World War II Fallen: I-L

Jay Johnston was born in London, Ontario, on May 30, 1922, the youngest son of John Eugene and Florence (nee Goulder) Johnston. John (born Granby, Quebec) and Florence (born Laurence Station, Ontario) were married in Toronto on July 18, 1913. John Johnston’s work as a custodian with a local school board supported Florence and their three children: Jay; Robert Eugene, who was eight years older than Jay; and one daughter, Victoria Eloise. When Jay was two years old, his family moved from London, Ontario, to Sarnia. They lived initially at 115 South Vidal Street and later 332 Confederation Street.

Sadly, for parents John and Florence, their union had been an unhappy one and they ended up divorcing. Their three children—Eugene, Eloise, and Jay—lived with their father. Florence passed away in 1936 at the age of 50, but John had, according to his grandson, “pretty well raised the children on his own.”  

All three Johnston children attended Sarnia schools. From 1928 to 1935, Jay was at Durand-Lochiel Street and George Street Elementary Schools. He then attended Sarnia Collegiate Institute in 1935 and graduated in June 1940. Jay was very active young man in many areas. He loved playing sports, especially rugby, hockey, baseball, and swimming, and his hobbies included stamp collecting and electricity. Jay was also a member of the Sarnia Cadet Corps for five years with whom he attained the rank of sergeant, and where he completed a technical electrical course. As a student, Jay worked to help support his father and siblings—he worked at Devine Street School as a caretaker’s helper from 1934 to 1940, and for Mr. Ede at a Sarnia Meat Market as a parcel boy on weekends during 1939.

At the age of 17 years and eight months, Jay Johnston first applied to join the Royal Canadian Air Force in London, Ontario, in January 1940. He was refused and told to return when he was 18. He did so on October 8th, 1940, when he was four months past his 18th birthday. 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. 

Jay stood five feet eight inches tall, had blue eyes and dark brown hair, was single, had just graduated from high school, and was residing with his parents at 115 Vidal Street South at the time. He requested flying duties, with a preference to be an air gunner. His plan for after the war was to go to Radio College.

In October 1940, Jay moved from the Recruiting Centre in London, to #1 Manning Depot in Toronto, and then to RCAF Station in Rockcliffe. He received his air training at #1 Initial Training School (ITS) in Toronto; at #12 Elementary Flying Training School (EFTS) in Goderich; at #3 Wireless School (WS) in Winnipeg; at #2 Bombing and Gunnery School (B&GS) in Mossbank, Saskatchewan (where he was awarded his Air Gunners Badge on September 29, 1941); and at #31 Operational Training Unit (OTU) in Debert, Nova Scotia. An instructor had assessed Jay as being a “cool, steady, reliable type of airman.” In December 1941, he became a member of the RCAF #10 Squadron, part of Eastern Air Command, stationed on the east coast of Canada (at Halifax, Dartmouth, and Gander, Newfoundland).

RCAF #10 Squadron, nicknamed the “North Atlantic Squadron”, was primarily used in a bomber reconnaissance and anti-submarine role on the Atlantic coast of Canada and Newfoundland. The squadron flew Westland Wapiti, Douglas Digby and Consolidated B-24 Liberator aircraft.

In November 1942, his widowed father John in Sarnia received the news that Jay had been promoted from the rank of pilot officer to flying officer. Jay later attained the rank of flying officer, wireless operator/air gunner with RCAF #10 North Atlantic Squadron.

War affected other members of the Johnston family. Eugene, Jay’s older brother, had enlisted in the army at the outset of war in September of 1939 and became a sapper with a Western Ontario infantry unit of the Royal Canadian Engineers. One year after Jay’s enlistment, in early December of 1941, Eugene had been overseas for more than a year, while Jay was stationed at an eastern command. Eugene survived the war but, according to a relative, his life was never the same after his wartime experiences.

In November 1943, Jay’s sister, Eloise, married Michael Paithouski, who served in the Royal Canadian Naval Volunteer Reserve, as a petty officer stoker. In November 1944, Michael Paithouski and the entire crew of 91 men on the corvette HMCS Shawinigan lost their lives when a U-boat torpedoed the ship in the Cabot Strait.Michael Paithouski’s story is included in this Project.

On September 15, Jay Johnston and his Liberator crew flew to Reykjavik, Iceland, after safely escorting HMS Renown mid-way across the Atlantic. It had been an important assignment: unknown to many, and especially to the German navy, British Prime Minister Winston Churchill had been aboard the Renown and was heading home to England from Quebec City. A few weeks earlier, Churchill had met U.S. President Roosevelt at the highly secret First Quebec Conference hosted by Canadian Prime Minister Mackenzie King.

After leaving Reykjavik for the return flight to Gander, the crew spotted a surfaced German submarine southwest of Iceland. In early October 1943, John Johnston in Sarnia learned from R.C.A.F. Headquarters how Jay and his flying-boat crew engaged and emerged the victor in a running battle with the surfaced U-boat. The R.C.A.F. also reported that the submarine battle was one of a series of six running fights with subs in which the famous North Atlantic Squadron had recently engaged in.

In that mid-September battle, when the crew of surfaced German submarine U-341 started firing her guns at the approaching Liberator, Jay shouted a rallying cry into the communication phone to his crew mates: “The natives appear to be hostile…let’s give them HELL.”

The bomber counter-attacked U-341, but her first pass was too high. The U-boat commander was confident that his sub had the firepower to destroy the Liberator, so gave no order to submerge. On the Liberator’s next pass, she approached at a low level and dropped six depth charges in what one member of the crew described as a “perfect straddle”. The bow of the sub was tossed clear of the sea and smothered in depth-charge “blossoms”. Four more charges were dropped as the sub started sinking, with no further forward motion. Shortly after, air bubbles rose for some time and a large oil slick appeared on the surface several hundred yards wide. Some debris was also seen. Flak from U-341 had torn a hole in the Liberator’s wing tip, but that was all the damage the bomber sustained. Aboard the successful flying-boat, besides Jay, were Flt. Lt. Robert Fisher; WO2s James Lamont and J.A. Barabanoff; and Sgt. E.M. Finn.

In mid-October of 1943, Jay Johnston had advised his father back home that he was to start a leave on

October 19, and that he would be back home in Sarnia a few days after that.

On October 19, 1943, B-24 Liberator aircraft #3701H (“Harry”) was scheduled to take flight en route from Gander, Newfoundland, to Mont Joli, Quebec, a city on the south shore of the St. Lawrence River. Aboard the B-24 Liberator would be her six RCAF crew members and 18 passengers, all members of the RCAF, returning to an Eastern Canada base from Newfoundland on leaves. Among the passengers were Jay Johnston and his four fellow crew mates who, one month earlier, had destroyed U-341.

B-24 “Harry” was one of four Liberator anti-submarine aircraft purchased from the United States Army Air Force (USAAF) in September 1943. The USAAF used them against German U-boats; however, when the RCAF obtained them, they were used for training and general transport due to their poor condition.

On the 19th, powerful and swirling winds swept sheets of thick snow across the runways all day, forcing air control to ground all flights out of Gander. After being grounded for most of the day, the weather cleared enough for authorities to permit air crews to fly. Late that night, at 22:16 hours, Liberator #3701H departed Gander with 24 airmen aboard for a “routine” flight on a direct path for Mont-Joli. Based on records available, the plane was tracked as being directly on her flight path up to 00:20 hours (12:20 a.m.) on October 20—nearly three hours after take-off.

But the weather over Mont-Joli was not ideal for landing. At 01:45 hours, the crew requested permission to land at Mont Joli but were denied as the runways were closed due to the poor weather—heavy snowstorms had closed the runways. They were instructed to proceed to Rockcliffe Airport northeast of Ottawa or to Dorval Airport, 20 kilometres west of Montreal.

At 02:00 hours, the crew of “Harry” contacted the tower at the Mont-Joli airfield and advised controllers they were proceeding to the alternate landing field at Dorval. Flying in pitch darkness, the crew of “Harry” also had to contend with high winds and poor visibility from a mixture of rain and snow. The flight should have taken under two hours, but somewhere en route to Dorval the Liberator disappeared. Besides a call for help radioed to another aircraft flying near Grand-Mere some 250 miles west of Mont Joli, nothing further was heard from the aircraft. At 03:45 hours, an hour-and-a-half after her scheduled arrival time at Mont-Joli, and around her scheduled arrival time at Dorval, efforts were made to contact “Harry” on radio, and to listen for signals from the aircraft, but nothing was heard.

With the Liberator being reported overdue and missing, the RCAF launched a massive air search along the planned flight path; however, despite over 725 sorties between October 20 and November 26, no trace of the aircraft was found. Even though villagers in St. Donat reported hearing an aircraft and the sound of a crash that night, it was dismissed by the military authorities who had already concluded that the Liberator was lying somewhere on the bottom of the St. Lawrence River.

