresh out of grade 11, the teenager made a favourable impression. He revealed he had made up his mind about eight months ago to enlist. When asked what factors drew him to applying in the air force, the interviewer recorded Jack’s reasons as Two of his friends are being enlisted. Three have been chums and want to go together. The interviewer described Jack as Alert, energetic young applicant. Brother a F.O. Spitfire pilot overseas. Anxious to follow in brother’s footsteps. A later fitness assessment sheet notes a score of 86 out of 100. Dowding scored high in Staying power… capable of prolonged and strenuous activity… puts all he’s got into the workouts, energetic approach to all sports, attends sports parade with enthusiasm on all occasions.

Sixteen-year-old Jack Dowding stood five feet seven inches tall, had blue eyes and light brown hair, was single, and resided at home with his parents when he enlisted. He requested flying duties, preferably as an air gunner and his post-war ambition was to join the Air Force permanently. His preparation for the RCAF was extensive and his determination to be an air gunner never wavered. From #9 Recruiting Centre in London, he was transferred to #3 Manning Depot in Edmonton. Jack received his air training at #2 Initial Training School (ITS) in Regina; #4 Service Flying Training School (SFTS) in Saskatoon; and #4 Initial Training School in Edmonton. While in Edmonton, Jack had no desire to complete the ITS course for pilots and observers, as he wanted to be an air gunner. The school’s commanding officer removed Dowding from training and re-mustered him to air gunner at #3 Bombing and Gunnery School (B&GS) in MacDonald, Manitoba, with the comment very keen and interested in being an Air Gunner – Confident – Good type – Conscientious.

At MacDonald, aerial gunnery was conducted on Bolingbrokes—obsolete aircraft used only for training purposes. Dowding learned to fire Browning .303 machine guns on the ground before advancing to firing them in the air. Jack earned his Air Gunner’s Badge at #3B&GS, awarded on June 2, 1944. His Commanding Officer at #3B&GS remarked that Jack was an Above average student, clean-cut, enthusiastic, dependable, proficient at his trade. Jack was then offered a commission as a pilot officer, which he accepted “for the duration of the present war and for the period of demobilization thereafter.” Later that month, he was posted to #5 Operational Training Unit (OTU) in Boundary Bay, British Columbia, and in July 1944, he was transferred to #1 Aircrew Graduates Training School (AGTS) in Maitland, Nova Scotia.

Now 17, Jack Dowding embarked overseas from Halifax on July 11, 1944. Unlike his older brother who was piloting Spitfires as part of Fighter Command, Jack was training to be part of a seven-man crew aboard one of the four-engine “heavies” of Bomber Command. In Britain, he began his final training prior to undertaking bombing missions over Germany. From #3 Personnel Reception Centre, on August 8, 1944, he became a member of RAF #19 Operational Training Unit (OTU), part of Bomber Command with the rank of pilot officer air gunner.

In late July 1944, Jack was in England, where he enjoyed a weekend leave together with his brother Harry, who was stationed in France. The meeting in England was the brothers’ first meeting since Jack had arrived in England. Harry later related this story, and others, when he addressed the St. Andrew’s Presbyterian Men’s Club in Sarnia in November 1944, one month after Jack’s death.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. 

The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war. There was no easy way to learn how to fly the heavy bombers, and training crews suffered a litany of disasters, crashes and deaths. By the end of the war, Bomber Command lost over 8,000 Allied airmen who were killed in training or by accidents alone.

RAF #19 Operational Training Unit (OTU) was formed in May 1940 at RAF Kinloss in the north of Scotland. Instructors trained night bomber crews using Armstrong Whitworth Whitley, a British twin-engine medium sized bomber. As the war progressed, the Whitley’s became outdated and had been responsible for the loss of a number of airmen. Ground crews did their best to maintain them, but keeping aging and run-down aircraft airborne and their crews safe was difficult. Aircrews nicknamed the Whitley aircraft the “flying coffin.”

In August 1944, the squadron began to re-equip with the Vickers Wellington, a twin-engine, long-range medium bomber. After training in a Wellington Bomber, Jack Dowding’s Commanding Officer remarked on Jack’s Training Report that he Has shown a keen interest in his work at this Unit and has a good average knowledge of most ground subjects. His airwork was steady and confident.

On the evening of October 17, 1944, just over one year after enlisting, Jack was a crew member aboard Armstrong Whitley V aircraft AD685 (markings XF-J). This was the six-man crew’s fourth night cross-country training flight, and the solo mission would take five hours to complete. It was to be a routine training operation following their regular route—down the eastern coast of Scotland and northern England and then return to base.

The aircraft took off from RAF Kinloss at 19.06 hours, and over two hours later (at 21.22 hrs), another Whitley (flying north at 19,000 feet in the same vicinity) spotted AD685 flying south at a height of 12,000 feet. To this day, the cause of the crash remains unsolved. Perhaps the weather played a part in the fate of Whitley AD685.

Conditions in the area were described as clear to fair, with breaks in the cloud cover. Visibility stood at 14 miles. The tops of storm tops stood at 12,000 feet but variable, with isolated clouds extending up to 18,000 feet. The skies were punctuated with frequent flashes of lightning. Shortly after being spotted by another Whitley aircraft, RAF Kinloss lost contact with Whitley aircraft AD685. By 22.15 hours, the aircraft was declared missing.

Within half an hour of the aircraft being reported missing, police officers and local farmers searched the area of Slingby Hill Farm, East Murton in County Durham, the area that officers speculated the missing bomber had crashed. In the darkness and amidst a raging thunderstorm, the search yielded no results. In the morning, locals discovered the crew of the Whitley and pieces of the wreckage scattered over several properties. Every crew member had been killed instantly, the result of horrible injuries.

The medical officer’s report on Jack noted “Multiple Injuries… Head completely pulped; multiple abrasions with extensive tissue loss, fracture right humerus, fractured ribs both sides, complete fracture right tibia and fibula.” Perishing with Jack Dowding were P/O Alexander Lorne Sunstrum; F/O.s Kenneth Reed (pupil pilot) and Walter Douglas Wall; Sgt. Leslie John Olmstead (all RCAF) and Sgt. Ernest William Leivers (RAF).

To this day, the cause of the crash remains unsolved. Investigators noted that the Whitley had developed problems over the coast, perhaps mechanical, or from turbulence or icing, or a combination of  any of them. The pilot, Ken Reed, had turned the aircraft inland, perhaps attempting to make an emergency landing. At approximately 21.30 hours, the aircraft began to disintegrate in mid-air.

A portion of the investigation into the cause of the flying accident written by F/Lt. B.S. Hunt reads as follows: F/O Reed was detailed by me for a five hour solo cross-country. He took off at 1906 hours and at 2130 hours the aircraft crashed, all the crew being killed. Reason for crash not known. F/O Reed and crew were briefed by me for the cross country in the cause of which I paid particular attention to the weather they were likely to meet en route, gave a minimum height to fly as thirteen thousand feet, which from met. should have been above cloud but to aim at 15,000 or more. They were also told to avoid any cu-nim. The aircraft flown by F/O Reed, AD.685 Whitley V was one of our best machines. As a pilot and type he was of average ability and in my opinion should have been capable of dealing with any normal emergency. The Durham Royal Observer Corps reported a violent localized electrical storm moving through the area from the west at 21.30 hrs.

On October 20, 1944, Ivan and Rhea received the following telegram from the RCAF Casualties Officer in Ottawa: DEEPLY REGRET TO ADVISE THAT YOUR SON PILOT OFFICER JOHN FREDERICK DOWDING J FOUR SIX NOUGHT FOUR ONE WAS KILLED ON ACTIVE SERVICE OVERSEAS ON OCTOBER SEVENTEENTH STOP PLEASE ACCEPT MY PROFOUND SYMPATHY STOP LETTER FOLLOWS.

Two days later, Ivan and Rhea received a second telegram from the RCAF Casualties Officer: YOU WILL WISH TO KNOW THAT FUNERAL FOR YOUR SON PILOT OFFICER JOHN FREDERICK DOWDING TAKES PLACE 7:30 P.M. OCTOBER TWENTY THIRD AT HARROGATE REGIONAL CEMETERY HARROGATE YORKSHIRE ENGLAND STOP LETTER FOLLOWS.

Jack Dowding’s remains, identified by his identity discs, were buried on October 23, 1944 in Harrogate R.A.F. Regional Cemetery in England. His funeral was held with full service honours and military officers present; however, his family could not attend.

In Sarnia, a memorial service, conducted by the Rev. J.M. Macgillivray for Pilot Officer Jack Dowding was held on October 23, 1944, in St. Andrew’s Church, at the same hour the burial service was taking place in Harrogate, England. John “Jack” Dowding was later officially recorded as Killed in flying accident, overseas (England). As a courtesy, the British Air Ministry informed Harry in England of his younger brother’s death two days after it occurred.

In late October 1944, J.A. Sully, Air Vice-Marshal, Air Member for Personnel in Ottawa sent this letter to the Dowdings on John Street:

Dear Mr. Dowding:

            It is with deep regret that I must confirm our recent telegram informing you that your son, Pilot Officer John Frederick Dowding, was killed on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son lost his life during flying operations at 9:25 P.M. on October 17th, 1944, at Slingby Hill Farm, East Murton, Durham County, England. The aircraft, of which he was a member of the crew, fell to the ground. His funeral took place at 7:30 P.M. on October 23rd, at Harrogate Regional Cemetery, Harrogate, Yorkshire, England.

            You may be assured that any further information received will be communicated to you immediately. I realize that this news has been a great shock to you, and I offer you my deepest sympathy. May the same spirit which prompted your son to offer his life give you courage.

They received another letter at the same time, this one from R.G.G. Cole, Group Captain, Commanding R.A.F. Station, Kinloss:

Dear Mr. Dowding,

            I find it my unfortunate task to confirm the telegram which you will have received informing you that your

son was killed whilst flying on active service on the 17th October, 1944.

            As air gunner of his aircraft, he took off in the evening of Tuesday, 17th October to carry out a cross-country detail. Contact was maintained with the aircraft until 21.22 hours, which was the last contact made. Information was received later that the aircraft had crashed at approximately 21.30 hours, a few miles inland west of Seaham Harbour, near Durham. It may be of some consolation to you to know that death must have been instantaneous. The cause of the accident has not yet been established.

            Your son’s Flight Commander spoke very highly of him and his loss is a great blow to his fellow members of this unit. Your son’s fellow officers, the N.C.Os. of this station and I wish to convey to you our deep sympathy in your bereavement.

            I have delayed writing to you in order to give you the details of your son’s funeral which took place on Monday the 23rd October at R.A.F. Regional Cemetery, Harrogate, the service being conducted by the Revd. McLean of the Royal Canadian Air Force. Full service honours were accorded and officers from this station attended the funeral as representatives of the Unit. Wreathes were sent from the officers, N.C.Os. and myself.

            You will wish to know that all war graves are taken care of by the Imperial War Graves Commission who will erect a temporary wooden cross pending the provision of a permanent memorial by them.

            Your son’s effects have been gathered together and sent to the Royal Air Force Central Depository, from where they will be forwarded to the Administrator of Estates, Ottawa, who will be writing to you in this regard in due course.

The names of all who lose their lives or are wounded or reported missing whilst serving in the R.C.A.F. will appear in the official casualty lists published from time to time in the press. Publication of the date, place and station

of a casualty and, particularly, any reference to the unit concerned, might give valuable information to the enemy and for this reason only the name, rank and service number are included in the official lists. Relatives are particularly requested to ensure that any notices published privately do not disclose the date, place and circumstances of the casualty or the unit.

Please do not hesitate to ask for any assistance that I or my staff may be able to give you to relieve your sorrow in any way.

In late October 1944, Ivan and Rhea received a second letter from J.A. Sully, Air Vice-Marshal, Air Member for Personnel in Ottawa:

Dear Mr. Dowding:

            I have learned with deep regret of the death of your son, Pilot Officer John Frederick Dowding, on Active Service Overseas on October 17th and I wish to offer you and the members of your family my sincere and heartfelt sympathy. It is most lamentable that a promising career should be thus terminated and I would like you to know that his loss is greatly deplored by all those with whom your son was serving.

In early November 1944, the Dowdings received mementoes of their son’s funeral along with this accompanying letter from R.G.G. Cole, Group Captain, Commanding R.A.F. Station, Kinloss:

Dear Mr. Dowding:

            I am enclosing a set of photographs taken at the funeral of your son at the R.A.F. Regional Cemetery, Harrogate on the 23rd of October, 1944. Although these may prove to be a painful reminder of your sad loss, I feel sure you would wish to have them. May I once more express my deepest sympathy in your bereavement.

In early November 1944, brother Harry returned home to Sarnia to spend a 30-day leave with his grieving parents. Later that same month, the Group Captain for Chief of the Air Staff in Ottawa sent a letter to Ivan. In part it read as follows:

Dear Mr. Dowding:

I have the honour to forward, herewith, the Royal Canadian Air Force Officer’s Commission Script for your son, Pilot Officer John F. Dowding. This Script, which is being forwarded to you for safekeeping, represents the authority vested in Pilot Officer Dowding, as well as the trust placed in him by His Majesty, the King…

When Jack Dowding enlisted, he completed his Will as a requirement of his service. Like most single males, he left all his estate to his mother in the event of his death. In late April 1945, Rhea received the following letter from the Director of Estates in Ottawa:

Dear Mrs. Dowding:

            Your son’s personal belongings which could be located at his unit Overseas immediately after he lost his life have reached this Branch, and will be forwarded to you within the next few days in a carton and a Gladstone bag by

prepaid express. We trust that they will reach you in good order, and would ask you to complete the enclosed receipt

form and return it to this Branch after the carton and Gladstone bag have reached you. The key to the Gladstone bag is enclosed herewith.

Jack Dowding’s worldly effects arrived shortly afterwards in the Gladstone bag and cardboard box. Among the items were articles of clothing—pants, shirts, vests, socks, ties, shoes—and non-issue items including a Kaschi lighter, brushes in a case, a pocket wallet with snaps and press cuttings, thirteen letters, Kodak box camera, a pocket wallet with snaps, a gold signet ring, a brooch, a cheque book, some cash amounting to three pounds, four shillings and a certificate for a one-hundred-dollar Victory Loan Bond.

Jack Dowding is Sarnia’s youngest fallen soldier of World War II. In November 1945, his parents received a War Service Gratuity of $155.61 for the loss of their son. Three years after his death, a memorial service was held on Sunday, December 1, 1947 at St. Andrew’s Church in Sarnia, conducted by Reverend J.M. Margillivray.

After Ivan passed away in 1950, Rhea moved into Harry’s home, and lived there for two decades with Harry and his family—his wife Joyce, and their children, Linda, Jack (their first son, named in honour of his deceased uncle) and Jeff. Devastated by Jack’s death, family members rarely spoke about him—the memories were too raw and painful even as decades slipped by. If anyone asked Rhea about her younger son or made any reference to him, she often became emotional and usually began to cry. Her grandson Jeff remembered that “until the day she passed away in 1987, Rhea always kept Jack’s photo on her bedside table.”

Harry Dowding rarely spoke about his experiences as a fighter pilot, or mentioned his wartime feats and honours. Even his own children, who knew their father was a pilot in the war, had no idea of his many adventures and accomplishments. When offered the presidency of the #403 Wing in Sarnia, Harry refused it. He rarely, if ever, attended local Remembrance Day ceremonies or squadron reunions. That phase of his life was over.

After the war, Harry started work at Muellers Brass, and over the years, advanced all the way up to company president. Joyce Dowding passed away in 1974, and in the early 1980s, Harry remarried, this time to Jean Tyndall. Only in the final year of his life, when he was in failing health, did Harry open up a little to his son Jeff about his wartime experiences. Harry Dowding passed away in 2003 and is buried with his wife Joyce in Lakeview Cemetery, not far from his parents’ graves.

Seventeen-year-old Jack Dowding is buried in Harrogate (Stonefall) Cemetery, Yorkshire, United Kingdom, Section G. Row A. Grave 8. On his headstone are inscribed the words HE CHALLENGED THOSE WHO WOULD DESTROY THE INNOCENT AND THE WAY OF LIFE HE LOVED SO WELL.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

More information on this soldier is available in

Valour Remembered: Sarnia-Lambton War Stories by Tom Slater and Tom St. Amand

John (“Bill”) Drinkwater was born in Sarnia on June 13, 1923, the only son of Edward William and Florence May (nee Martin) Drinkwater, of 223 Devine Street, Sarnia. Edward and Florence were both born in Evesham, England, and had immigrated to Sarnia. Edward, a former bricklayer, supported his family by working at Imperial Oil. Bill had an older sister, Marjorie Lorraine, who was born June 21, 1921.

Bill was educated at Devine Street and Wellington Street public schools from 1928 to 1936. He then spent four years at Sarnia Collegiate (1936 to 1940) and participated in a variety of activities. He loved many sports, from swimming, hiking and rugby extensively—he was on the junior rugby team, the first-string flying wing. He also played tennis, golf, badminton, and hockey. Sports was only one way he spent his spare time. Bill was also a member of the School Cadets and his hobby was building model aircraft.

Prior to enlisting, he was employed at an Imperial Oil Gas Station on RR#3 Blue Water Highway (Lakeshore Road) as an attendant from April to September 1940. Bill then worked as a labourer/truck driver at King Milling Flour Company from September 1940 to June 1941. He also found time to be a member of the Sarnia Server’s Guild.

Eighteen-year-old Bill Drinkwater enlisted in the Royal Canadian Air Force on June 23, 1941, in London, Ontario. He stood five feet seven-and-a-half inches tall, had hazel eyes and dark brown hair, was single, and resided at home with his parents on Devine Street at the time. He requested flying duties with hopes to become a pilot. He began his air training in St. Hubert, Quebec; and continued at #3 Initial Training School (ITS) in Victoriaville, Quebec; at #20 Elementary Flying Training School in Oshawa; at Composite Training School (KTS) in Trenton; and at #7 Bombing and Gunnery School (B&GS) in Paulson, Manitoba. The Chief Instructor at #7B&GS wrote that Bill was Good, quick, clear thinking, steady and reliable. Above average ability. He was awarded his Air Gunner’s Badge at Paulson, Manitoba, on November 24, 1941.

Bill was anxious to get overseas, and he finally got his wish when he embarked from Halifax for the United Kingdom on December 12, 1941. From #3 Personnel Reception Centre he continued his training in the U.K. at #1 Air Armament School (AAS); at #7 Air Gunners School (AGS); and at #14 Operational Training Unit (OTU) at RAF Cottesmore. Bill had just turned 19 when, on July 19, 1942, he became a member of the RAF #44 Rhodesia Squadron “Fulmina Regis lusta” (The King’s thunderbolts are righteous), part of Bomber Command, as Flight Sergeant-Air Gunner.

At the outbreak of the war, the squadron was part of RAF No. 5 Group bomber unit, equipped with Handley Page Hampden aircraft. In 1941, the squadron was renamed No. 44 Rhodesia Squadron in honour of that colony’s contribution to Britain’s war effort. In December 1941, it became the first squadron to receive the Avro Lancaster. The squadron spent the rest of the war as part of Bomber Command’s main bombing force. It was based at RAF Waddington until May 1943 and then relocated to RAF Dunholme Lodge and later to RAF Spilsby.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada

was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

Bill Drinkwater was killed nine months after arriving overseas. On September 18, 1942, he was part of a crew aboard Lancaster I aircraft W4177 (markings KM-W) that took off from RAF Waddington that was engaged in mine-laying operations. At some point during their mission, they were attacked and, due to the enemy action, the Lancaster crashed in the North Sea off Hunstanton, England. Perishing with Flight Sergeant-Air Gunner Bill Drinkwater were RAF Sgts. John Beattie, Jack Cliffe, John Richard Locke, Frederick Walters, and Arthur Kenneth Wrigley, as well as RAF F/S Alan Frank Bentley.

One month later, in mid-October 1942, Edward and Florence Drinkwater in Sarnia received a notification from R.C.A.F. Headquarters informing them not of Bill’s death, but that their son had been promoted to Flight Sergeant.

Seven weeks after the crash, on November 7, 1942, Bill’s body was recovered from the sea at Hunstanton, Norfolk. A week or so later, they received the dreaded letter from the Casualty Officer in Ottawa informing them that the body of their son John Drinkwater, reported missing since September 18th, had now been recovered. The letter also advised them that the body had been claimed by James Drinkwater, an uncle of the deceased flier, and had been conveyed to the hometown of his father, in Evesham, Worcestershire, England, where burial was made alongside his grandfather.

In mid-November 1942, a memorial service in Sarnia for the late Flight-Sergeant John “Bill” Drinkwater was held in St. John’s Anglican Church. Bill Drinkwater was later officially recorded as Previously reported missing, now reported killed during air operations, overseas. In August 1945, Edward and Florence received a War Service Gratuity of $227.68 for the loss of their only son.

Nineteen-year-old John “Bill” Drinkwater is buried, alongside his grandfather, in the Evesham Cemetery, Worcestershire, England, Grave 2104. On his headstone are inscribed the words ETERNAL REST.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

John Duncan was born in Toronto on October 9, 1915, the son of William and Sarah (nee Holmes) Duncan, of 45 Glendale Avenue, Toronto, Ontario. William (an engineer) and Sarah were married in 1901 in Hamilton, Ontario. The Duncan family resided in Toronto and John had four siblings: brothers George David (born 1905) and Gordon Munro (born 1912); and sisters Muriel May (born 1901, married becoming Muriel Collins) and Jean Margaret (born 1918, married becoming Jean Harvey).

John was educated at Toronto’s Fern Avenue Public Elementary, 1921-1929, and then Parkdale Collegiate, 1930-1935. He enjoyed hunting and fishing, and was active in rugby, hockey, basketball, and swimming. John’s life appeared to be very normal. To support himself prior to enlisting, John did odd jobs from 1935-37, and then was employed from 1937-1942 by the Imperial Tobacco Company in advertising and as a travelling salesman. His hobby was building model airplanes and, when he was in his early 20s, he pursued his interest in aviation and took some flying instruction in Hamilton, Ontario. He ended up logging over 16 hours of flying, through the Air Transport and Training Company.  

On April 10, 1941, John Duncan married Olive Elizabeth (nee Braiden) in Toronto. The young couple moved to Sarnia and resided for a time at 191 ½ North Mitton Street. The building at this address was referred to as Kingston Apartments (at the corner of George and Mitton Streets), and John and Olive resided in Apt. #3.

Twenty-six-year-old John Duncan enlisted in the Royal Canadian Air Force on May 26, 1942. Two of his references on his RCAF Attestation Paper were Sarnians: C. Storey, Manager, Front Street; and Mr. W. Gesham, Manager, Plank Road. At his RCAF interview, the Interviewing Officer noted that John Duncan was quite keen to fly but application motivated by prospect of Army call – if he can’t make the Air Force will enlist in Army. John’s ambition for after the war was to be involved in sales with some aircraft manufacturing firm.

John stood six feet one inch tall, had brown eyes and dark brown hair, was married and recorded his address as Kingston Apt. #3, Sarnia. John Duncan became an official member of the Royal Canadian Air Force, when he signed his Attestation Papers in Toronto on June 6, 1942. Approximately three months later, John and Olive had a baby daughter—Glenda Jean Duncan, born on September 14, 1942 in Toronto.

Like other recruits in the RCAF, John had extensive training which took him across Canada. He started at #1 Manning Depot in Toronto before heading to #1 “M” Depot in Quebec City. John received his air training at #3 Initial Training School (ITS) in Victoriaville, Quebec; at #20 Elementary Flying Training School (EFTS) in Oshawa; and at #36 Service Flying Training School (SFTS) in Penhold, Alberta where he was awarded his Pilot’s Flying Badge on August 6, 1943. He continued training at #3 Flying Instructor School (FIS) in Arnprior and then at #10 Elementary Flying Training School (EFTS) in Pendleton, Ontario. At Penhold, on May 6, 1944, he was appointed to the rank of temporary flight sergeant. His Commanding Officer at #10 EFTS wrote that Sgt. Duncan is a very

steady, hard worker who always produces more superior results than the average. He has always been most co-operative and willing to help others at any time, which makes him well-liked by his fellow instructors. If given more opportunity to display his reliability, he would rank high among the men at this unit. He is definitely of high calibre.

The spring and summer of 1944 saw upheaval in the Duncan family. On May 21, weeks after John received his rank promotion, his father, William, died at the age of 69. In early August, John embarked overseas bound for the United Kingdom. While he was gone, Olive and infant daughter Glenda moved to Toronto to live with her parents at 94 Sorauren Avenue.

John Duncan embarked overseas on August 3, 1944. From #3 Personnel Reception Centre (PRC), John continued his training at #6 (Pilot) Advanced Flying Unit (AFU). On May 1, 1945, a week before the war officially ended in Europe, he became a member of RAF #22 Operational Training Unit (OTU), with the rank of warrant officer class I-pilot.

No. 22 OTU was formed in April 1941 at RAF Wellesbourne Mountford as part of No. 6 Group RAF Bomber Command and trained night bomber crews with the Vickers Wellington twin-engine, long-range medium bomber.

During the course of the war, one of this country’s most significant contributions was the approximately

50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war. There was no easy way to learn how to fly the heavy bombers, and training crews suffered a litany of disasters, crashes and deaths. By the end of the war, Bomber Command lost over 8,000 Allied airmen who were killed in training or by accidents alone.

The war in Europe ended on May 8, 1945; however, the war with Japan continued—it would continue into mid-August of 1945. It was on a training mission for the Japanese theatre that John Duncan was killed.