In Sarnia, beginning on October 20 and for a few days after, the Johnston family anxiously awaited Jay’s arrival home for his scheduled leave. Several days later, John received a telegram from air force headquarters in Ottawa informing him that his son FLYING OFFICER JAY S JOHNSTON WAS MISSING AFTER AIR OPERATIONS.The message gave no details of the operations in which his son was engaged when reported missing, but it said that further information would be forthcoming.

John considered that his son might have been one of the 24 personnel on board the four-engine Liberator which had been reported missing—and possibly had crashed in the St. Lawrence River. He clung to the hope that Air Force Headquarters would send him encouraging news. It was not to be.

After 10 days of anxious waiting and personal turmoil, John’s hopes were shattered by an announcement from air force headquarters in Ottawa on October 30th. It was the worst news possible. Jay Johnston was on the list of 24 RCAF members who were recorded as Officially reported missing somewhere in Canada. All 24 RCAF members who were aboard the Liberator lost their lives in crash.

In June 1944, Flying Officer Jay S. Johnston who, at the time, was still reported as “missing”, was mentioned in dispatches in connection with the King’s birthday honours list. A press release by the R.C.A.F. said that Flying Officer Johnston earned the award while a wireless operator-air gunner in the Eastern Air Command. He was the only Sarnian in the list of several hundred Canadian servicemen. Two former Sarnia residents were also on the list. The first was Windsor-born Sergeant Major Charles Webb who was living on College Avenue. Webb, an employee at Sarnia General Hospital and an active member of the local Canadian Legion, was made a member of the Most Excellent Order of the British Empire. Also recognized was Brigadier A.C. Spencer, of London, formerly with the engineering department of Imperial Oil Company in Sarnia. He was made a Commander of the Most Excellent Order of the British Empire.

On August 2, 1944, John Johnston on Confederation Street, received the following letter from the Air Marshall, Chief of the Air Staff:

Dear Mr. Johnston:

            I have learned with deep regret that your son, Flying Officer Jay Syver Johnston, is now for official purposes presumed to have died on Active Service on October 20th, 1943. 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 thus be terminated and I would like you to know that his loss is greatly deplored by all those with whom your son was serving.

The fate of Jay Johnston was later officially recorded as Previously reported missing in flying accident, now for official purposes, presumed dead, overseas (Newfoundland). He received an award: Mentioned in Dispatches. In April 1946, his widowed father John received a War Service Gratuity of $651.13 for the loss of his younger son.

Perishing with Flying Officer-Wireless Operator/Air Gunner Jay Johnston were crew members F/O. Stephen Andrew Sanderson; F/L Joseph Alfred Poirier; Sgt. William Gordon MacNaughton; WO.s Joseph Alexander Barabonoff; Jacob Silverstein; and P/O Robert William MacDonald; and passengers WO.s Wilfred Howlett; Franklin Elwood Jenkins; Cpls Harold David Beattie; Ronald Douglas Marr; Howard Kenneth Hambly; Alec Clare Johnston; P/O. James Lamont; LAC.s Charles Laurie Dynes; Guy Ridgewood Patterson; Albert James Radcliffe; Edwin William Read; Sgts Franklin Hicks Elliot; Eric Morgan Finn; Joseph Achille Veilleux; FS. Raymond Frank Ware; F/L. Robert F. Fisher; and Sgt. Stanley Albert Wood.

The whereabouts of the doomed Liberator remained a mystery until almost three years had passed. On June 26, 1946, a plane was making an aerial search for another lost aircraft in the Laurentian Mountains. The pilot noticed a glint of reflected sunlight from a metallic object near the summit of an 890-metre-high foothill of Black Mountain (Montagne Noire). He flew lower and saw what he thought were the characteristic twin fins of a Liberator lying in a heavily treed area.

The nearest community was St. Donat, Quebec, a village 30 kilometres northeast of Black Mountain. That same day, a search party comprised of an RCAF flight lieutenant, a team of soldiers and local volunteers, blazed a trail up through the rugged terrain. The forest was so dense and the terrain so rugged, that they relied on an observation plane to guide them in the direction of the wreckage. Many hours later, at approximately 50 metres below the summit, the search party discovered the scattered wreckage of Liberator #3701H. Amidst the twisted and crumpled remnants of the aircraft were the bodies of the 24 RCAF men still inside the burnt wreckage of the fuselage. The only personal effects the search party found that day were an officer’s cap, a bottle opener, and a rabbit’s foot.

It was determined that at some time in the early morning hours of October 20, the Liberator had ploughed through 30 metres of thick trees on the mountainside before it slammed into the base of a seven-metre-high rock cliff. Aviation experts speculated later that a mix of snow and rain and foggy conditions, a mapping error, and an improperly calibrated altimeter contributed to the crash. According to the RCAF flight lieutenant—and confirmed later by coroners—all crew members were killed on impact.

Owing to the harsh and remote mountainside as well as the fact that only three of the bodies could be positively identified, authorities decided to bury the remains of the 24 men at the crash site. On July 3, 1946, a funeral and burial were held near the crash site on Black Mountain, with religious services conducted in the Catholic, Protestant and Jewish faiths. Friends and family members of the crew and passengers, along with many members of the RCAF, attended the ceremony. A memorial cairn with an attached plaque was erected at the crash site, and 23 white crosses and one Star of David marked the final resting place of the 24 RCAF airmen.

Jay’s father, John, and sister, Eloise, could not afford to make the official funeral and burial, but they did visit his grave in the early 1950s. Accompanying them was Mike and Eloise’s son, John, who was only seven or eight years old at the time (recall—Mike Paithouski was part of the crew of HMCS Shawinigan who all lost their lives in November 1944). They hired a guide to help them navigate the long and arduous climb.

John remembers that when his grandfather and his mother saw Jay’s grave “it was very emotional but just seeing my uncle’s final resting place provided a real sense of closure for them. They never stopped talking about Jay for the rest of their lives—he was a legend and a hero to them and to me—but seeing his grave helped them cope with their loss.” John also remembers that remnants of the plane had been piled together, and that on the descent their guide got lost and they had to be rescued.

The bodies of the fallen airmen remained at the crash location until 1985 when the Commonwealth War Graves Commission ordered that the men’s remains be disinterred and reburied in a mass grave in the parish cemetery in the village of St. Donat, Quebec. Inscribed on a memorial near the grave are these words:

TO THE GREAT HEIGHTS, O LORD,

THROUGH DIFFICULT PATHS

THINK NOT OF US AS LOST WE WHO HAVE FLOWN

ON PAST THE TUMBLED BLACKNESS OF THE SKY

THINK ONLY OF THE GOAL—FOR WE HAVE FOUND IT

TO GO INTO THE LIGHT IS NOT TO DIE.

Today, an 11-kilometre hiking trail leads to the crash site. Visitors to the Black Mountain site can still find the memorial cairn, erected in the crews’ honour, a monument honouring the victims, commemorative plaques, scattered pieces of the Liberator, and the 23 white crosses and one Star of David enclosed by white picket fences.

Based on the number of lives lost in this tragic mishap, the crash of Liberator #3701H was the worst accident in Canadian military aviation history.

Twenty-one-year-old Jay Johnston is buried in St. Donat Catholic Cemetery, Quebec, Coll. Grave Lot GE 34. On the Sarnia cenotaph, his name is inscribed as J.S. Johnson.

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

Russell Jolly was born in Sarnia on January 5, 1925, the son of Stuart Thomas and Jane “Jennie” (nee Chaytor) Jolly, of 436 South Russell Street, Sarnia. In 1921, Stuart Jolly, age 20, (born Oct. 1, 1900 in Plympton Township) was living with his parents and seven siblings at 261 Tecumseh St., Sarnia, and was working as a baker. In 1921, Jane Chaytor, age 17, (born January 1903 in Lynedoch, England) was living with her parents and four siblings at 115 Shepherd St., Sarnia, and was working as a saleslady at a bakery. The Chaytor family had immigrated from England to Canada in 1907.

On November 12, 1923, Stuart Jolly, age 23, married Jane Chaytor, age 20, in Sarnia. Stuart and Jane had four children together: James Albert (born 1924), Russell (born 1925), Orville Ralph (born 1928), and Lois Maud (born 1941). Orville Jolly would go on to become a career soldier who also served in the Korean War.

Russell Jolly attended Sarnia public schools and, in 1942, was a student at Sarnia Collegiate for one year. He left school at the age of 17 and then worked as a baker for one year at the Canadian Bread Company until he enlisted in the summer of 1943. His brother, James, also enlisted at some point and became a member of the Royal Canadian Air Force where he served as a leading aircraftman.

On July 2, Russell Jolly, age 18, enlisted in the Canadian Army 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. Russell stood five feet nine-and-a-half inches tall, had brown eyes and brown hair, was single, and was living at home with his parents at the time. His plan for after the war was to return to Sarnia and the Canadian Bread Company, who had assured him of a job on his return.