On May 28, 1945, John was the pilot and captain of a crew which comprised four pupils aboard Wellington X aircraft HE871 based at Wellesbourne, Mountford. This was John’s first solo cross-country instructional flight.

At 07.30 hours, crews were briefed on the operation and meteorological conditions of the day. The conditions were not ideal. The crews were warned that clouds would start to form rapidly by 11.00 hours and that heavy shower activity was predicted mainly in the south west of the route with a possibility of thunderstorms on the return. The day cross-country exercise over St. George’s Channel had an expected four-hour duration. Air crews were instructed to fly at 15,000 feet, or higher if necessary, to avoid the cumulus nimbus clouds (because of the heavy icing and turbulence in these clouds). The crews were warned not to fly through any cloud due to the heavy icing and freezing level at 4000’ to 5000’.

John’s Wellington HE871 aircraft took off at 10.05 hours from Gaydon Aerodrome. Approximately two hours after take-off, the aircraft sent a message to its base. But no further contact was heard after that. No one knew at that time that the Wellington HE871 was never to be seen again.

When it failed to return to base after four hours, authorities waited another hour before sending out a search party. The plane was believed to have crashed into the sea due to turbulence or severe icing. The air sea rescue search instituted the following morning located an oil patch on the sea, but saw no sign of any wreckage or a dinghy. The entire crew was lost. Perishing with the captain of the aircraft, Warrant Officer I-Pilot John Duncan were pupils F/O Albert Harry Handley; Sgt. Joseph Rene Isabelle (Morin); Sgt. Fred Theodore Gidilevich; and Sgt. William Edwin Algar.

In the inquiry following the accident, the following facts were determined: the aircraft was believed to have crashed into the sea between position 50^o 20’N 05^o 50’W and the Cornish coast; the weather conditions at the time of the accident were reported as heavy cumulus cloud across route with tops to 18000’ or above; violent bumpiness and frequent heavy rain showers. The last contact from the aircraft was at 12.05 hours; from the reports of other pupil pilots over the route, a large bank of cloud had extended well inland and it was necessary to climb to 19000 feet to clear the tops of the cloud; and W/O John Duncan was an experienced ex-staff pilot and was considered to be a good average pilot and captain. It was the opinion of the Investigating Officer and Commanding Officer that the aircraft flew into cloud after turning from its sea position towards land, and control was lost due to turbulence or icing.

In early June 1945, Olive Duncan in Toronto received a letter from the Group Captain, Commanding, R.A.F. Station, Wellesbourne, Mountford, Warwickshire. Following is a portion of that letter:

Dear Mrs. Duncan,

            As you know, your husband Warrant Officer John William Duncan, has been missing since the 28th May 1945; he was engaged on a cross-country training flight, and except for one message received, nothing was heard from the aircraft after it took off. Everything possible was done both by this unit, and the Royal Air Force organization to locate the aircraft, but all efforts, I regret to say, were unavailing.

            As several days have now passed without bringing any news, I am writing to you to express my own very real sympathy, together with that of all the officers and airmen at Wellesbourne Mountford in the very anxious time through which you must be passing. I am afraid that owing to the lapse of time since your husband was reported missing, there is now very little hope that he is alive.

            Your husband is of the very finest type of young man upon whom we are relying to win the war, and I need hardly tell you that he was extremely popular with everyone here. His keenness on the job and his enthusiasm for everything he took in hand were most marked…

            Should any information of your husband come to hand, you will, of course, be notified immediately by cable. Again please accept my deepest sympathy in your great anxiety.

Later in June 1945, the R.C.A.F. Casualty Officer, for Chief of the Air Staff in Ottawa sent this letter to Olive:

Dear Mrs. Duncan,

            Further to my letter of June 2nd, advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that the last wireless message received from your husband’s aircraft was at 12:05 P.M. on May 28th, 1945. At that time the aircraft was slightly north of the point, twenty miles north, north west of Land’s End, Cornwall, England, from which they were to begin the last leg of their flight back to their base.

            Please be assured that any further information received at these Headquarters will be communicated to you immediately.

  In December 1945, the Air Vice-Marshal, Acting Chief of the Air Staff wrote to Olive:

Dear Mrs. Duncan:

I have learned with deep regret that your husband, Warrant Officer John William Duncan, is now for official purposes presumed to have died on Active Service Overseas on May 28th, 1945. I wish to offer you and the members of your family my sincere and heartfelt sympathy.

It is most lamentable that a promising career should be thus terminated and I would like you to know that

his loss is greatly deplored by all those with whom he was serving.

On John Duncan’s Death Registration, which records his address as George and Mitton Streets, Sarnia, he was officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead. Death was the result of an accident, during a cross country training flight, overseas.

In January 1952, almost seven years after John’s death, Olive received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for the Chief of the Air Staff:

Dear Mrs. Duncan:

            It is with reluctance that after so long an interval, I must refer to the loss of your husband, Warrant Officer Class II John William Duncan, but due to the lack of any information concerning him since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a “known” grave.

            Due to the extreme hazards attending air operations there are, unhappily, many thousands of British aircrew boys who do not have “known” graves and all will be commemorated on General Memorials that will be erected at a number of locations by the Imperial War Graves Commission (of which Canada is a member), each Memorial representative of a theatre of operations. One of these Memorials will be erected at Runnymede, England and the name of your husband will appear on that Memorial.

            I realize that this is an extremely distressing letter and that there is no manner of conveying such information to you that would not add to your heartaches. I am fully aware that nothing I may say will lessen your great sorrow, but I would like to express to you and the members of your family my deepest sympathy.

John Duncan left behind his wife Olive and their 2 ½-year-old daughter Glenda. In February 1946, Olive Duncan received a War Service Gratuity of $428.38 for the loss of her husband. Later, Olive remarried and returned to Sarnia as Olive Delderfield, where she resided at 239 Harkness Street.

Twenty-nine-year-old John Duncan has no known grave. His name is inscribed on the Runnymede War Memorial, Surrey, United Kingdom, Panel 281.

On a wall in St. Peter’s Church in Wellesbourne, England, there is a brass plaque that was dedicated in 1986 to the members of RAF #22 Operational Training Unit who lost their lives in the war. The inscription reads DEDICATED TO THE MEMORY OF THE 315 AIRMEN AND AIRWOMEN KILLED WHILE SERVING WITH NO. 22 OTU WELLESBOURNE MOUNTFORD AIRFIELD DURING WORLD WAR TWO. Two Sarnians were among the 315 names: John Duncan and Rex Gammon (included in this Project).

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Wilfred Durocher was born in Casselman (Village), Russell, Ontario, on July 24, 1915, the son of Eli Francis (born in Buckingham, Quebec) and Marie Almanda Alexandrine (nee Thibault, born in Hawkesbury, Quebec) Durocher. Eli and Marie Durocher were married on February 24, 1907, and the family became larger with each passing year. They were blessed with 13 children. Wilfred’s siblings included seven brothers—Elie Remie

(born 1908); Jean Baptiste Emile (born 1910); Oliver Joseph (born 1917); Joseph (born 1921, died April 1939);  

Omar Homer (born 1923, died two years later); Frederick Joseph (born 1927); and Raymond Albert (born 1928, died at birth)—and five sisters: Marie Rose Viola (born 1914, later became Mrs. Lester Schram); Dora (born 1918, died in 1931 at age 19); an unknown female (born 1922, died a few months later); a female stillborn (1928); and Freida (born 1931, later became Mrs. Gill Gaynes).

When Wilfred was six years old, the Durocher family was residing at 230 Shamrock Street, Sarnia. They later resided at 239 Chippewa Street, Sarnia. Wilfred kept himself busy, and enjoyed playing rugby, baseball, and swimming, as well as singing. However, after completing grade eight at age 15, Wilfred left school to help his mother by going to work. He spent seven years employed as a helper on a truck, and then four years as a lumber shipper with Laidlaw Belton Lumber Company in Sarnia. His pay was 55 cents per hour.

On August 17, 1939, Wilfred, age 24, married Sarnia-born Florence Agnes (nee Hamilton) in Point Edward. The young couple had two children together: Helen Theresa (born March 14, 1940) and Joseph Edgar Albert (born July 21, 1944). The young Durocher family lived at 103 Alfred Street, Sarnia, and Wilfred was employed by the Laidlaw Belton Lumber Company. In January 1943, Wilfred lost his father Elie, an employee of the section gang of the Pere Marquette Railway, who died at age 64.

Twenty-eight-year-old Wilfred Durocher enlisted in the Canadian Army on April 12, 1944, in London, Ontario. He stood five feet seven inches tall, had brown eyes and black hair, was married with one child (at the time), and was residing at 103 Alfred Street. His post-war plan was to continue his employment with Laidlaw Lumber, whose manager had promised him his job when he returned. The recruiters’ comments about Wilfred included “Sings but does not play, and prefers cowboy songs. Reads Western stories and attends movies once a week. Plays cards. Has lots of friends. No hobbies. Durocher has a fine attitude toward the army. He has not excelled at any sport, or any work, but has always managed to ‘live comfortably’. Quite talkative during interview and claims his wife’s attitude toward his enlistment is satisfactory.”

From #1 District Depot in London, Ontario, Wilfred received his army training at #12 Canadian Infantry Basic Training Centre (CIBTC) in Chatham and then advanced training at A29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash. He was known to entertain the other soldiers with his singing, usually his favourite cowboy songs.

In mid-September 1944, he was granted 11 days leave prior to going overseas, which gave him an opportunity to visit his loved ones at home in Sarnia.

Wilfred embarked overseas for the United Kingdom on October 5, 1944. Upon arrival, he became a member of the Canadian Infantry Reinforcement Unit (CIRU). In early November 1944, Wilfred became a member of the Algonquin Regiment, R.C.I.C., with the rank of private. One month after arriving overseas, he left the U.K. and disembarked in the Northwest Europe theatre on November 4, 1944.

Durocher arrived with the Algonquin Regiment during the final stages of the Battle of the Scheldt, one of the most gruelling struggles in the war as Canadians fought to liberate the 45-mile-long German-controlled estuary that connected the port of Antwerp to the North Sea. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

After the Battle of the Scheldt, over the winter of 1944-1945, most of the weary Canadians were given a rest, although the front was never quiet, with patrols and large-scale raids remaining constant. Canadian troops were stationed along the Nijmegen sector in the Netherlands. They were tasked to hold and to defend the Nijmegen salient and a small piece of Allied-held territory north of the Maas River. This bridgehead would be used as a starting point for crossing the Rhine (in February 1945), and the Allies had to give the enemy the impression that an assault was imminent, to force the Germans to leave troops in that area. The Germans did their best to push the Canadians out of “the island” by flooding the area and constantly harassing them with mortar fire, artillery, and aggressive patrols. Constantly vigilant, the men dug deep slit trenches, covered themselves with whatever was handy, and tried to keep warm from the snow and cold during one of the most frigid winters on record in northern Europe. During this supposedly “quiet period” between November 9 and December 31, 1944, approximately 1,239 Canadians were killed or wounded.

In February 1945, the Allies launched a great offensive, the Battle of the Rhineland that was designed to drive the Germans eastward back over the Rhine River. There would be two formidable thrusts: one by the Ninth U.S Army; and one by the First Canadian Army, strengthened by the addition of Allied formations. The resilient Germans had spent months improving their defences; winter rains and thaw had turned the ground into a thick, muddy quagmire; and the enemy fought fiercely to defend their home soil. During one month of fighting, the Canadians succeeded in clearing the Reichswald Forest, in breaking the Siegfried Line, and in clearing the Hochwald Forest. But victory came at a high cost—between February 8 and March 10, 1945, over 5,300 Canadians were killed, wounded, or captured.

Less than four months after arriving in the northwest Europe, in late February 1945, in the area of Bedburg, Germany during the Battle of the Rhineland, Wilfred Durocher lost his life in battle. The following are portions of the Algonquin Regiment War Diary;

Feb. 24: Weather: Bright in early morning, cloudy for remainder of day. Visibility fair.

The unit is still in the conc area – nothing very exciting happening yet. There are lots of rumours about when we will be going into battle, though as yet there is nothing definite…Little news is available of the general picture, but heavy traffic still moving into the battle area, indicates that there are still bigger things to come.

Feb. 25: Weather: Cold, raw wind, rain in evening. Visibilty poor.

Still in the conc area and word has now been received that we will move to-morrow morning. The day was spent making the final preparations and briefing the men on the job in hand…Never in the history of the unit have the troops been briefed so well, nor have they before had the opportunity to become so familiar with the ground without actually seeing it.

Our task is to take a high piece of ground in the gap between the HOCHWALD and BALBERGEN Forests. This objective is in the last line of Siegfried defences – A tough job – So, go to it Algonquins.

Feb. 26: Weather: Cloudy, cold, light drizzle in the late evening. Visibility poor.

This day proved to be as gruelling a day of stopping and starting as can be remembered for quite a long time.

At 0800 hrs the Alq R…moved forward on the div centre line to take up a position as close as possible behind the 4 CAB Gp whose effort we were to follow. The roads were a hopeless quagmire and were cluttered with the tpt and fighting vehicles of 2, 3, and 4 Cdn. Divs.

It was on February 26, while advancing in the mud and cold toward the Algonquin’s objective, that Wilfred Durocher was wounded in action. He died later that day, as a result of those wounds. Wilfred’s remains were buried on February 27, 1945, at a location recorded on the Army Field Service Card as “Germany 2 Canadian Corps Cemetery, Bedburg 932527 Sh 6 P1 R9 Grave 22”.

In late March 1945, Florence Durocher on Alfred Street received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Durocher:

            It was with deep regret that I learned of the death of your husband, A110275 Private Wilfred Albert Durocher, who gave his life in the Service of his Country in the Western European Theatre of War on the 26th day of February, 1945.

            From official information we have received, your husband died as the result of wounds received in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

The Colonel, Director of Records, for Adjutant-General wrote Florence the following letter in late May 1945:

Dear Madam:

            Information has now been received from the overseas military authorities that your husband, A110275 Private Wilfred Albert Durocher, was buried with religious rites in a temporary grave located in Bedburg, Germany.

            The grave will have been temporarily marked with a wooden cross for identification purposes and in due course the remains will be reverently exhumed and removed to a recognized military burial ground when the concentration of graves in the area takes place. On this being completed the new location will be advised to you, but for obvious reasons it will likely take approximately one year before this information is received.

Wilfred Durocher was later officially recorded as Overseas casualty, died of wounds received in action, in the field (Germany). At the time of Wilfred’s death, two of his brothers, both privates, were also overseas. Brother Emile was in a hospital in England after being wounded in the Netherlands a few weeks earlier, and Oliver was believed to still be stationed somewhere in England.

Wilfred Durocher left behind his wife Florence and their two young children: Helen, age four, and Joseph, age seven months. In June 1945, Florence received a War Service Gratuity of $132.90 for the loss of her husband.

Almost a year after Wilfred lost his life while serving, Florence was still searching for answers. Following is a portion of a letter she wrote to the Director of Estates Branch, Headquarters in Ottawa in January 1946:

Dear Sir:

I am the widow of the above mentioned. He died of wounds while on active service in Germany on Feb 26, 1945. Up to this time, I have had no word as to the nature of his wounds of which he died. Nor have I had any of his personal belongings returned to me. Would you please advise me if you could supply any information regarding these matters or to whom I could write regarding same.

In February 1946 she received the following response letter from the Colonel, Director of Records, for Adjutant-General:

Dear Mrs. Durocher:

… With deep regret I wish to inform you your late husband died of wounds received in action on the 26th day of February, 1945, when his Unit, the Algonquin Regiment, participated in active operations against the enemy in the vicinity of Bedburg, Germany. As stated in this Headquarters’ letter of the 25th May, your husband’s remains were reverently buried in a temporary grave located in Bedburg, Germany, and in close proximity to the area in which he so gallantly laid down his life in the Service of his Country. Bedburg is a small hamlet approximately 1 ½ miles South East of Cleve, Germany.

In July 1946, now living at 239 Chippewa Street, Florence received a letter from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your husband, A110275 Private Wilfred Albert Durocher, have been carefully exhumed from the original place of internment and reverently reburied in grave 6, row B, plot 9, of Nijmegen Canadian Military Cemetery four miles South-East of Nijmegen, Holland. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Florence later remarried, becoming Florence James, and her family resided at 619 Cherry Drive, Sarnia.

Twenty-nine-year-old Wilfred Durocher, father of two young children, is buried in Groesbeek Canadian War Cemetery, Netherlands, Grave IX.B.6. On his headstone are inscribed the following words: GREATER LOVE HATH NO MAN THAN THIS, THAT A MAN LAY DOWN HIS LIFE FOR HIS FRIENDS.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Ralph Elliott was born in Corunna on October 26, 1924, the son of Thomas Fleming (a farmer) and Mary Christina (nee Miller) Elliott, of R.R. #1, Corunna, and later R.R. #3, Woodrowe Road, Sarnia. Thomas (born in Moore Township) and Mary (born in Mandaumin, Ontario) were married on March 5, 1919, in Sarnia. Ralph had only one sibling, an older brother, Douglas Arthur Elliott, who at the time of Ralph’s death, was residing in Moore Township. Tragically for Ralph, when he was 14 years old, he lost his mother Mary, who died of a heart attack at age 48 on March 18, 1939.

Ralph attended S.S. #13 Sarnia and Moore School from 1931 to 1939 and then Sarnia Collegiate from September 1938 to June 1942. He was part of the school cadets with the rank of sergeant from 1938 to 1942. He was active in football, baseball, and hockey. For three months in early 1943, he took a correspondence course in mechanical engineering from the International Corps School in the U.S.A. He was employed as a junior draftsman with the Canadian Kellogg Construction Company in Sarnia “making progress reports” from September 1942 to July 1943. He held this job until he left to join the R.C.A.F.

Eighteen-year-old Ralph Elliott enlisted in the Royal Canadian Air Force in London, Ontario, on July 26, 1943. He stood five feet seven inches tall, had hazel eyes and black hair, was single, and lived at home with his widowed father in Corunna at the time. He had several friends in the R.C.A.F. and requested flying duties. He was keen to be a pilot but was willing to serve wherever he was best suited.

From #3 Manning Depot in Edmonton, Ralph received his air training at #4 Initial Training School (ITS) in Edmonton; at #8 Bombing and Gunnery School (B&GS) in Lethbridge, Alberta; at #1 Central Navigation School (CNS) in Rivers, Manitoba; and at #1 Aircrew Graduates Training School (AGTS) in Maitland, Nova Scotia. He was awarded his Air Bomber’s Badge at AGTS in Maitland on May 5, 1944.

Ralph embarked overseas for the United Kingdom in June 1944. From #3 Personnel Reception Centre, he became a member of RAF #1 (Observer) Advanced Flying Unit (AFU) on September 27, 1944, part of Bomber

Command, with the rank of flying officer-bomb aimer. Based out of RAF Wigtown, the training units were equipped with Avro Ansons.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

Less than six months after arriving overseas, on December 6, 1944, Ralph was involved in a tragic accident at RAF Station, Wigtown, Wigtownshire, Scotland. The accident occurred that evening at approximately 18.15 hours. He and another Flying Officer, P/O Farrell Robert Scarlett, were walking along a main camp road on their way to the air crew dressing room prior to reporting for duty in the briefing room. It was dark when they were accidentally struck by an R.A.F. vehicle, a signals van, that was driven by a soldier unauthorized to drive that type of vehicle. The R.A.F. vehicle struck P/O Farrell Scarlett with a glancing blow that threw him off the road, but Ralph was struck directly in the back. He was dragged a short distance by the vehicle before it ran over him. He was immediately transferred to E.M.S. Section of Galloway Hospital with multiple injuries including: the fracture of his skull and both legs; the dislocation of his knee; shock; and multiple lacerations and abrasions. His general condition improved somewhat through the night, but suddenly at 05.00 hours on December 7, his condition deteriorated, and he succumbed to his injuries.

In the investigation that followed, Pilot Officer Farrell Robert Scarlett provided his account of the accident. Following is a portion of his testimony:

I am a pupil on No. 307 Air Bomber Course at R.A.F. Station, Wigtown. On the evening of the 6th December 1944, at about 18.00 hours, I was walking, accompanied by P/O Elliott from the Domestic Camp along the camp road to the Air Crew Dressing Room prior to reporting for duty to the Briefing Room. We were walking on the left hand side of the road. At a point a few yards short of the Training Wing Armoury a vehicle suddenly appeared behind me, the left mud guard caught me on my hip and threw me clear to the left. P/O Elliott was on my right, the vehicle struck him in the back and carried him for some distance and then passed over him. The vehicle finally stopped about two or three yards past him.

F/O Evans who was just approaching at the time went for medical assistance while I remained with P/O Elliott. I heard no warning from the approaching vehicle and at the time of the accident it was almost dark… Later I stepped out the distance from the point of impact to the point where the vehicle had pulled up and found it to be 22 paces.

The body of Ralph Elliott was buried in Newton Stewart Cemetery in Wigtownshire, on December 11, 1944. On that same day, Thomas Elliott in Sarnia received a telegram from the R.C.A.F. Casualty Officer in Ottawa informing him that his son PILOT OFFICER RALPH LESLIE ELLIOTT HAS DIED OF INJURIES RECEIVED WHILE ON ACTIVE SERVICE OVERSEAS ON DECEMBER 7.The telegram also informed him that HIS BURIAL WAS TAKING PLACE AT NEWTON STEWART CEMETERY WIGTOWNSHIRE SCOTLAND TODAY.There were no details of the injuries, but the telegram did state that a letter would follow.

In late October 1944, Thomas received a letter from the Group Captain, R.C.A.F. Records Officer in Ottawa.

Following is a portion of that letter:

Dear Mr. Elliott:

            I have the honour to forward, herewith, the Royal Canadian Air Force Officer’s Commission Script for your son, Pilot Officer Ralph L. Elliott. This Script, which is being forwarded to you for safekeeping, represents the authority vested in Pilot Officer Elliott as well as the trust placed in him by His Majesty, The King…

In mid-December 1944, Thomas received the following letter from the Air Vice-Marshal, Air Member for Personnel in Ottawa:

Dear Mr. Elliott:

            It is with deep regret that I must confirm our recent telegram informing you that your son, Pilot Officer Ralph Leslie Elliott, died on Active Service.

            Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son was injured while on duty, when he was accidently knocked down by a Royal Air Force motor transport on the main camp road at Wigtown, Wigtownshire, Scotland, on December 6th, 1944. He was admitted to the EMS Hospital, Gallway House, near Garliestown, Wigtownshire, suffering from shock, a fractured skull, and fractures to both legs. He died as a result of his injuries on December 7th. His funeral took place at 11:00 A.M. on December 11th, at the Newton Street Cemetery, Wigtownshire, Scotland.

            You may be assured that any further information received will be communicated to you immediately. I realize that this news has been a great shock to you, and I offer you my deepest sympathy. May the same spirit which prompted your son to offer his life give you courage.

In late December 1944, Thomas received the following letter from the Group Captain Commanding R.A.F. Station, Wigtown, Scotland:

Dear Mr. Elliott,

            I was terribly sorry to have to notify you through the Royal Canadian Headquarters of the death of your son. It was a very tragic affair and I hope you will accept my profound sympathy also that of my officers and men in your great loss.

            Your son was walking along the main camp road on his way to fly, in the dark, at about 6 p.m., when he was knocked down by an R.A.F. vehicle. Your son was immediately taken to the nearest hospital, the E.M.S. Hospital, Galloway House, Garlieston, where after a very gallant fight, which we had great hopes might prove successful he died on the following morning.

            A full enquiry was carried out and an airman is being charged as a result of the accident. I have not written before as I was awaiting copies of the photographs which were taken at the funeral so that I could send them to you with this letter. I attended the funeral which took place at 11 o’clock on 11th December, 1944 at the Cemetery Newton Stewart. There was a double funeral at which an Australian Sergeant who was killed in an aircraft crash was also buried.

            Your son was extremely popular on the Station, so much so that his brother officers requested me for permission to act as bearers for his coffin, a most unusual request. I gave them permission, and I have never seen a smarter turn out than they made. The service was conducted by Squadron Leader Sinclair my other Denominations Padre as the Canadian Chaplain was unable to be present. It was a cold but fine day, and the sun was shining whilst we were at the cemetery. My Station Band played the funeral march whilst we slow marched through the camp, and again at the cemetery.

            It was so sad that your son was killed in such a manner, so far from home and not in actual operations against the enemy, but he certainly made his mark before his death, and carried out his duties in an exemplary manner. You can justly be proud of him. His death will not only be a great loss to you, but the Station, to the Royal Canadian Air Force, and to the Service as a whole. Again in conclusion I would ask you to accept my deepest sympathy.

Ralph Elliott was later officially recorded as Died of injuries sustained when knocked down accidentally by RAF motor vehicle. Fracture to skull, both legs, and shock, overseas (England). In November 1945, Thomas Elliott received a War Service Gratuity of $216.74 for the loss of his son.

Twenty-year-old Ralph Elliott is buried at Newton Stewart Cemetery, Wigtownshire, United Kingdom, Section M, Grave 2. His name was not originally on the “new” Sarnia cenotaph, rededicated in 1955 with the names of Sarnia’s World War II fallen. In November 2019, his name, along with 25 others, was added to the Sarnia cenotaph, engraved in stone to be remembered always.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Thomas Harold Elliott was born in Sarnia on May 29, 1918, the son of Thomas (Sr.) Herman and Ethel (nee Holt) Elliott, of 212 Cromwell Street, Sarnia. Thomas Sr. (born in Exeter, Ontario) and Ethel (born in Kiva, Ontario) were married in Sarnia on January 12, 1915. Thomas Sr. was employed as a pipefitter in the pumping department at Sarnia Imperial Oil Refinery. His job allowed him to support Ethel and their two sons: Thomas Harold and Elmer Bruce. Elmer, born in 1915, became a member of the Reserve Army.