From #1 District Depot in London, Russell received his army training at #13 Basic Training Centre (BTC) in Listowel, and then at A-29 Canadian Infantry Training Centre (CICTC) in Ipperwash, where he obtained qualifications in a 3” mortars course. In January 1944, he was then transferred to #1 Training Brigade in Debert, Nova Scotia.

Private Russell Jolly embarked overseas bound for the United Kingdom on March 6, 1944, where he immediately continued his training with the #2 Canadian Infantry Reinforcement Unit (CIRU). Three months later, on June 1, 1944, he prepared to embark from the U.K. as a member of the Highland Light Infantry Rifles. Only days later, with the rank of private-rifleman, he crossed the English Channel with the Royal Winnipeg Rifles (RWR), Royal Canadian Infantry Corps (RCIC). Russell Jolly’s first taste of action against the enemy was on Normandy Beach on June 6, 1944—D-Day.

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.

The Allied invasion of France, code-named Operation Overlord, began with the largest seaborne invasion in history. After crossing the English Channel, Allied forces, that included approximately 156,000 soldiers, landed on the fortified and heavily-defended coast of Normandy in five zones: Gold Beach (U.K.); Sword Beach (U.K. and France); Utah and Omaha Beaches (U.S.A); and the middle beach, Juno Beach (Canada).

Juno Beach covered an area of approximately eight kilometres, and the Canadian assault was divided into two sectors—“Mike” (on the right) and “Nan” (on the left). Approximately 14,000 Canadian soldiers stormed Juno Beach on D-Day. Around 3000 Canadians would be in the first landing group, led by four regiments—in the “Mike” sector were the Royal Winnipeg Rifles, the Regina Rifle Regiment, and a company of the Canadian Scottish Regiment.

As the first wave approached the beach, during the final 80 to 90-minute run-in, each Landing Craft Assault transport carrying 25-35 men apiece, pitched wildly, dropping and rising repeatedly, as cold water sloshed over the steel sides drenching the men. Above their heads were the ear-shattering sounds of the Allied naval guns bombarding the enemy in an attempt to neutralize them. In the final minutes, vomit rolled in the pitching crafts, foam-flecked geysers erupted from the sea as enemy shelling crashed down, and bullets pinged off the steel hulls. As the ramps at the front of each boat dropped, men descended into a maelstrom of mortar and machine-gun fire. 

At 7:49 a.m., two lead companies of the Royal Winnipeg Rifles, with a company of the Canadian Scottish, waded ashore on their sections of Juno beach, known as “Mike Red” and “Mike Green”, only to find the enemy defences on the west side were unscathed by the preliminary naval and air bombardments. The RWR’s war diary noted that “The bombardment having failed to kill a single German soldier or silence one weapon, these companies had to storm their positions ‘cold’ and did so without hesitation… Not one man flinched from this task.” The 29-ton Sherman tanks of the 1st Hussars were delayed and landed about 20 minutes after.

In “Mike” sector, this first wave faced a torrent of enemy fire, from MG-42 machine guns, rifles, mortars, and anti-tank guns. The infantrymen were ordered to clear the beach as quickly as possible, but many never had a chance to set foot on dry soil. They were gunned down as the landing craft doors dropped, their bloodied bodies hurled backwards. Others took only a few strides onto the sand before a bullet found them. Storming into the face of sweeping machine-gun fire, some went to the ground and dug; others crawled through the sticky sand; most continued forward firing and throwing grenades, looking for gaps in the barbed wire that was up to 10 metres deep in places. Supported by Hussars tanks, the infantrymen surged forward, overcoming the German resistance and snuffing out the last of the enemy about 10:30 a.m.

As the day continued, guns of the Royal Canadian Artillery were quickly put ashore; the Royal Canadian Army Medical Corps treated the wounded; the Royal Canadian Engineers blasted paths through enemy obstacles; and the Royal Canadian Corps of Signals ensured smooth communications. Around 10:30 a.m., the Canadians exited the beaches, moving into the surrounding French towns that were occupied by the Germans. Reserve companies and more battalions spearheaded the attack inland, dealing with enemy snipers, mines, and pockets of resistance in slow and vicious fighting.

The objective of the Canadian forces on D-Day was to capture the city of Caen, 22 kilometres from Juno Beach. By the end of the day, the Canadians had advanced farther inland than any other Allied formation – to a depth of 11 kilometres.

On June 6, the Royal Winnipeg Rifles (RWR) suffered 128 casualties, of which 35 were killed or died of wounds. The town of Putot-en-Bessin was part of the objective of the 7^th Canadian Infantry Brigade on June 7 (the brigade included battalions of the RWR, Regine Rifle Regiment, and the Canadian Scottish Regiment). Setting out around 06:00 hrs, the Canadians met only light resistance from the Germans. At noon, the RWR reached Putot-en-Bessin.

On June 8, the Germans launched bloody counter-attacks and succeeded in driving the Winnipeg regiment outside of Putot. Three RWR companies were overwhelmed and came close to being wiped out. The following is from C.P. Stacey’s book Official History of the Canadian Army in the Second World War: Volume III: The Victory

Campaign;

Like their counterparts at Authie, however, Mohnke’s troops [Mohnke was an SS commander of a Panzergrenadier Regiment] were openly disdainful of the heavy Canadian fire and just kept on coming, moving forward recklessly, arrogantly, inexorably. By late morning, they were being supported by a battery of self-propelled artillery, which pummelled the Winnipeg’s positions under the weight of a thundering barrage. Still more difficulties ensued when the Germans successfully infiltrated a number of small parties into Putot itself. From strongholds in private homes and behind ruined buildings, the SS troops sniped at and rained down mortar shells on the Canadian positions, inflicting many casualties and wreaking havoc with the Winnipegs’ attempts to get more ammunition to their beleaguered forward units. Things got so bad that even the Winnipegs’ headquarters was under siege for part of the day.

At 20:30 hrs, the brigade countered with a battalion of Canadian Scottish Regiment, tanks from the 1^st Hussars, and part of the Cameron Highlanders of Ottawa. By 21:30 hrs the objective had again been achieved and Putot was back in Canadian hands. In total, the Royal Winnipeg Rifles had 256 casualties at Putot, 105 of them killed (some murdered after their capture).

Russell Jolly’s war overseas against the enemy was a short one. He lost his life only two days after the D-Day landings, on June 8, 1944, during the initial stages of the Battle of Normandy. Russell Jolly’s remains were buried on June 16, 1944, at a location recorded on the Army Field Service Card as “MR 904727 Putot-En-Bessin North East Side of road, Graves number from South West to North East Thaon, France”.

On June 24, 1944, Jane Jolly received the following telegram from the Director of Records about her son: MINISTER OF NATIONAL DEFENCE DEEPLY REGRETS TO INFORM YOU THAT A107229 PRIVATE RUSSELL EARL JOLLY HAS BEEN OFFICIALLY REPORTED KILLED IN ACTION EIGHTH JUNE 1944 STOP IF ANY FURTHER INFORMATION BECOMES AVAILABLE IT WILL BE FORWARDED AS SOON AS RECEIVED.

In early July 1944, Jane received the following letter from the Major-General, Adjutant-General:

Dear Mrs. Jolly:

            It is with deep regret that I learned of the death of your son, A107229 Private Russell Earl Jolly, who gave his life in the Service of his Country in France, on the 8th day of June, 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.

Russell Jolly was later officially recorded as Overseas casualty, killed in action, in the field (France).

In early March 1945, Private Russell Jolly along with First Class Stoker Wallace Horley (included in this Project), were honoured at a memorial service at Devine Street United Church. Both men had been members of the congregation and both had died recently while on active service. In July 1945, Russell’s parents received a War Service Gratuity of $112.64 for their loss.

The Director of Records, for Adjutant-General, wrote the following letter to Jane Jolly in early September 1947: I am forwarding herewith a photograph of the grave and marker over the burial place of your late son, A107229 Private Russell Earl Jolly, the location of which is grave 15, row C, plot 5, Bretteville-sur-Laize, France. Any errors appearing in the inscription will be corrected when the permanent headstone is placed.

The citizens of Putot-en-Bessin have never forgotten the heroism of the fallen Canadians. A memorial in the town pays tribute to them. A plaque on the memorial has these words: This monument is dedicated to the memory of the Canadian soldiers of the Royal Winnipeg Rifles and to all other Canadian combatants who played a part in the liberation of Putot en Bessin on June 7 1944. One wall of the memorial, titled “To Our Liberators”, has the names of 109 men of The Royal Winnipeg Rifles, including Russell Jolly, who gave their lives to liberate the town.  

Nineteen-year-old Russell Jolly is buried in Bretteville-Sur-Laize Canadian War Cemetery, Calvados, France, Grave V.C.15. On his headstone are inscribed the words IN THE GARDEN OF MEMORY WE MEET EVERY DAY. SLEEP ON, DEAR SON, TILL WE MEET AGAIN.

Russell’s mother, Jane, died in September 1963, and father, Stuart, died in December 1989. Both are buried together at Lakeview Cemetery in Sarnia.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Glyndwr “Glyn” Jones was born in Bargoed, Glamorgan, South Wales, on June 1, 1921, the youngest son of David John and Annie Jones, of 224 Cromwell Street, later 114 ½ North Christina Street, Sarnia. David and Annie Jones were married in Merthyr, South Wales, on August 20, 1901. The Jones were blessed with eleven children that included eight sons—Thomas, David, James, John, William Benjamin, Oliver, Edward, and Glyn, the youngest son; and three daughters—Mary Ann, Ester, and Nancy. The children referred to their indomitable mother as “Mam”. They were a tightly-knit family that knew heartache.

Mam had lost another child, her twelfth, at birth. And in 1911, another son, William, died at the age of two. Fifteen years later, tragedy struck again when the patriarch of the family, David, a coal miner in South Wales, was killed in a mining accident in March 1926. He was only 49 and the family had not only lost their head of the house, but also lost its principal source of revenue. Glyn, the second youngest, was only five years old when he lost his father. The five eldest Jones boys—Thomas, David, James, John, and William Benjamin—worked for a time in the same coal mines in South Wales as their father had. “Mam” was left to raise ten children on her own, becoming the central figure of the family for the rest of her life.

By 1929, the Jones family had a strong interest in emigrating either to Australia or to Canada. Both countries offered inducements to prospective immigrants; for example, Canada (touted as “the country flowing with milk and honey”), offered assisted passage and free land (160 acres) per family. The land was located in the Peace River area of Alberta, an area that the Government was interested in opening up. In the final analysis, “Mam” Jones decided on Canada, after discovering that it typically took six weeks by ship to reach Australia. The trip to Canada was just one week. On the advice of their travel agent, the large family moved in two groups. More significantly, it was also pointed out that their background was hardly suitable to pioneering in northern Alberta, so they were urged to change their plans and to settle in Ontario.

In April 1929, the first family group, comprising David, William Benjamin, and Mary Ann, along with the latter’s husband, David, and their son, immigrated to Canada. They arrived in Halifax aboard the Ansonia, before boarding a train to Toronto. They made their way to Forest, where a government agent arranged their placements on farms in the area. William Benjamin was the exception. He went to Guelph to work to work on a government farm. Before long, the whole initial group had relocated to Thedford where they resided and worked on farms. The rest of the Jones family, including eight-year-old Glyn, came to Canada in November 1929, also aboard the Ansonia. They arrived in Quebec, then took a train to Toronto, before having to take a taxi to Thedford (all eleven of them).

The entire Jones family was reunited in Thedford where they resided for four years. While working on farms in and around Thedford, they became involved in singing, performing at churches, social events, and in competitions. Most of the family moved to Sarnia in 1933, and the rest followed by 1936. “Mam” Jones and many of her children resided on Cromwell Street and later 114 ½ N. Christina Street. By 1938, a few of the Jones family had returned to Wales and England. Among them were oldest brothers Thomas (and wife Mary Ann); David (and wife Catherine); and oldest sister Mary Ann (and husband David and their two children). Mary Ann and her family returned years later to Sarnia. As did Thomas in 1978, now a widower, with his daughter and son-in-law.

The Jones family kept growing because all of Glyn’s siblings married and had children: Thomas to Mary Ann (nee Davies, in England); David to Catherine (nee Davies, in 1932, sister of Mary Ann); James to Beatrice (nee Bailey, in 1932); John to Margaret (nee Bridger); William Benjamin to Ada (nee Brown, in 1935); Oliver to Ilene (nee Kearney); Edward to Josephine (nee Blondin-later divorced, and then to Marjory, nee Willick); Mary Ann to David John Jones (in England); Ester to George Andrew (in 1941-later deceased, and then John Sygrove, 1947); and Nancy to Walter Irvine (in 1945). Glyn had many nieces and nephews and after the war, his brother, John, who was married to Margaret, had five children. They named one of their two sons Glyn, in his honour.

Glyn was not the only family member affected by World War II. Glyn’s brother-in-law, George Varnum Andrew, who was married to Glyn’s sister, Ester, became a Pilot Officer in the Royal Canadian Air Force. In December 1943, on his 22nd mission, George Andrew’s Lancaster bomber was lost during night operations over Germany. [Note: George Andrew’s story is included in this Project]. Ester later remarried, to John Sygrove, who had served in the navy. After the war, Glyn’s sister Nancy married Walter Irvine, who had served in the Air Force. Glyn’s brothers Oliver and Edward both served during the war— Edward in the army and Oliver in the navy.

After leaving farm life behind, Glyn’s brother Oliver Jones got a job sailing the Great Lakes on a passenger ship, the SS Noronic, where he worked until the outbreak of war. Oliver enlisted early in 1940 and served in the Royal Canadian Naval Volunteer Reserve (RCNVR), as an able seaman. Twice while on convoy duty in the North Atlantic, he was aboard ships that were torpedoed by German U-boats. Oliver was in the local news just over a year prior to Glyn’s death. He had given an interview to the Sarnia Observer in May of 1941 describing some of his experiences. The young sailor, who had worked for some time at the Sarnia General Hospital before signing up with the RCN, was home on “survivors’ leave” at that time, visiting his mother, Annie.

In March 1941, Oliver was assigned to a ship to take charge of an anti-aircraft gun crew. The ship on

which he was serving, part of a convoy heading to England, was sunk in the North Atlantic by a German

submarine. He described how on a calm, moonless, starless night, with a moderate snow falling, several of the ships

in the convoy were attacked, with one bursting into flames. His ship was hit and sinking when the captain and men took to the lifeboats. They could see the burning ships, but the rest of the convoy had scattered as the attack started.

They drifted for three hours before being picked up by a British destroyer. Not long after, they located the position of

the “sub”, dropped depth charges and the sub rose to the surface to surrender. Seaman Oliver Jones described the crew members as Decent young fellows, the captain was about 22 and the men were all much younger, about 15 or 16.

Oliver also described how prior to returning to Canada, he was on duty on the anti-aircraft gun at a barracks in Glasglow during the heaviest German air raid staged on the Clyde River port up to that time. It was a terrible sight, he recalled, describing a falling German plane as a ball of flame and telling of watching bombs bursting along the docks on the Clyde. But the people in the shelters were marvelous, singing while the raid progressed, from about 10:30 at night till 5:30 next morning, and the damage was heavy.

One of Oliver Jones’ closest friends during the war was fellow Sarnian, Hector Le Gare. Hector also served in the RCNVR as an able seaman and became a member of the destroyer HMCS Saguenay. Oliver Jones was in the same convoy escort group when in the early morning hours of December 1, 1940, the Saguenay was torpedoed by an Italian submarine. Though the destroyer was able to limp to shore, 21 of her crew were killed in the attack, including Hector Le Gare. After the war, Oliver Jones married Ilene (nee Kearney), and they had two children together, a boy and a girl. They named their son Ronald Hector Jones. [Note: Hector Le Gare’s story is included in this Project].

Glyn Jones attended public school in Thedford for a time and, after moving to Sarnia, attended Lochiel Street Public School and then spent two years at Sarnia Collegiate. Glyn also attended Central United Church. To make money, Glyn and his older brother Edward delivered newspapers for a couple of years. For a short time prior to enlisting, Glyn worked at a local Sarnia service station as a mechanic.

Both Glyn and Edward joined the Army together. On September 6, 1939, Glyn, age 18, joined the Canadian Army in Sarnia. He stood five feet seven and a half inches tall, had blue eyes and light brown hair, was single, and was residing at home on Cromwell Street with his mother at the time. Four days after enlisting, on September 10, 1939, Canada and Newfoundland declared war on Germany. 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.  

Glyn received the first part of his three months of military training in Sarnia and Bright’s Grove, as a member of the First (Lambton) Field Company, Royal Canadian Engineers (RCE). In December 1939, he was transferred to #1 District Depot in London, Ontario. By June 1940, he was transferred to Petawawa, along with brother Edward, where he underwent advanced training with the Royal Canadian Engineers. Major Payne of Sarnia, who was Glyn’s Commanding Officer, had been one of his teachers at Sarnia Collegiate. He related that Glyn was very popular with the men of his company.

On December 1, 1940, Sapper Glyn Jones of the First Field Company, RCE, embarked overseas for the United Kingdom, arriving in Scotland on December 9, 1940. In late November 1941, both Glyn and his brother

Edward, also with the Royal Canadian Engineers, had been overseas for almost a year, while brother Oliver, who had joined the Navy in early 1940, had been to England and back several times. Glyn and Edward both trained in England for more than one-and-a-half years. While in Great Britain, the families of their siblings, brothers Thomas and David, and sister Mary Ann in Wales, provided a home away from home for Glyn, Edward, and Oliver. When on leave, they usually spent their time with one another, getting into mischief and enjoying their time together after a long separation. After all these years and despite being separated by thousands of kilometres, the Jones siblings were still very close.