Thomas was educated at George Street Public School in Sarnia from 1924 to 1931 and then at Sarnia Collegiate Institute from 1931 to 1937. While at Sarnia Collegiate, he played WOSSA rugby, was a member of the gymnastic team, and participated in basketball, hockey, swimming, and tennis. He was on the executive of the Boys’ Athletic Committee and was a member of the editorial staff of the Collegiate magazine. In his last year at school, he was Quartermaster Cadet Lieutenant of the high school cadets. After graduating from Sarnia Collegiate in 1937, he worked several jobs for two years, including the construction of the Blue Water Bridge. In 1939, he was employed as a machinist in the machine shoe department with the Sarnia Imperial Oil Refinery where he worked for three years. In August 1939, Thomas enlisted with the 2nd-26th Battery of Sarnia and served with them until February 1942, attaining the rank of corporal.

Twenty-three-year-old Thomas Elliott enlisted in the Royal Canadian Air Force on February 7, 1942, in

London, Ontario. He had been very eager to join an air crew, having travelled to the London Recruitment Centre from Sarnia eight times and visiting the London mobile recruiting centre in Sarnia three times. He stood five feet six inches tall, had brown eyes and dark brown hair, was single and lived at home with his parents on Cromwell Street in Sarnia at the time. He expressed his desire to be a pilot or observer. He planned to return to Imperial Oil after the war.

From #9 Recruitment Centre in London, he moved to #1 Manning Depot in Toronto. Thomas received his air training at #6 Initial Training School (ITS) in Toronto; at #9 Elementary Flying Training School (EFTS) in St. Catharines; at Composite Training School (KTS) in Trenton; at #4 Bombing and Gunnery School (B&GS) in Fingal, Ontario; and at #4 Air Observers School (AOS) in London, Ontario. He was awarded his Air Bomber’s Badge on June 25, 1943. After graduating, he spent a short leave at home in Sarnia with his friends and family until July 9, 1943.

Thomas embarked overseas from Halifax bound for the United Kingdom on July 15, 1943. From #3 Personnel Reception Centre, he continued his training in the U.K. at #6 Advanced Flying Unit (AFU); at #24 Operational Training Unit (OTU); and then at #1664 Conversion Unit. His Commanding Officer’s remarks about Thomas noted air work above average, showed keenness and intelligence, rather quiet individual but not lacking in drive. On February 21, 1944, Thomas Elliott became a member of RAF #192 Squadron “Dare to Discover”, which worked with Bomber Command. He was promoted to flight-sergeant in March 1944.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

No. 192 Squadron was formed on January 4, 1943, as a radar counter-measures squadron at RAF Gransden Lodge. It was essentially a research unit, involved in identifying the types of radar, radar patterns, and wavelengths used by the Germans. This was by no means a safe role, as the research flights had to take place over Germany and occupied Europe where the German radar was operating against them. They also carried out similar missions over the Bay of Biscay, part of the Atlantic Ocean off the coasts of France and Spain. During bomber raids, the squadron aircraft provided countermeasures to German radars. Originally outfitted with Vickers Wellingtons, the squadron later converted to de Havilland Mosquitoes and Handley Page Halifaxes. Their base changed to RAF Feltwell in April 1943 and then to RAF Foulsham in November 1943.

Less than one year after arriving overseas, Thomas Elliott lost his life while on a night mission accompanying a bomber sortie to Germany. On the night of April 24, 1944, he was a member of the crew aboard Halifax MKIII bomber aircraft LW622 (markings DT-R). The aircraft took off from R.A.F. Station, Foulsham, on the night of April 24, detailed to accompany the Bomber Command attack on Karlsruhe, Baden, Germany. The aircraft did not return, and the eight crew members were not heard from again. The aircraft was later discovered to have crashed at Haesdonk, east of Sint-Niklaas, Belgium. Perishing with Thomas Elliott were FS. Peter Horace Gordon Vincent; F/Os Charles William Cyril Crowdy and Leslie Lloyd Mortimer; P/O Frederick William Morris; Sgts. Francis Etienne and Donald Parkin (RAF); and FS. Maurice Charles Wilmer (RAF).

Several days later, Thomas Sr. and Ethel Elliott in Sarnia received a telegram from the R.C.A.F. Casualty Officer in Ottawa that read DEEPLY REGRET TO ADVISE YOU THAT YOUR SON J90281 SERGEANT THOMAS HAROLD ELLIOTT IS REPORTED MISSING AFTER AIR OPERATIONS APRIL 25. LETTER FOLLOWS.The message was a shock to his parents, since he had never once mentioned taking part in any raid in his letters home. They had heard, however, from friends overseas that he had been flying. On checking Canadian Press dispatches, the Elliott parents suspected that he may have been lost on an attack launched on Karlsruhe on April 24-25, in which 30 British aircraft were lost, including eight Canadian planes.

In late April 1944, Thomas and Ethel received a letter from R.A.F. Station, Foulsham, Norfolk. Following is a portion of that letter:

Dear Mr. Elliott,

            It is with very deep regret that I have to confirm that your son, Sergeant Thomas Harold Elliott is missing from operations. There is very little I can tell you about this tragic incident at the present moment.

            Your son was flying as Air Bomber with his usual crew in a Halifax aircraft which was detailed to accompany the Bomber Command attack on Karlsruhe on the night of the 24th/25th April, 1944. The aircraft took off from here at 22.45 hours and was due to return at 03.15 hours. Nothing at all has been heard since of the crew or the aircraft.

            Your son’s crew had been with the Squadron since the middle of February and they had proved themselves to be a keen and courageous crew. They worked together very well and always appeared cheerful and happy. Their loss will be felt very keenly by the Squadron. I will, of course, send to you immediately any further news that I receive.

            I must ask you not to pass any information to the Press as this might prejudice his chances of escape should he have survived without being captured. This is not to say that any information about him is available other than that I have already given, but it is a precaution adopted in the case of all personal reported missing.

If there is any way in which I can be of assistance to you, or if you have any queries, do let me know as I shall be only too ready to help you. I am attaching a list of the crew and their next of kin, should you wish to get into touch with any of them. May I send to you the deepest sympathy of myself and everybody in the Squadron.

In August 1944, the Elliotts received the following letter from the R.C.A.F. Casualty Officer, for the Chief of the Air Staff in Ottawa:

Dear Mr. Elliott:

            I have been directed to inform you that your son, Thomas Harold Elliott, has been promoted to the rank of Flight Sergeant with effect from March 25th, 1944.

            It is regretted that no further information has been received regarding your son since he was reported missing on April 25th and I wish to extend to you and the members of your family my sincere sympathy in this trying time.

In early February 1945, the Elliotts received a telegram from R.C.A.F. authorities informing them that FLIGHT SERGEANT THOMAS ELLIOTT MISSING SINCE APRIL 25 1944 IS NOW FOR OFFICIAL PURPOSES PRESUMED DEAD.In October 1945, Thomas and Ethel received a War Service Gratuity of $331.47 for the loss of their son.

More than two years after the crash, Air Ministry investigators were still trying to determine the identity of the crew members involved. In a report dated September 1946, which was based on German burial cards, it was recorded that Halifax LW622 crashed at Haesdonk, Belgium (12 kms SW of Antwerp), and eight members of the crew were killed and buried in graves at Antwerpen-Deurne Cemetery. Of the eight crew members identified by the Germans, Thomas Elliott was not one of them, but they did identify a Pilot Officer J. Wells, who was buried in Grave No. 121.

R.C.A.F casualty officer officials had no doubt that Sergeant Thomas Elliott was buried with the remainder of his crew from LW622, but no positive identification of his body had been made. They sought to understand how he came to be identified as “Pilot Officer J. Wells”. In May 1946, R.C.A.F. officials wrote a letter to Mr. John Roland Wells (P/O J. Wells), explaining their findings thus far, including that the eighth member of the downed crew, whose name was Sergeant T.H. Elliott, was identified by the Germans as “Pilot Officer J. Wells”. R.C.A.F. officials were hoping that John Wells may be able to explain how T.H. Elliott came to be identified as “Pilot Officer J. Wells”.

In June 1946, John R. Wells, in the Montreal Military Hospital, sent a reply letter to the R.C.A.F. Casualty

Officer, for Chief of the Air Staff. The letter helped clarify the situation: J.R. Wells was aboard another aircraft that was part of the same mission. His aircraft was hit and he baled out of the wounded aircraft. He was captured by the Germans and sent to a POW camp. Following is a portion of the June 1946 letter written by J.R. Wells to R.C.A.F. Casualty Officer investigators:

There is very little information I can give you regarding Sergeant T.H. Elliott except that it clarifies in my mind as to what happened to my aircraft.

I was under the impression until I met my crew members back in England that my aircraft had gone into the water, but other members of my crew state they saw an A-C crash and burn and they thought it was ours. This may have been the A-C of which Sergeant Elliott was a crew member and not ours as I was fairly positive that my aircraft had landed in the water.

Also, some hours after my landing, I found that one of my identity discs were missing which I believe I lost when I bailed out and this might have landed somewhere near where Elliott was found. Otherwise I can see no reason for Sergeant Elliott being identified as myself, except as a mistake in names or identity by the Germans themselves. I was taken to Dulagluft as Flying Officer J.R. Wells. I trust that the information I have given here will help clarify the situation somewhat.

On August 12, 1946, the R.C.A.F. Casualty Officer, for the Chief of the Air Staff in Ottawa, sent a letter to Thomas and Ethel. Following is a portion of that letter:

Dear Mrs. Elliott:

A report which has now been received from a Missing Research and Enquiry Unit on the Continent advises that the graves in the Antwerpen-Deurne Cemetery have been exhumed and the entire crew laid to rest in the Schoonselhof Cemetery.

            Pilot Officer Wells was contacted by Air Ministry and he advised that office that when he baled out of his aircraft which crashed near the aircraft of which your son was a member of the crew, he lost his identification discs, and it is therefore assumed that your son was identified as Pilot Officer J.R. Wells, as his identification disc was probably found near your son’s body. Grave No. 121 in the Schoonselhof Cemetery has therefore, been accepted as the grave of your son, Pilot Officer Thomas Harold Elliott.

            The reverent care of the burial places of all who served in the Forces of the British Empire is the task of the Imperial War Graves Commission. Already eminent architects are at work, planning the construction of beautiful cemeteries and each individual grave will be supported and sustained by the Nations of the Empire. I hope that it may be of some consolation to you to know that your gallant son’s grave is in sacred care and keeping. May I again at this time extend my most sincere sympathy.

In a follow-up letter sent in August 1946 to the Elliotts, the R.C.A.F. Casualty Officer informed them that a report which has now been received from a Missing Research and Enquiry Unit on the Continent advises that the graves in the Antwerpen-Deurne Cemetery have now been exhumed and the entire crew laid to rest in the Schoonselhof Cemetery. Pilot Officer Wells was contacted by Air Ministry and he advised that office that when he baled out of his aircraft which crashed near the aircraft of which your son was a member of the crew and he lost his identification discs.

Thomas Elliott was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). More than four years after Thomas was killed, his mother was still searching for answers. In late October 1948, she wrote the following letter to the Wing Commander of the R.C.A.F. in Ottawa:

Dear Sir,

Have received the snap shot of my son’s grave Pilot Officer Thos. Harold Elliott which I was very glad to receive. As this is the 1st word we have received that they had found his body as all the word we received was he was missing. I would appreciate it very much if I could find out in what country he is buried also the name of Cemetery.

The Wing Commander, R.C.A.F. Casualties Officer in Ottawa wrote a reply soon after. In it, he acknowledged receiving her letter, and he stated the name of the cemetery and the country that her son was buried in. He also wrote, I have noted your remarks that this is the first word you had received that your son’s body had been recovered, and his grave located, and it would appear that you did not receive our letter of August 12th, 1946, which conveyed the information that your son’s grave was No. 121 in this cemetery…. May I again express to you and the members of your family my deepest sympathy in the loss of your gallant son.

Twenty-six-year-old Pilot Officer-Bomb Aimer Thomas Elliott is buried in Schoonselhof Cemetery, Belgium, Grave IVa.D.39. On his headstone are inscribed the words BELOVED SON OF MR. AND MRS. T.H. ELLIOTT, SARNIA, ONT., CANADA. His name is also inscribed on the Sarnia Refinery Plaque. Unveiled in 1949, the plaque has the names of 24 Sarnia Imperial Oil employees who made the ultimate sacrifice in World War II.  

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Norman Ellis was born in Sarnia on May 13, 1922, the eldest son of Herman Manford (a carpenter, born in Lambton, Ontario) and Annie Maria (nee Dunn, born in Courtright, Ontario) Ellis, of 294 South Mitton Street, later 171 North College Street, Sarnia. Herman and Annie were married on August 12, 1921, in Devine Street Church in Sarnia. Norman had six sisters and four brothers: Agnes (born 1923); Donna Jean (born 1926); Wilfred Henry (born 1930); Edith and Edward Carl (twins born 1935, though Edward died at birth); Eva May (died 1926); Gerald; Kenneth; Barbara; and Norma.

Norman left school after grade seven at the age of 14, eager to learn a trade. He took a welding course at night school for several months and was active in such sports as boxing, softball, and baseball. He also enjoyed hunting. Norman was not one to shy away from work. He had several jobs in Sarnia, including delivering and clerking at a grocery store and then helping at a bakery for three years. Following that, Norman was a driver (chauffeur) for three years with the Morris Taxi firm and a truck driver for Kist Beverages.

On June 4, 1941, Norman married Gladys Louise Copeland of Inwood, the only daughter of Mr. and Mrs. Alvin Copeland at the United Church in Inwood. At the wedding ceremony, Miss Winnie Maidment of Sarnia served as bridesmaid, and serving as best man was “Bus” Nesbitt of Sarnia. Following the ceremony, a reception was held at

the Masonic Hall in Inwood. A buffet luncheon was served on the lawn to approximately 150 guests. Afterwards, the newlywed couple left for a trip to eastern points. Upon their return, the young couple lived at 294 South Mitton Street in Sarnia. They had one child together, a son, Norman Douglas Carl Ellis, born March 3, 1942.

On September 24, 1942, Norman completed his National Resources Mobilization Act (NRMA) Enrolment Form in London, Ontario. He stood five feet seven-and-a-half inches tall and had blue eyes and red-brown hair. He was initially posted to the Lorne Scots Unit in London.

One month later, on October 26, he was attached to #6 Defence and Employment Platoon, headquartered at 6th Canadian Division, Infantry, in Prince George, British Columbia. He trained and served with the No. 6 Defence and Employment Platoon into March 1943. The 20-year-old, married less than two years and with a one-year-old child at home, enlisted in the Canadian Army on March 10, 1943, in Victoria, British Columbia. He recorded his address as 294 South Mitton Street, Sarnia. He expressed an interest in poultry farming following the war.

In April 1943, Norman returned to Sarnia on an 18-day furlough from his base on Vancouver Island to visit Gladys, Douglas, other family members and friends. On returning out west, Norman continued his army training, including taking a mountain warfare course, in Esquimalt, Prince George, Terrace, and Vernon, British Columbia. In early May 1944, Norman returned to Sarnia on his embarkation furlough to be with his wife Gladys and their two-year-old son. Norman Ellis embarked overseas from Debert, Nova Scotia, on May 26, 1944, and arrived in England on June 2, 1944.

Norman continued his training in the U.K., attached to the Winnipeg Grenadiers. Approximately two months later, on July 30, 1944, he arrived in France, as a private with the Essex Scottish Regiment, R.C.I.C.

The Battle of Normandy began for the Canadians with the June 6, 1944, D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their break out from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France. In a brutal campaign of attrition, the Canadian army, supported by the navy and air force, faced fierce battles and vicious counterattacks as they clawed their way forward to liberate villages and towns including Bretteville, Carpiquet, Caen, and Falaise.

A little over one week after her husband arrived in France, Gladys received a letter from Norman, dated August 8, 1944, in which he stated that he was well. He also enclosed a piece of French currency. On that same day Norman Ellis lost his life in the Battle of Normandy during Operation Totalize of the Battle of Verrières Ridge, south of Caen.

The Battle of Verrières Ridge was a Canadian offensive that had the objectives of capturing the eastern section of Caen and securing the western bank of the Orne River and Verrières Ridge with the goal of driving on to Falaise. The Canadian push towards Falaise was completed in several phases: Operations Spring, Totalize and Tractable.

The second part, Operation Totalize, began before midnight on August 7 with Allied heavy bombers pounding the German defences. Columns of Sherman tanks moved out into the night with supporting infantry behind a rolling artillery barrage. Improvised armoured troop carrier vehicles, known as “defrocked” Priests or “Holy Rollers”, and later as “Kangaroos”, proved effective in transporting Canadian infantrymen rapidly on their targets. It was the first time ever that armoured personnel carriers were used to carry infantry into battle.

The attack achieved initial success, as the first defensive lines were overrun including the ridge at Verrières; however, despite being bombed heavily, the German artillery, mortar, 88mm anti-tank guns, infantry, and tanks (including the murderous 12th Panzer Division) put up a grim resistance during numerous counter-attacks. Fighting continued until August 10. By then, the Canadians had advanced some 13 kilometres, had some 600 killed, but failed to break through the German “ring of steel” defence line.

Norman Ellis was killed in action on August 8, and his remains were buried in a shallow grave in a large orchard on August 10, 1944, at a location recorded on the Army Field Service Card as “Normandy NTC 7F/3 056587 Roquancourt.”

In late August 1944, Gladys was visiting her parents in Inwood when she received a telegram informing her that her husband PRIVATE NORMAN G ELLIS WAS REPORTED MISSING ON AUGUST 8.

More than three months later, in early December 1944, she received a telegram from the Department of National Defence informing her that her husband PRIVATE NORMAN GEORGE ELLIS HAS BEEN REPORTED KILLED IN ACTION.In mid-December 1944, Gladys received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Ellis

            It was with deep regret that I learned of the death of your husband, A61791 Private Norman George Ellis, who gave his life in the Service of his Country in the Western European Theatre of War on the 8th day of August, 1944.

            From official information we have received, your husband was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Norman George Ellis was later officially recorded as Overseas casualty, previously reported missing in action, now killed in action, in the field (France). In early December 1944, a short memorial tribute was held in St. Paul’s United Church in Sarnia at a morning service to pay tribute to Private Ellis.

In May 1945, Gladys received a War Service Gratuity of $157.02 for the loss of her husband.

Fifteen months later, in late August 1946, Gladys, still living at 294 S. Mitton Street, received a letter from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your husband, A.61791, Private Norman George Ellis, have now been carefully exhumed from the original place of internment and reverently reburied in grave 14, row D, plot 8, of Bretteville-sur-Laize Canadian Military Cemetery, Bretteville-sur-Laize, France. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

 Gladys later remarried, becoming Gladys Glass and residing at 600 Maple Street, Sarnia.

Twenty-two-year-old Norman Ellis is buried in the Bretteville-Sur-Laize Canadian War Cemetery, Calvados, France, Grave VIII.D.14. On his headstone are inscribed the words HE GAVE HIS LIFE SO THAT HIS WIFE GLADYS, AND SON DOUGLAS, MIGHT LIVE IN PEACE.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

John Esselment was born in Wainwright, in Battle River District, Alberta, on December 6, 1915, the middle son of James Edward and Alma L. (nee Luckins) Esselment of Alvinston, Ontario. James (born in Sombra, a labourer) and Alma (born in Sarnia) were married in Sarnia on January 12, 1909. James Esselment was a veteran of World War I.

John, also known as Jack, had two brothers: his one-year-older brother, William (Walter); and a younger brother, by three years, Alton. All three boys were born in Alberta. In 1921, the Esselment family was residing in Wainwright, Alberta, where father James was a machine agent who operated his own shop.

The Esselment family moved to Ontario when Jack was approximately eight years old. In 1927, the Esselment family was residing at 544 Wellington St. in Sarnia. John’s two brothers also served during the war; William in the Army and Alton with the merchant navy.

Jack received his education in Sarnia, attending Johnston Memorial Elementary School and Sarnia Collegiate High School. He was active in swimming and hockey and graduated with three years of technical studies and one year of drafting. He worked on numerous local farms over four years and then as a deck hand and a watchman with Scott Misner Line freighters on the Great Lakes for two seasons. Later, Charles Binder hired Jack to be a bartender at the Columbia Hotel in Alvinston, a job that he held for four years until he enlisted.

On January 7, 1941, Jack married Annetta Gregory, of Brooke Township, in Kerwood, Ontario. Jack and

Annetta lived in Alvinston, and later on Frank Street in Strathroy. They had two children together: Carole Eloise (became Mrs. Zavitz) and George Gregory (who passed away at a young age).

On May 21, 1942, Jack completed his National Resources Mobilization Act (N.R.M.A.) Enrolment Form in London, Ontario. He stood five feet ten-and-a-half inches tall, had blue eyes and brown hair, was married and residing in Alvinston at the time where he was employed as a bartender. Their two children were ages one year (Carole), and two months (George). Jack had served with the Middlesex and Huron Army Reserve since August 1940 until his enrolment. He planned to enter drafting and technical work after the war.

Jack began his training in London, Ontario, attached to the Army Temporary Training Centre (TTC). On September 21, 1942, he was transferred to Prince George, British Columbia, where he became a member of the Oxford Rifles, Canadian Army. He continued his infantry training in British Columbia, which included taking a weapons course in Nanaimo (Jan-Feb 1944), and advancing to the rank of acting corporal. Comments by an army examiner at the time assessed Jack as a “Strong husky soldier – pleasant mature manner. Claims he has never liked infantry. Has civilian experience on Great Lakes boats and would like to be in Navy.”

On June 12, 1944, the 28-year-old N.R.M.A. soldier completed his Canadian Army Attestation Papers in Prince George, British Columbia, becoming a rifleman with the Oxford Rifles. In completing his Will in June 1944, he recorded his beneficiary as his wife, Annetta, then residing in Strathroy.

Jack Esselment embarked overseas from Debert, Nova Scotia, bound for the United Kingdom, on August 1, 1944, where he became a member of the 2 Canadian Infantry Reinforcement Unit (CIRU). Only weeks later, on August 26, he arrived in France and became a member of the Highland Light Infantry of Canada, R.C.I.C. Through the rest of that summer and into the fall, Jack moved with this unit through France and into Belgium.

The Allied breaching of “Fortress Europe” began with the D-Day invasion on June 6, 1944. The Highland Light Infantry of Canada regiment took part in the D-Day landings. The Battle of Normandy followed D-Day, a summer of tenacious fighting that saw Allied troops push German forces east across France. Jack Esselment had not arrived in France during the Normandy campaign, but he did take part in the next campaign as the Highlanders continued the fight in North-West Europe.

After the Allied breakout from Normandy, in late August 1944, the Canadian forces were assigned the Long Left Flank, the less glamorous but vital tasks that included clearing coastal areas in the north of France and Belgium of German occupiers; opening the English Channel ports for supplies essential to the Allied advance; and capturing the launching sites of German V-1 rockets. In a series of stop-and-start advances against stiff resistance in fortified positions, that continued into early October, the Canadians liberated ports and villages including Rouen, Dieppe, Dunkirk, Boulogne, and Calais.

In early September 1944, Allied forces captured the inland port of Antwerp, Belgium, the second greatest port in Europe at the mouth of the Scheldt River; however, German forces still controlled the 45-mile-long Scheldt estuary (the Belgian-Dutch border area) that connected the port of Antwerp to the North Sea. Beginning in early October 1944, the Canadians were entrusted with liberating the estuary.

The Battle of the Scheldt, October 1 – November 8, 1944, was one of the most gruelling struggles in the war as Canadians fought to liberate the German-controlled estuary. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

A little over two months after arriving in France, on October 31, 1944, Private John “Jack” Esselment lost his life while fighting in Belgium during the Battle of the Scheldt. He and his fellow soldiers were hiding in a barn that was bombed by German air strikes. Jack’s remains were buried on November 4 at a location recorded on the Army Field Service Card as “about 2 miles SW of Knocke, in the front yard of a big red house, sheet 21 NW 927135, Belgium.”

At the time of Jack’s death, brother William was with the Canadian Forces in Kingston. In mid-November 1944, James and Alma Esselment in Alvinston received a telegram from Ottawa informing them that their son PTE JOHN ESSELMENT HAS BEEN KILLED IN ACTION.No other details were provided. In late November 1944, Annetta Esselment in Strathroy, received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Esselment:

            It was with deep regret that I learned of the death of your husband, A115857 Private John Clarence Esselment, who gave his life in the Service of his Country in the Western European Theatre of War on the 31st day of October, 1944.

            From official information we have received, your husband was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Jack Esselment was later officially recorded as Overseas casualty, killed in action, in the field (Belgium). In early January 1946, Annetta received a letter from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your husband, A115857 Private John Clarence Essselment, have been carefully exhumed from the original place of internment and reverently reburied in grave 2, row E, plot 4, of Adegem Canadian Military Cemetery, Adegem, Belgium. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Annetta Esselment later re-married, becoming Annetta McLachlan, residing in Alvinston.