More than a year-and-a-half after arriving in the U.K., Glyn Jones saw his first action against the enemy. Sapper Glyn Jones, as part of the Canadian First Field Park Company, RCE, embarked from the United Kingdom on August 18, 1942. They crossed the English Channel on a beautiful clear night and arrived in France in the early morning hours of August 19, 1942, on the beaches of Dieppe.

Originally code-named Operation Rutter, and later renamed Operation Jubilee, the Dieppe Raid was one of the darkest chapters in Canada’s military history. On that day, approximately 6,100 Allied soldiers, sailors, and airmen, of which 4,963 were Canadian, landed on the beaches of Dieppe, a small town on the coast of France. The Allies wanted to achieve several goals: to destroy radar and other military installations; to damage enemy shipping and port facilities; to seize a neighbouring airfield; to capture a German divisional naval headquarters to acquire intelligence documents; and to gather information from prisoners. Jubilee would also serve as a test run for the future invasion of Europe and would take some pressure off the Eastern Front. Recently declassified documents, however, have revealed that the focal point of the doomed raid was to capture cryptographic material for code breakers in Bletchley Park in England. The Allied code-breakers desperately needed to capture German documents, codebooks and a four-rotor Enigma encryption machine. At its essence, then, the Dieppe raid was a “pinch” operation (British slang for “steal”).

The Germans had spent months fortifying the port of Dieppe with dense coils of barbed wire entanglements and concrete barriers. They had multiple machine guns, mortars, and artillery all situated to saturate the beaches with intense fire. Many of the German guns were in positions along cliff walls overlooking the beach, and German command had issued warnings to the garrisons to be prepared for an expected amphibious landing.

The raiding soldiers were intended to arrive early in the morning under the cover of darkness, but they were delayed, and there was inadequate supporting fire. As a result, they had to approach the cliffs of Dieppe fully visible to the German troops waiting for them in fortified buildings and bunkers atop the 75-foot-high cliffs. Many of the first soldiers, arriving around 5:00 a.m., died in the landing craft or in the water as they attempted to wade ashore through the maelstrom of enemy fire. By 6:30 a.m., the battle was effectively over—the beaches were a macabre scene of bloodied water, wounded men, and scattered corpses. By 11:00 a.m. the withdrawal began and, after two hours, approximately 400 Canadians were evacuated safely back to England.

The Dieppe operation was a disaster. Of the 4,963 Canadians who took part in the mission, 907 were killed, 2,460 were wounded, and 1,946 were captured.

It was during the Dieppe Raid, on August 19, 1942, that Sapper Glyn Jones lost his life. His remains were buried at a location recorded on the Army Field Service Card as “Des Vertus Hautot-Sur-Mer, France. Grave 160.” Glyn’s brother Edward was to have been on the same fateful raid, but instead, was ill in a hospital in England. 

In Sarnia, and throughout Canada, initial reports stated that the Dieppe Raid was a success; in fact, a subheading in the August 20 edition of the Sarnia Observer read “Every Goal Achieved in Nine-Hour Battle.” In the ensuing days, however, when the mounting casualty lists from Ottawa were published in newspapers across the nation, it became clear to Canadians that the Dieppe Raid was a disaster.

For a time after the Raid, Annie “Mam” Jones on Christina Street, only received news that her son Glyn was listed as reported missing in the Dieppe Raid. In mid-December 1942, she received the following letter from the Major-General, Adjutant-General:

Dear Madam:

            I deeply regret to inform you that your son, A.18156 Sapper Glyn Jones, gave his life in the Service of his Country at Dieppe, France, on the 19th day of August, 1942. From 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.

Glyn Jones was later officially recorded as Overseas casualty, Previously reported missing in action, now reported killed in action, in the field (France).

In late June 1943, Annie “Mam” Jones received the following letter from the Colonel, Director of Records, for Adjutant-General:

Dear Madam:

Further to this Department’s letter of December 16th last concerning the regretted death of your son, the marginally named, I am to advise that information has now come to hand through the overseas military authorities that the remains of Sapper Jones have been interred in grave 160, Des Vertus Cemetery, Hautot-Sur-Mer, France.

In March 1945, “Mam” Jones received a War Service Gratuity of $488.64 for the loss of her son Glyn. Twenty-one-year-old Glyn Jones is buried in Dieppe Canadian War Cemetery, Hautot-Sur-Mer, Seine-Maritime, France, Grave E.57. On his headstone are inscribed the following words: “COME, YE BOUGHT BUT NOT WITH GOLD WELCOME TO THE SACRED FOLD.” WITH LOVE, MAM.

The Dieppe Canadian War Cemetery is unique among Commonwealth cemeteries as it was originally

constructed by the occupying Germans to bury Allied soldiers killed in the Dieppe Raid. As such, it was laid out in the traditional German way, with headstones placed back-to-back in long double rows. After the Canadian army captured Dieppe in 1944, it was decided not to disturb the graves, so this unusual arrangement remains today.

At the end of January 1945, Glyn’s brother Edward Jones returned home to Sarnia on leave after five years’ service overseas. It was a reception typical of the sprawling Jones’ family. He was welcomed at the Sarnia station by Mam; his wife Josephine (who resided at 375 Cameron Street); and other family members, including his brother and sister and a niece and two nephews; a long-time friend of the family; a Red Cross member representing the Canadian Legion Br. 62; and Harbourmaster George Andrew, who had lost two sons in the service (both included in this Project). He was also greeted by his small daughter, Sandra, whom he had never seen. In addition, Pipe Major James Stewart, a First World War veteran, who was approaching his 80th year, moved up and down the platform, in the full regalia of the kilts, playing the music of the bagpipes, as he did for all trains returning with veterans.

Many years later, on June 22, 1974, to celebrate “Mam” Jones’ 92nd birthday, all of the members of the Jones family came together under one roof for the first time since 1938. The gathering included the seven brothers and three sisters and all of their families, making up five generations, along with many close family friends. At one point during the celebration, the family paused to remember the youngest Jones son, Glyn, and also George Andrew (Ester’s first husband), who both lost their lives in the war.

Annie “Mam” Jones, the rock of her family, passed away in October 1975. She is buried in Resurrection Cemetery in Sarnia. 

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Ross Kee was born in Sarnia, on January 18, 1921, the son of John Blake and Gladys Irene (nee Ross) Kee, of 112 James Street. John (born in Ramsey, on the Isle of Man) and Gladys (born in Forest, Ontario) were married in Forest, Ontario, and had five children together: sons Ross, and John Murray (later lived in London); and daughters Irene, Edna (who later lived in Ottawa), and Jean (who lived in Sarnia). John supported his family by working as a salesman in Sarnia. John and Gladys later moved to 52 Dundas Street, London.

Ross Kee attended Lochiel Street Public School in Sarnia from 1927 to 1935 and then Sarnia Collegiate Institute from September 1935 to June 1940. He was very active in the athletics at SCITS, participating in rugby, baseball, and hockey. He also played basketball with the Young Men’s Ushers Club of St. Andrew’s Church of which he was a member. Besides playing sports, Ross liked to spend time collecting stamps, his favourite hobby. Prior to enlisting, Ross was employed as a machine operator at Canadian Canners in Forest in 1940, and then as an inspector at Holmes Foundry from 1940 to 1941. From January 5, 1941 to March 7, 1942, Ross continued his education by taking the pre-entry aircrew educational course at the Ontario Training College in Hamilton (under the Dominion Provincial Youth Training Programme–DPYTP). He completed courses in mathematics (mark 92), science (mark 84) and English (mark 75) as part of R.C.A.F. entry education.

Twenty-one-year-old Ross Kee enlisted in the Royal Canadian Air Force on March 7, 1942, in Hamilton, Ontario. He stood five feet ten inches tall, had blue eyes and brown hair, was single, and lived with his parents on James Street in Sarnia at the time. He requested flying duties with a preference to be a pilot. He planned to return to Holmes Foundry following the war.

From #1 Manning Depot in Toronto, Ross received his air training at #14 Service Flying Training School (SFTS) in Aylmer and then at a series of training sites: #5 Initial Training School (ITS) in Belleville; #10 Elementary Flying Training School (EFTS) in Pendleton; Composite Training School (KTS) in Trenton; #4 Bombing and Gunnery School (B&GS) in Fingal; and finally at #4 Air Observer School (AOS) in Crumlin. He was awarded his Air Bomber’s Badge at Crumlin on February 19, 1943. Only weeks later, in early March 1943, Ross was posted to #1 Y Depot in Halifax, in preparation for embarkation.

One month later, in mid-April 1943, Ross arrived overseas in England and became a member of RCAF #431 Iroquois Squadron “The Hatiten Ronteriios” (Warriors of the Air), part of Bomber Command, with the rank of flying officer-bomb aimer.