Twenty-eight-year-old John “Jack” Esselment is buried in Adegem Canadian War Cemetery, Belgium, Grave IV.E.2. On his headstone are inscribed the words THERE WAS A MAN SENT FROM GOD, WHOSE NAME WAS JOHN. ST. JOHN I.6. Though Jack Esselment’s name is not inscribed on the Sarnia cenotaph, it is inscribed on the Village of Alvinston’s Memorial.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

George Esser was born in Scherpenzeel, Holland, on November 28, 1924, the son of Issac Lambertus and Anna Sophia (nee Van Dijk) Esser, of R.R. #2, Plank Road, Sarnia. Issac and Anna were originally from the Netherlands and were married on December 28, 1921, in Ede, Holland. George came to Canada with his parents

and three sisters in May 1926. The family arrived in Petrolia when George was not quite two years old, and they later moved to London Road in Sarnia.

In 1945, the Esser family resided at 800 Confederation Rd. George came from a family of ten children that included brothers William (born 1932), John (born 1934), and Peter; and six sisters: Jennie, Lena, Cotje, Catherine (Kay, born 1922), Anna Sophia (born 1926) and Betty. George’s sister, Kay Chivers (nee Esser), joined the RCAF in 1942 when she was 19 years old. She served as a bookkeeper at Camp Borden for three years. The Esser children attended London Road School and then Sarnia Collegiate. George attended school in Sarnia through grade nine and then worked as a labourer on a farm for one year while taking a night school course in woodwork. After this, he worked for a year-and-a-half at a sash and door factory in Sarnia, mainly as a machine operator. For six months prior to enlisting, George was employed as a labourer in the C.N.R. car shops in Sarnia.

Eighteen-year-old George Esser enlisted on December 1, 1942 in London, Ontario. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. George stood five feet nine inches tall, had blue eyes and brown hair, was single, and recorded his occupation as a woodworker. He planned to continue with woodworking after the war. At his interview, he stated that he had a number of relatives in Holland, and that his family had heard from his father’s brother only once since the Nazi occupation.

From No. 1 District Depot in London, George received his army training at #6 Basic Training Centre (BTC)

in Stratford; at the Advance Training Centre in Petawawa; and at the Canadian Army Trade School (CATS) in Hamilton, where he obtained qualifications in carpentry and bricklaying. A humorous incident occurred on July 2, 1943, while at the trade school in Hamilton. George was involved in organized sports in the drill hall when he fractured a bone (1st metacarpel) in his right hand. He had to have X-rays, and a cast had to be applied at the military hospital. In George’s own words, “I was boxing and hit my opponent on the head.”

On July 12, 1944, George embarked overseas to the United Kingdom, where he became a member of the Canadian Engineer Reinforcement Unit (CERU). In mid-August 1944, he was transferred to the Winnipeg Grenadiers. On September 23, 1944, he arrived in France, as a member of the Queen’s Own Cameron Highlanders of Canada, R.C.I.C., with the rank of private.

When he arrived, Canadian forces were nearing completion of their fighting along the “Long Left Flank”, engaged in the vital tasks that included clearing coastal areas in the north of France and Belgium of German occupiers; opening the English Channel ports for supplies essential to the Allied advance; and capturing the launching sites of German V-1 rockets. Beginning in late August 1944, in a series of stop-and-start advances against stiff resistance in fortified positions, that continued into early October, the Canadians liberated ports and villages including Rouen, Dieppe, Dunkirk, Boulogne, and Calais.

In early September 1944, Allied forces captured the inland port of Antwerp, Belgium, the second greatest port in Europe at the mouth of the Scheldt River; however, German forces still controlled the 45-mile-long Scheldt estuary (the Belgian-Dutch border area) that connected the port of Antwerp to the North Sea. Beginning in early October 1944, the Canadians were entrusted with liberating the estuary.

The Battle of the Scheldt, October 1 – November 8, 1944, was one of the most gruelling struggles in the war as Canadians fought to liberate the German-controlled estuary. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

One month after arriving in France, on October 23, 1944, Private George Esser lost his life while fighting in his native Holland during the Battle of the Scheldt. George’s remains were buried on October 25 at a location recorded on the Army Field Service Card as “Newchurch Cemetery MR 626193, Huijbergen, Holland.” His remains were later carefully exhumed from the original place of internment and reverently reburied in Bergen-op-Zoom, Holland.

In early November 1944, Isaac and Anna Esser in Sarnia received a telegram from the Director of Records in Ottawa informing them that their son PRIVATE GEORGE ESSER WAS KILLED IN ACTION OCTOBER 23 IN BELGIUM. Anna was not at home when the news arrived. It was a shock to the family because it was near war’s end, and they thought that George was still training in Canada, unaware that he had been shipped overseas. In late November 1944, Anna received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Esser:

            It was with deep regret that I learned of the death of your son, A105444 Private George Esser, who gave his life in the Service of his Country in the Western European Theatre of War on the 23rd day of October, 1944.

            From official information we have received, your son was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

George Esser was later officially recorded as Overseas casualty, killed in action, in the field (Holland). In February 1946, Anna received a War Service Gratuity of $208.69 for the loss of her son. Almost one-and-a-half years after George’s death, she received a letter in March 1946 from the Colonel, Director of Records, for Adjutant-General. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your son, A103444 Private George Esser, have been carefully exhumed from the original place of internment and reverently reburied in grave 1, row D, plot 4, of Bergen-op-Zoom Canadian Military Cemetery, four miles North-East of Bergen-op-Zoom, Holland. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Nineteen-year-old George Esser is buried in Bergen-Op-Zoom Canadian War Cemetery, Netherlands, Grave 4.D.1. On his headstone are inscribed the following words: A SOLDIER OF THE CROSS WHO DID NOT LOSE THE BATTLE. In 1983, five of George’s sisters visited their brother’s grave in Holland for the first time.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Arthur Everingham was born in Sarnia on September 22, 1924, the younger son of Earl Wesley and Beatrice Minnie (nee Archer) Everingham and brother to Earl Clare, four years his senior. Earl and Beatrice Everingham were married on April 12, 1918, in Sarnia. The Everinghams lived at 123 Capel Street and, to support his family, Earl was a labourer at Polymer Rubber Plant (now ARLANXEO).

Little is known about Arthur before he enlisted, but he was not afraid to work. He received his education at the Durand Street and London Road Public Schools and he played Juvenile baseball. Upon finishing school at age 15, he worked a variety of jobs in Sarnia: as a drug store deliveryman for 1 ½ years; as a Meat Market deliveryman for 6 months; as a labourer at the Polymer Corporation Synthetic Rubber Plant for 5 ½ months; and as a labourer at Auto Lite Company for 3 months until he enlisted.

Eighteen-year-old Arthur Everingham enlisted in the Canadian Army on April 7, 1943, in Windsor, Ontario. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. Arthur stood five feet seven inches tall, had grey-brown eyes and black hair, was single, and stated he planned to be a truck driver after the war. He expressed an interest in “getting into the Commandos” and stated that he had a cousin in a prison camp in Germany, which was one of the reasons he was enlisting. Arthur was accepted and his year-long training in Canada began.

From #1 District Depot in Windsor, he received training at #12 Basic Training Centre (BTC) in Chatham and then at A-29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash. He was transferred in late August 1943 to the 1st Battalion Princess of Wales Own Regiment in Debert, Nova Scotia. In October 1943, he was transferred to the Brockville Rifles at Camp Borden and then to #2 Canadian Armoured Corps Training Regiment (CACTR).

Arthur embarked overseas for the United Kingdom on May 4, 1944, where he became a member of the Canadian Armoured Corps Reinforcement Unit (CACRU). On July 26, 1944, Arthur arrived in France as a member of the Royal Canadian Armoured Corps (RCAC), attd. H.Q. 4th Canadian Armoured Brigade, with the rank of trooper. In Sarnia, Beatrice received a letter from her son assuring her that he had arrived safely in France with the Canadian Forces.

Arriving in Normandy in July 1944, the RCAC, 4th Canadian Armoured Brigade saw service in the Battle of Normandy. The Battle of Normandy began for the Canadians with the June 6, 1944, D-Day landings at Juno Beach. After breaching the “Atlantic Wall” of “Fortress Europe”, Allied armies began their break out from the narrow Normandy bridgehead to carve out a foothold on the French mainland. To accomplish this took a whole summer of tenacious fighting that saw the Canadians pushing against fierce and ruthless German forces to advance east across France.

After the Allied breakout from Normandy, in late August 1944, the Canadian forces were assigned the Long Left Flank, the less glamorous but vital tasks that included clearing coastal areas in the north of France and Belgium of German occupiers; opening the English Channel ports for supplies essential to the Allied advance; and capturing the launching sites of German V-1 rockets. In a series of stop-and-start advances against stiff resistance in fortified positions, that continued into early October, the Canadians liberated ports and villages including Rouen, Dieppe, Dunkirk, Boulogne, and Calais.

Beginning in early October 1944, the Canadians were entrusted with liberating the German-controlled 45-mile-long Scheldt estuary (the Belgian-Dutch border area) that connected the Allied-held port of Antwerp to the North Sea. The Battle of the Scheldt, October 1 – November 8, 1944, was one of the most gruelling struggles in the war as Canadians fought to liberate the German-controlled estuary. Taking place in northern Belgium and the Netherlands, it was the beginning of the Liberation of the Netherlands. The bitter fighting in the Scheldt estuary against a well-fortified and heavily entrenched enemy was made worse by the harsh conditions. Bitter winter temperatures in a wet and muddy quagmire proved challenging, but the Allies prevailed. The cost of victory was high—the Canadians suffered more than 6,300 casualties.

Over the winter of 1944-1945, most of the weary Canadians were given a rest, although the front was never quiet, with patrols and large-scale raids remaining constant. Canadian troops were stationed along the Nijmegen sector in the Netherlands. They were tasked to hold and to defend the Nijmegen salient and a small piece of Allied-held territory north of the Maas River. This bridgehead would be used as a starting point for crossing the Rhine (in February 1945), and the Allies had to give the enemy the impression that an assault was imminent, to force the Germans to leave troops in that area. The Germans did their best to push the Canadians out of “the island” by flooding the area and constantly harassing them with mortar fire, artillery, and aggressive patrols. Constantly vigilant, the men dug deep slit trenches, covered themselves with whatever was handy, and tried to keep warm from the snow and cold during one of the most frigid winters on record in northern Europe. During this supposedly “quiet period” between November 9 and December 31, 1944, approximately 1,239 Canadians were killed or wounded.

Arthur Everingham served with the 4th Canadian Armoured Brigade (CAB) through France, Belgium, and into Holland. In December 1944, Arthur, still serving with the Canadian Army in Holland, arranged for his parents to receive flowers for Christmas. It was the last thing they received from him—Arthur was killed two months later.

In February 1945, the Allies launched a great offensive, the Battle of the Rhineland that was designed to drive the Germans eastward back over the Rhine River. There would be two formidable thrusts: one by the Ninth U.S Army; and one by the First Canadian Army, strengthened by the addition of Allied formations. The resilient Germans had spent months improving their defences; winter rains and thaw had turned the ground into a thick, muddy quagmire; and the enemy fought fiercely to defend their home soil. During one month of fighting, the Canadians succeeded in clearing the Reichswald Forest, in breaking the Siegfried Line, and in clearing the Hochwald Forest. But victory came at a high cost—between February 8 and March 10, 1945, over 5,300 Canadians were killed, wounded, or captured.

On February 21, 1945, seven months after arriving in France, Trooper Arthur Everingham lost his life while fighting in Holland during the Battle of the Rhineland. His remains were buried on February 21 at a location recorded on the Army Field Service Card as “Holland Canadian Division Cemetery 320480 Hertogenbosch sheet 11 SW”.

At the end of February 1945, Earl and Beatrice in Sarnia received a telegram from Ottawa informing them that their son TRP ARTHUR CHARLES EVERINGHAM HAS BEEN KILLED IN HOLLAND WHILE WITH THE 4TH CABHQ SQUADRON.The official communiqué did not state how he was killed nor where.

In March 1945, Beatrice received the following letter from the Brigadier, Acting Adjutant-General:

Dear Mrs. Everingham:

            It was with deep regret that I learned of the death of your son, A117782 Trooper Arthur Charles Everingham, who gave his life in the Service of his Country in the Western European Theatre of War on the 21st day of February, 1945.

            From official information we have received, your son was killed in action against the enemy. You may be assured that any additional information received will be communicated to you without delay.

            The Minister of National Defence and the Members of the Army Council have asked me to express to you and your family their sincere sympathy in your bereavement. We pay tribute to the sacrifice he so bravely made.

Arthur Everingham was later officially recorded as Overseas casualty, killed in action, in the field (Holland). Just over two months after Arthur’s death, the war in Europe came to an end. In October 1945, Earl and Beatrice received a War Service Gratuity of $262.57 for the loss of their son.

In July 1946, the Colonel, Director of Records, for Adjutant-General wrote a letter to Beatrice. Following is a portion of that letter:

Dear Madam:

Information has just been received from overseas that the remains of your son, A117782 Trooper Arthur Charles Everingham, have been carefully exhumed from the original place of internment and reverently reburied in grave 15, row C, plot 16, of Nijmegen Canadian Military Cemetery, four miles South-East of Nijmegen, Holland. Marked map is enclosed. This is a recognized military burial ground and will receive care and maintenance in perpetuity.