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 #431 Squadron had formed in Britain in November 1942, based at RAF Burn, and was equipped with Vickers Wellington aircraft. In July 1943, it moved to RAF Tholthorpe and converted to Handley Page Halifax aircraft. In December 1943, the squadron moved again, this time to RAF Croft. In October 1944, the squadron was equipped with Lancasters. The squadron remained at Croft for the remainder of the war.

Ten months after arriving overseas, on February 19, 1944, Ross Kee was aboard Halifax Mk. V aircraft LK905 (markings SE-D) that took off at 23:21 hours from the Squadron 431 base at RAF Croft. The aircraft was part of an armada of 823 bombers on a night mission targeting Leipzig, Germany. The town was being attacked with the goal to destroy the Messerschmitt factory where the famous and deadly Bf 109 fighters were being built.

The bomber stream flew into what appeared to be a trap. It seemed that the Luftwaffe and anti-aircraft guns were aware of the intended target and were waiting to pounce as soon as the bombers crossed the Dutch coast. As a consequence, the bombers were subjected to constant attack by night fighters and intense flak. The winds were stronger than had been predicted and many bombers arrived early and had to orbit the target awaiting the Pathfinders, further increasing the likelihood of being picked off. The attack was by far the RAF’s most costly raid of the war to date—79 heavy bombers failed to return from the catastrophic raid. The Halifax loss rate was 14.9% and as a result, Halifax Mks II and V were permanently withdrawn from service over Germany.

Nothing more was heard from the 7-man crew of Halifax LK905 after taking off—it failed to return and was reported missing on February 20. It was learned later that the aircraft went down halfway between Berlin and Hanover, near Ziepel, Germany. It was determined later that at about 01:00 or 01:30 hours, the Halifax was attacked by German night fighters as it approached the target and was set on fire. Trailing flames, she dropped her bombs approximately 10 kilometres away from Ziepel, and began to fall apart in the air, coming down in pieces just north of Ziepel. One crewman was able to bale out successfully, becoming a prisoner of war. The bodies of the rest of the crew were buried two days later in a communal grave, without coffins, and without military honours or religious rites. The bodies were later disinterred and reburied in the Berlin 1939-1945 War Cemetery.

Along with Flying Officer-Bomb Aimer Ross Kee, also killed were F/Os John Alan Houston, and Murray Sonshine; P/Os David Anthony Gregory McKerry, and Robert Edward Gillanders; and Sgt. Arnold Charles Twitchett (RAF). One of the crew, a Canadian, F/S A.G. Harvey (the navigator), managed to bail out of the aircraft and was taken prisoner of war.

In late February 1944, John and Gladys Kee, then living in London, received a telegram from Ottawa informing them that their son FLYING OFFICER ROSS KEE WAS REPORTED MISSING IN ACTION OVERSEAS. Days later, Gladys received the following letter from the Wing Commander, RCAF No. 431 Squadron:

Dear Mrs. Kee,

            Before you receive this letter, you will have had a signal informing you that your son J23901 Flying Officer Ross James Kee is missing as a result of air operations.

            At approximately 11:30 P.M. on the night of 19th February, Ross, and members of his crew took off from this aerodrome to carry out operations over LEIPZIG, but unfortunately failed to return. He, and his crew were due back at this aerodrome on completion of the sortie, but no news has been received from either the crew or aircraft since the time of take-off.

            It is with regret that I write you this date to convey the feelings of my entire Squadron. Your son was popular with this Squadron, and fast becoming an “Ace” Air Bomb Aimer. He is greatly missed by his comrades, and his loss is regretted by all.

            We lost one of our best air crews, when this aircraft did not return, for it had already been mapped out for a great future with my Squadron. Your son had 1 trip to his credit, and a total of 4 operational hours over enemy territory.

            There is always the possibility that your son may be a prisoner of war, in which case, you will either hear from him direct, or through Air Ministry, who will receive advice from the International Red Cross Society. To be a prisoner of war is not the happiest thought in one’s mind, particularly for you who are so fond of your son, but on the other hand, I hope you will bear with me that it carries a certain gratifying thought in knowing that our loved ones are alive, and well, and will some day return home safely.

            This war has caused grief to millions of people all over the world, and it is a sorrowful state to know that so many fine young men must make supreme sacrifices in order to crush and erase from the face of the earth an infuriated enemy whose jealously, and hatred of our spirit, and strength will eventually crush him, and his members.

            I do not wish to grieve you further in your deep anxiety, but trust that you will bear with me until such time as definite word is received one way or other concerning the welfare of your son.

            Your son’s effects have been gathered together, and forwarded to the Royal Air Force Depository, where

they will be held until further news is received, or in any event for a period of at least six weeks, before being

forwarded to you through the Administrator of Estates, Ottawa. The Commanding Officer, Central Depository will communicate with you in the near future.

            May I offer my most sincere sympathies, as well as those of my Officers, and men in your anxiety.

In August 1945, John Kee received the following letter from the R.C.A.F. Casualty Officer, for Chief of the Air Staff:

Dear Mr. Kee:

            Our Overseas Headquarters have forwarded to this office a statement made by Flying Officer Harvey, a member of the crew with your son, Flying Officer Ross James Kee. Flying Officer Harvey was previously a Prisoner of War.

            He states that their aircraft crashed half way between Berlin and Hanover, Germany. It is regretted that he has no information whatever as to what happened to your son. I realize that this information is very slight and can be of little help to you but I thought you would wish to be advised of Flying Officer Harvey’s statement.

            There are several Services set up in an endeavor to find all particulars possible of crashed aircraft. Some information is available concerning a great many aircraft which crashed or were shot down by the enemy and every possible effort on an organized basis is being put forth to secure all information available. It is the duty of the Graves Registration Units, which are under the control of the Military Authorities to enquire for and locate the graves of all personnel known or believed to have crashed and to have been buried in occupied areas.

            A Royal Air Force and Dominion Air Force Missing Research and Enquiry Service has been organized for the purpose of research and enquiry in liberated territories into the circumstances of aircrews reported as casualties. This service endeavours to obtain additional information to supplement that already received. The civilian population of these areas is being contacted by Radio, Press, and Proclamations through the various civic authorities to centralize through this Service any information or concrete evidence they may have about Air Force personnel or crashed aircraft. Similar instructions have been issued to all Service personnel in these areas.

            I wish again to assure you that when any additional information is received concerning your son, it will be forwarded to you. However, I am sure you will realize that owing to the conditions existing in Europe at the present time and the great number of enquiries confronting these enquiry services, some time may pass before more information is received. May I again offer you and the members of your family my deep sympathy in your great sorrow.

In July 1947, the R.A.F. Missing Research and Enquiry Service, Berlin Detachment, released the results of its investigation and findings. Following is a portion those results:

            The following details concerning this crash were supplied by the Burgomaster of ZIEPEL who also provided the writer with two photographs of the crashed aircraft…

            On 20th Feb 1944 between 01.00 and 02.00 hrs the four engine aircraft which can now be identified as Halifax LK905 approached the village flying in westerly direction and trailing flames. Bombs were dropped at BREITEICHE approximately 10 km away from the village. Soon after the aircraft fell apart in the air; wings and engines crashed at a northern end of ZIEPEL and the fuselage fell about one km N.E. of the village.

            The Burgermeister could not tell whether anybody baled out of the aircraft as it was returning from LEIPZIG. It is quite possible, he stated, that some of the crew managed to bale out. From the Casualty Enquiry it is clear that F/S HARVEY baled out and it is also possible that some other member of the crew baled out, but was either wounded or was injured in the fall and may be buried elsewhere as according to German records only five bodies were found.

            This aircraft was most certainly shot down by night fighters as the witness heard machine gun fire in the air, moreover, when the place of crash was visited, there were bullet holes on two small bits all that was found of this aircraft. The wing part of the aircraft burnt for some considerable time and no bodies were found near this part of the wreckage. Four to five bodies were found near the fuselage which also burnt for a short while, three of them were badly smashed and it may be possible that they were remains of more than three airmen as they were in addition badly burnt. The two others were only slightly burnt, one was identified as Sgt. GILLANDERS.

            These bodies were buried without coffins and without military honours or religious rites two days after the crash in the village cemetery. This communal grave is kept in good order and flowers were planted on the mounds. At the time of inspection there was no cross and instructions were given to the Burgermeister to erect one over the grave. The wreckage was removed by the Luftwaffe a few weeks later and apart from one or two small bits nothing remained of the aircraft when the place of crash was visited.