The grave will have been marked with a temporary cross which will be replaced in due course by a permanent headstone suitably inscribed. While it cannot now be stated when this work of permanent commemoration will begin, before any action is taken you will be communicated with and an opportunity will be given you to submit a short personal inscription of your own choice for engraving on the headstone…

Arthur Everingham, 20, is buried in Groesbeek Canadian War Cemetery, Netherlands, Grave XVI.C.15. On Arthur’s headstone are inscribed the following words: UNTIL THE DAY BREAK AND THE SHADOWS FLEE AWAY.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Orval Evers was born in Kitchener, Ontario, on September 8, 1925, the youngest and only son of Charles Neil and Susan (nee Caesar) Evers. At some point the family moved to Oakwood Corners in Sarnia and later moved to Camlachie, Ontario. Charles (born in Williamsford, Ontario) and Susan (born in Bruce Peninsula) were married on December 31, 1906, in Wiarton, Ontario. Charles and Susan knew the joys and heartaches of raising a family. They had three daughters—Ruby (Snyder), Florence and Lorraine—and three sons. Unfortunately, Orval was the only son that survived—two died at a young age, one from diphtheria and the other died in infancy.

The Evers children were all raised and educated in Kitchener, before the family moved to Sarnia in 1942. Charles found work at Polymer (now ARLANXEO) when the rubber industry was opened that year. In his years at Kitchener Public School (1931 to 1939), Orval was an avid swimmer. Immediately after completing school, he worked as a press operator for three years from 1939 to 1941. In Sarnia, the Evers family lived at Oakwood Corners (Lakeshore Road and Colborne Road area), and Orval worked odd jobs between 1941 and 1942 before he found work as a press operator at Electric Auto-Lite Limited from 1942 to 1943.

Eighteen-year-old Orval Evers enlisted in the Royal Canadian Air Force on September 27, 1943, in London, Ontario. At the outbreak of World War II, the military set requirements for volunteers, one being that they had to be, at minimum, 18 years of age. For overseas service, the minimum age was 19. Orval stood five feet four inches tall, had blue eyes and brown hair, was single, and requested flying duties. He stated that his reasons for joining varied from wanting “more excitement” and “having relatives in the Air Force” to wanting “to go along with his friends.” He was residing at Oakwood Corner at the time, but recorded his permanent address as 507 Victoria Street, Kitchener. The recruiting officer commented that Orval was a “wiry youngster, very enthusiastic, [and] several of his relatives are with the service…good air-gunner material.”

From No. 1 Manning Depot in Toronto, Orval received his air training at RCAF Station Mountain View (Ontario), Debert, Nova Scotia; at No. 10 Bombing and Gunnery School (B&GS) in Mount Pleasant (P.E.I.); at No. 4 Aircrew Graduate Training School (AGTS) in Valleyfield, Quebec; and in Lachine, Quebec. The commanding officer at #10 B&GS wrote that Orval “Works hard, is very young, and quiet. Keen on Air Gunner course.”

Orval was awarded his Air Gunner’s Badge on April 21, 1944, and in late April-early May 1944, he spent a two-week furlough in Sarnia with his parents, family, and friends. Those whom he visited must have tacitly wondered whether they would ever see Orval again. Nine months after he enlisted, on June 16, 1944, Orval Evers embarked overseas from Halifax.

Evers was initially posted to #3 Personnel Reception Centre in Bournemouth, England, and then to #28 Operational Training Unit at RAF Wymeswold. In September 1944, Charles and Susan Evers placed an announcement in the Canadian (Sarnia) Observer stating that their son, Sgt. Orval Evers, who had been overseas for three months, was celebrating his 19th birthday somewhere in England. In late December 1944, Orval Evers became a member of RAF #514 Squadron “Nil Obstare Potest” (Nothing can Withstand), part of Bomber Command, with the rank of Pilot Officer-Air Gunner.

During the course of the war, one of this country’s most significant contributions was the approximately 50,000 Canadians who served with the RCAF and RAF in Bomber Command operations. Next to Britain, Canada was the largest contributor to Bomber Command, making up more than a third of all of Bomber Command personnel. The men who served in Bomber Command faced some of the most difficult odds of anyone fighting in the war.

On bombing missions over enemy territory, Orval’s job as either a mid-gunner or rear-gunner was vital, dangerous, and challenging. His crew mates affectionately called him “Shorty.” Wedged into a hydraulically powered turret, he was completely vulnerable to the enemy and to the elements. Inside his metal and Perspex cupola, and removed from the proximity of his crew members, he had no access to any heating system during the mission. Air crews recognized the position as “the coldest and loneliest place” during night operations. Adding to the discomfort and danger was the constant noise, the risk of hypoxia, buffeting winds, and the threat of shrapnel from the Germans’ anti-aircraft fire.

From the moment of take-off, Orval constantly peered into the black abyss of the night sky scanning it for enemy fighters. If he spotted an enemy fighter, he instructed the pilot to take evasive action, and if it was close enough, he engaged the enemy with the Lancaster’s .303 calibre machine guns.

No. 514 Squadron was a Lancaster bomber squadron that was formed at RAF Foulsham, Norfolk, on September 1, 1943. In November 1943, the squadron moved to RAF Waterbeach (known affectionately to the airmen as “the Beach”), in Cambridgeshire. Flying Avro Lancasters for the course of its two-year operational life, the squadron took part in 218 bombing raids and four mine laying missions. At war’s end, the squadron took part in two vitally important missions: Operation Manna, the low-level dropping of desperately needed food parcels for the Dutch; and Operation Exodus, a long series of flights to collect prisoners of war from France and Italy to repatriate them back to the U.K.

On May 3, 1945, Orval sent a telegram to his parents with news that his crew was part of a food drop to the Dutch. For Exodus missions, the normal Lancaster crew of seven was reduced by one (the bomb-aimer wasn’t required) and the aircraft was adapted to carry small groups of between 20 to 24 people. Bomber Command established collection airfields at Lubeck, Germany; Brussels, Belgium; and Juvincourt, France.

The war in Europe officially ended on May 8, 1945. VE Day was a time of rejoicing and relief as throughout the world, soldiers and civilians took to the streets to embrace, laugh, cry and party. Thousands more flocked to churches to rejoice, to remember and to honour, and to pray for the safe return of their loved ones. But in Europe, work still remained. Orval Evers had 11 flights to complete his tour of operations when VE Day was declared.

On May 9, only one day after VE Day had been declared, Orval Evers was part of a 6-man crew aboard

Lancaster Mark III aircraft RF230 (markings JI-B). Their Lancaster was one of 10 from #514 Squadron assigned to transport POWs from Juvincourt to England. Lancaster RF230 left RAF Waterbeach, England at 0726 hours for the approximately 500-kilometre trip to Juvincourt, France. The weather was excellent for flying that day.

After taking on 24 British Army personnel, former POWs, the return flight took off at approximately 12.15 hours from the Juvincourt airfield. Shortly after take-off, the Lancaster pilot reported problems with the controls and declared his intention to return to Juvincourt. Instead, he kept flying the Lancaster and within minutes was approaching Roye Ami Airfield, only 80 kilometres from Juvincourt.

Eyewitness accounts and investigators’ reports confirmed the following sequence of events as the Lancaster attempted to land.

The aircraft circled the Roye Ami airfield twice without losing altitude and with all its engines running. On the first approach, the pilot lowered the undercarriage and ordered the red Verey lights to be fired (indicating that they were experiencing problems). The pilot then ordered that the undercarriage be raised. The controller at the airfield then gave the Lancaster permission to land, but no reply was received. After getting no response, the controller fired the green Verey lights (indicating to the pilot that he had permission to land).

The Lancaster lowered her undercarriage again and headed southeast from the airfield. The bomber was flying slowly on her final turn as she made her second approach to land. Then, inexplicably and tragically, the Lancaster dipped into a vertical bank to port with her nose up before going into a flat spiral and levelling out just above some trees. The aircraft lost altitude and crashed into the ground, bursting into flames. The time was 12:26 hours. The aircraft had flown 69 kilometres (43 nautical miles) and had been in the air for just 11 minutes. All 30 men on board the Lancaster were killed instantly.

The main body of the aircraft, the fuselage, split in two upon impact. The aircraft, from her nose to her centre, was completely burnt out. The rear of the aircraft broke away and was flung clear of the burning wreckage. Rescue parties recovered 12 bodies from the rear portion of the fuselage.  

One week after VE Day, Charles and Susan Evers in Sarnia received a telegram from Ottawa informing them that their son FLIGHT SERGEANT ORVAL CLARE EVERS HAS BEEN REPORTED MISSING BELIEVED KILLED AS A RESULT OF FLYING OPERATIONS ON MAY 9.The message gave no further information.

At the end of May 1945, Air Vice Marshal H.L. Campbell confirmed the report that their son was killed on active service in this letter to the grieving parents:

Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your son lost his life during flying operations on May 9, 1945. His body has been recovered together with five other members of the crew and twenty-five passengers. Among the crew members were two others as well as your son, who belonged to the Royal Canadian Air Force. They were Flying Officer Ray Bertram Hilchey, whose next-of-kin is his father, S.B. Hitchey, of 108 Lawrence Street, Halifax, Nova Scotia, and Flt. Sgt. Robert MacPherson Toms, whose next-of-kin is his father, Edward Toms of 77 Botwood Road, Grand Falls, Newfoundland.

The cause of the crash remains a mystery. The interpretation of the evidence from the inquiry included several observations and speculations: that for some undiscovered reason, the pilot decided something was wrong and prepared to make an emergency forced landing at the nearest airfield; that a number of the passengers had moved to the rear of the fuselage (nearest the door) while the aircraft was in flight; that the pilot immediately found the aircraft to be dangerously tail heavy and decided there was something wrong; that it was presumed the pilot prepared to make a forced landing at the nearest airfield; that the pilot was on his final turn in to his approach and, when he put the flaps fully down, that it was physically impossible for him to hold down the nose of the aircraft; that this action resulted in a stall and subsequent spiral; that none of the engines were under power when it hit the ground, crashing into the middle of a wood E.S.E. of the runway.

The Base Commander (R.A.F. No. 33 Base) concurred that the accident was caused by some of the passengers proceeding to the rear of the aircraft, but considered it doubtful whether this was the initial reason for the decision to make a forced landing. He believed that if the pilot, an experienced Lancaster pilot, had found the aircraft dangerously tail heavy, he would have had time to instruct the passengers to move forward. He believed that it was more likely that there was some other undiscovered reason for the decision to make a forced landing, and when the passengers—who up to that time may have been properly positioned—realizing that there was something wrong, had reacted naturally by gathering farther to the rear of the aircraft and nearer the door.

Orval Clare Evers was later officially recorded as Previously reported missing as a result of a flying accident, now reported killed, overseas (France). Perishing with Pilot Officer-Air Gunner Orval Evers, were air crew members: Pilot Donald Beaton (RAF); P/O Robert Macpherson Toms (Newfoundland); F/Os Ray Bertram Hilchey (Nova Scotia); WOP John Goodworth Brittain; and FS. Alfred McMurrugh (RAF). The 24 British Army passengers killed were Sgt. Ronald Arthur Adams, Pte. Thomas Anderson, Pte. William Leonard Ball, Pte. Samuel James Bayston, Cpl. Emanuel L. Belshaw, Pte. Roland Albert Betton, Lt. Patrick Archibald Tomlin W.B. Campbell, Pte. Ronald Ernest Clark, Pte. Walter Croston, Gnr. Alfred James Spencer Crowe, Fus. Harold Cummings, Pte. Richard

Danson, Rfn. Thomas James Edwards, L.Cpl. George William Franks, Gnr. A.N. Labotske (South African Army), Pnr. W.L. Lindheimer, Pnr. Mordhai Maschit, Fus. Owen Parkin, Gdsmn. James Arthur Roe, Lt. Eric Thomas Theodore Snowdon, Cpl. Albert George Thompson, Pte. Ralph Turnbull, Capt. Robert Worsley Wheeler, and Pte. Patrick Yates.

In late May 1945, a Pentecostal Church in Kitchener was the site of a memorial service to honour Flt. Sgt. Orval Evers. In September 1945, Charles and Susan Evers in Camlachie received a War Service Gratuity of $278.85 for the loss of their only son.

Nineteen-year-old Orval Evers is buried in Clichy Northern Cemetery, France, Plot 16, Row 12, Coll. Grave 7-18. On his headstone are inscribed the words WE CANNOT, LORD, THY PURPOSE SEE BUT ALL IS WELL THAT’S DONE BY THEE.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

More information on this soldier is available in

Valour Remembered: Sarnia-Lambton War Stories by Tom Slater and Tom St. Amand