The identity disc belonging to Sgt. GILLANDERS was buried with the body, another identity disc was found at the place of crash a few days after the burial and was handed over to the police. The Burgermeister does not remember the name on the disc but promised he would try and trace it. And if found, it will be handed to the Exhumation Team at the disinternment. The exhumation will be carried out in the near future…

            CONCLUSION: On the night of 20th Feb. 1944 at about 01.00 or 01.30 hrs Halifax LK905 was attacked by German night fighters whilst proceeding to the target and was set on fire. F/Sgt. HARVEY baled out and was captured, it is possible that another member of the crew tried to bale out but was either killed or fatally injured and may have been buried elsewhere. The remainder of the crew crashed with the aircraft and were killed. They were buried at ZIEPEL Cemetery two days after the crash.

Ross Kee’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). In June 1945, John and Gladys Kee received a War Service Gratuity of $359.49 for the loss of their son. In November 1946, Gladys received the following letter from the Wing Commander for Chief of the Air Staff:

Dear Mrs. Kee:

            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 son, Flying Officer R.J. Kee.

            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.

Twenty-three-year-old Ross Kee is buried in Berlin 1939-1945 War Cemetery, Germany, Coll.grave 6. D.12-17.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Gerald Kelly was born in Sarnia on September 13, 1924, the youngest son of John Allan Kelly (born in Wyoming, Ontario, and a Holmes Foundry employee), and Alice Marguerite (nee Webster, born in Oil Springs, Ontario) of 258 Queen Street, Sarnia. Gerald had three brothers: Harold John (born 1914); William Henry (born 1921, later married Gwenna Estelle Scott); and Walter Allan (born 1923)—and five sisters: Alice Annabelle (born 1916, died at age 6); baby Kelly (born and died October 1, 1920); Marion Cecilia (born 1928, later Marion Codling); Dorothy Maxine (born 1929, later Dorothy MacKinnon); and Jean Edith (born 1935, later Jean Olney). At the time of Gerald’s death, brother William was a trooper in the army and had returned from overseas about one year prior; and Gerald’s other brother Walter was a private stationed at a Canadian mechanized depot in London, Ontario.

Gerald attended Devine Street and Wellington Street schools before attending Sarnia Collegiate. Besides being a former carrier boy for the Canadian Observer newspaper, he was active in both basketball and bowling. Gerald also collected coins, enjoyed reading, and preferred machine shop at school. At Christmas in grade eleven, he left SCITS at age 17 to go to work. He was employed at Loblaw’s Grocery Store from April 1941 to October 1942 as a delivery boy and clerk and then went to work at Imperial Oil Limited from October 1942 to April 1943. Gerald worked in the inspection laboratory at the oil refinery before leaving to enlist.

He stated that he joined the army “because of his chums and to get the war over sooner”. His parents and brother William were opposed to him joining because of William’s loss of health while in the army.

Eighteen-year-old Gerald Kelly enlisted in the Canadian Army on May 4th, 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. Gerald stood five feet seven inches tall, had brown eyes and brown hair, and was single. He lived at home on Queen Street with his parents at the time and recorded his occupation as “machine shop practices”.

From #1 District Depot in London, Gerald began his army training at #13 Basic Training Centre (BTC) in Listowel. Some of the comments written by the Army Examiner at BTC of Gerald included that he was Healthy, lots of energy, very cheerful and vigorous… A forthright lad with a high degree of self-confidence and an assertive personality. He has a vigorous attitude and appears quite inclined to take the initiative…. A bright, pleasant lad of fair appearance – learns readily – thinks clearly and quickly – should be watched for evidence of leadership ability.

Gerald continued his training at A29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash. On February 15, 1944, he embarked overseas for the United Kingdom, where he became a member of #3 Canadian Infantry Reinforcement Unit (CIRU). One month later, on March 13, 1944, Gerald became a member of the Algonquin Regiment Infantry Battalion, Royal Canadian Infantry Corps (RCIC), with the rank of private.

On April 21, 1944, Gerald wrote a letter home to his mother Alice. A portion of it reads as follows:

Dear Mother,

Received your most welcome letter yesterday and was certainly glad to hear from you. I never had a chance to answer it last night as I was at a regimental dance last night. They had a good hall for the dance and an army orchestra. The eats and tea were free and there was a fairly big crowd. As yet I have not received any cigarettes from home but I expect them any day now…

Mother as I told you before I don’t want you to save any money for me. If you want to bank it (as you said in your letter for a rainy day) you can put it in, in your name but don’t save it for me. My fifth Victory bond will be paid up at the end of this month and when you get it would you put it in the bank also in your name.

On June 10, 1944, Gerald wrote a letter to his sister Dorothy. Following is a portion of that letter:

Dear Dot,

Received your most welcome letter and seeing as I was writing quite a few letters I thought I’d answer yours at the same time… I like it over here alright Dorothy but its not the same as being back home… We have a horseshoe pitch set up in our lines and we put in most of our spare time playing horseshoes. They hold bingos about once a week here in camp. They have something on nearly every night so you’re never without something to do. I do my own washing, ironing and sewing and if you could see me doing it I know you would get a great laugh out of it.

I have not as yet met anyone that I knew back home so you can see just how much I would like to get Cliffs and Vernes address… I have been feeling fine and I hope everyone at home is the same.

On July 20, 1944, Private Gerald Kelly and the Algonquin Regiment embarked from the U.K., arriving in France two days later at the shell-torn seaside town of Courseulles-sur-mer, along the western edge of Juno Beach.

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, 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.

Gerald Kelly served with the Algonquin Regiment as they advanced through France in the Battle of Normandy and the Long Left Flank, and then into Belgium. On August 11, 1944 (one month before he was killed), Gerald wrote the following letter home:

Dear Mom and Dad,

Have received several letters from you but this is the first chance I’ve had to answer them. As I said in my last letter, I received a thousand cigs from you a couple of weeks ago and they certainly came in handy. I have smoked more cigarettes these last couple of weeks than I’ve ever smoked before so you see they certainly come in handy.

As I’ve said in my other letters, mother, I can’t write as often as I used to but I will write just as often as I can. I borrowed the pen here from one fellow, the ink from another one and the envelopes were given to me by still a different person. I am writing this letter in my slit trench so you can see mother, the writing facilities aren’t any too good.

I have written to both Cliff Bendall and Bert Pask but as yet have received no answer. Will you say hello to Marion, Dorothy and Jeannie for me? Thank Marion for helping with the parcel and tell Dot that I haven’t any pictures right now.

By the way, I don’t know if I ever mentioned it before but when I was back in England I met Nelson Archer and he said to be sure to say hello to Dad. Well Mom, I am going to try and write quite a few letters today so I had better say so long for now.                                                                             

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 would be among the most difficult and grueling struggles in the war.  

In early September 1944, Gerald’s Algonquin Regiment, part of the First Canadian Army, were in the Scheldt estuary area. The German army had begun an organized retreat and took up defensive positions behind a series of canals along the Belgian and Dutch border. Allied command believed that every opportunity had to be made to pressure the retreating German army. A pause by Allied forces for a few days may have given the enemy time to reinforce its positions.

As part of the preliminary battles leading up to the Battle of the Scheldt, the 4th Canadian (Armoured) Division was tasked to move along the axis of Moerbrugge – Maldegem – Breskens. Attached to this division was the 10th Canadian Infantry Brigade—comprised of the Argyll and Sutherland Highlanders, Lincoln and Welland, Lake Superior, New Brunswick Rangers and the Algonquin regiments. After the crossing of the Ghent Canal at Moerbrugge, it then planned for the crossing of the Derivation de la Lys and the Leopold Canals. The Algonquin Regiment was selected to cross the canals and establish a bridgehead crossing near the hamlet of Molentje, north of the village of Moerkerke in Belgium. At Moerkerke, the Leopold Canal and the Canal de Derivation de la Lys were separated by only 60 feet, and each canal was 90 feet wide. The motto of the regiment, Ne-Kah-Ne-Tah (We lead, others follow) would be put to the test.

The Germans had destroyed the bridges across the canal and were well-entrenched on the north side of the Leopold Canal. The two 90-foot canals ran side by side, separated by a 60-foot-wide dyke. Once across these and on the northern side of the Leopold Canal, the plan was for the four companies to advance roughly 200 to 400 metres north, then dig in and form a defensive perimeter around an old bridge site. After establishing the defensive perimeter, engineers were to build a new bridge, allowing the brigade to cross the canals and exploit northwest towards enemy strongholds at Sluis and Aardenburg.

The first Battle of the Leopold Canal would take place on September 13-14, 1944. The plan was doomed from the start: command believed every opportunity had to be made to keep pressure on the retreating enemy so there was limited time to plan the assault; a reconnaissance in the area had been hampered by snipers and poor visibility; the expected opposition was underestimated; a diversion failed to draw the German forces away; the boat launch was late; and the artillery support ended too quickly.

Many of the paddlers from other regiments assigned to assist the Algonquin Regiment never arrived, forcing the Algonquin troops to move the heavy wood and canvas assault boats across the canal and over the island where many German soldiers fired at them from hidden slit trenches.

At approximately 11:30 p.m. on the night of September 13, under the cover of darkness, and after supporting Canadian artillery units laid down a barrage of fire, nearly 300 Algonquins climbed the bank of the first canal and crossed the two separate canals using canvas assault boats and special ladders with grappling hooks to assist in scaling the steep banks, all while under enemy small arms, mortar, and shellfire. Forty assault boats, crewed by soldiers of the Lincoln and Welland Regiment, transported the Algonquins across the obstacles, with the entire divisional artillery of the 4th Canadian (Armoured) Division as well as the divisional MG company (mortars and machine guns of the New Brunswick Rangers) firing in support.

All four companies, each at a strength of 90 men, managed to cross the canals under harassing fire from enemy small arms, mortars, and shellfire. They were able to dig in on the far bank, succeeding in securing a bridgehead, though much smaller than originally planned. The unfamiliar terrain and faulty communication equipment created confusion as they fought a desperate battle. During the rest of the night, they repelled all attempts to dislodge them, while engineers began to build a bridge. Throughout the night, German soldiers utilized numerous gaps to infiltrate the outnumbered Algonquins’ positions and by the morning of the 14th, all four companies were running low in ammunition while coming under fire from every direction from an enemy who outnumbered them by at least two to one.

At first light early in the morning, German command ordered their troops to eliminate the bridgehead ‘at all costs’. A “storm of fire,” mortars and artillery, rained upon the Algonquins in the bridgehead, on their headquarters and on the engineers bridging the canal. The regimental headquarters in Moerkerke was shelled accurately and repeatedly—later, the battalion learned that a German sympathizer, complete with wireless set, had acted as observer for the enemy’s gunners.

Work on the bridge had to stop, many of the assault boats had been destroyed, and attempts to ferry ammunition across to replace the dwindling supplies was halted by intense and accurate enemy fire. A request for aerial resupply was denied due to lack of aircraft. By noon, it was realized that holding and exploiting the bridgehead was impossible. Orders were dispatched for the immediate withdrawal of the regiment. Heavy artillery and mortar barrages and thick smoke screens were fired to cover the retreat, as soldiers fought their way through pockets of enemy troops. By then, German troops had overrun many of the Algonquins’ forward positions, cutting them off from any possibility of retreat. Enemy artillery fire damaged so many boats that many of the men just stripped down and swam back across the two canals. The last of the regiment were out of the bridgehead at approximately 2:00 p.m.

Following is a portion of an eyewitness account of the battle by Captain Herbert of the Algonquin Regiment:

After crossing the canal the two remaining platoons of “B” Coy ran through the town and dug in fifty yds from the crossroads. They were always under fire from every direction as the enemy had not been cleared out of the town. The position became isolated and enemy infiltrated on every side. The Coy with the help of two sections from “A” Coy fought the Germans less than 20 yards away. They broke up all attempts of enemy reinforcements reaching the town and had to leave their weapon slits every once in a while to clear the buildings behind them from which snipers were picking the men off. Ammunition ran out and under this extreme fire several men ran around and picked ammunition from the wounded and dead. Even the mortar was fired at point blank low angle until ammunition was finished. The order was a German for every round of ammunition. Lt. Roberts was killed by shrapnel while sitting in the same slit trench as myself. The Germans had then our positions and were dropping shells right into our lines. Fifty percent of the men were wounded and this information was passed back to Comd Post. An order arrived to withdraw fighting from house to house. This was done until we fought our way back into the central perimeter of town. A new perimeter was formed and then the order came to withdraw. All wounded from the forward areas were taken out.

For the Algonquin Regiment, the attempted crossing of the Leopold Canal was a disaster, costing the regiment approximately 150 casualties (approximately 35 killed, 50 were wounded and 60 taken as prisoners) in 14 hours. It was to be their largest single day loss of the war and the second-biggest loss of any regiment during the war. The failure of the operation had not been because of a lack of training, fighting ability, or bravery of the Algonquins, but rather the problems resulted from the use of too few men for too big an operation.

Today, the laneway in Moerkerke from where the Algonquin Regiment launched its September assault across the Leopold Canal now bears the name Algonquinstraat. A granite memorial stands beside the Leopold Canal in Moerkerke, Belgium, honouring the Algonquin Regiment. Inscribed on the plaque are the words: IN MEMORY OF FALLEN COMRADES THE ALGONQUIN REGIMENT SEPTEMBER 1944.

The attack was renewed within a month of the September 13-14 battle. This time, the Algonquins participated with three divisions in a well-planned attack code-named Operation Switchback. It would be six weeks after the initial attempt in mid-September before the Allies captured the enemy ground, under support of several dozens of Wasp flamethrower carriers. The operation resulted in the collapse of the German army in Belgium and southern Holland. The Algonquin Regiment pursued the enemy for the next eight months through another dozen hard-fought campaigns. The Algonquins helped to liberate France, Belgium, and Holland, and finally came to rest in Varel, Germany, on May 8, 1945.

Gerald Kelly, overseas for only seven months, lost his life on September 14, 1944, in the Battle of the Leopold Canal, one day after his 20th birthday. The circumstances of his death, described below in a letter written by his commanding officer, were truly heroic—he was killed trying to rescue his wounded sergeant.

Gerald Kelly’s remains were buried at a location recorded on the Army Field Service Card as “Cemetery France & Belgium 1/50,000 Zebrugge Brugge sh 21 & 31 934039 75 yards N of ruined bridge on canal W side of road.”.

On September 30, 1944, Alice Kelly on Queen Street in Sarnia, received the following telegram from the Director of Records: MINISTER OF NATIONAL DEFENCE DEEPLY REGRETS TO INFORM YOU THAT A106785 PRIVATE GERALD REGINALD KELLY HAS BEEN OFFICIALLY REPORTED KILLED IN ACTION FOURTEENTH SEPTEMBER 1944 STOP IF ANY FURTHER INFORMATION BECOMES AVAILABLE IT WILL BE FORWARDED AS SOON AS RECEIVED.

Also, in September 1944, Alice received the following letter from Major G.L. Cassidy of Gerald’s Algonquin Regiment:

Dear Mrs. Kelly,

It is a most difficult task for me to write this letter, containing, as you will already have been officially informed, the news of Geralds’ death in action. Ever since he has been in my company he was everybody’s favorite – the perfect soldier and gentleman and his loss is a grievous one to you as well as to us.

It may help you to know he died a hero’s death. After 24 hours of the hardest fighting this unit has ever seen or known, during which time Gerald distinguished himself on several occasions for bravery, the unit was ordered to withdraw – across a water obstacle.

Gerald was already at the obstacle and about ready to enter a boat, when it became known that a wounded sergeant, who was supposed to have been carried by another party, could not be found. Gerald and another sergeant, without being ordered or asked, at once returned through heavy shell and machine gun fire to bring back the wounded party. He was on his return with the sergeant on his back when a shell struck close by, killing him

instantly. The other rescuer was wounded, but managed to get back, and he told me this story.

I am arranging to have Gerald’s actions mentioned in despatches. May we all unite our deep sorrow with yours, Mrs. Kelly, remembering always that God is with him, and that we were all fortunate to have known him even for so short a space.                                                                                  

Shortly after receiving the above letter, Alice received another letter from Major G.L. Cassidy, informing her of the approximate location of her son’s body:

Dear Mrs. Kelly,

I must apologize for my delay in replying to your letter, but it is only very recently that a representative of the battalion was able to revisit the scene of Gerald’s heroic death. You see, the occasion was our attempt to cross the Leopold Canal, the first one to be made, and one which, unfortunately, was not successful. We were forced to withdraw, and for the next six weeks the ground remained in enemy hands. But we do know now that the Germans buried all our dead there, although not all the graves are marked. I will attach a little diagram to show you the approximate location.

Please accept our grateful admiration for the superb courage you and other Canadian mothers have shown in adversity. You are our inspiration throughout.

In mid-October 1944, Alice received the following letter from the Brigadier, Acting Adjutant-General:

Dear Mrs. Kelly,                                                                                             

It was with deep regret that I learned of the death of your son, A106785 Private Gerald Reginald Kelly, who gave his life in the Service of his Country in the Western European Theatre of War on the 14th day of September, 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.

After being Mentioned in Dispatches, in January 1945, Gerald was posthumously awarded a certificate of recommendation—a certificate his mother received in recognition of her son’s bravery and devotion to duty. The Ministry of National Defense also expressed its sincere regret “that your son did not live to receive this award.” The Commander-in-Chief’s Certificate for Good Service reads:

It has been brought to my notice that you have performed outstanding good service, and shown great devotion to duty, during the campaign in North West Europe. I award you this certificate as a token of my appreciation, and I have given instructions that this shall be noted in your Record of Service.

The award is signed by Bernard L. Montgomery, Field Marshall, Commander-in-Chief, 21st Army Group.

Gerald Kelly’s death was later officially recorded as Overseas casualty, killed in action, in the field (Belgium). In July 1945, Alice Kelly received a letter from the Department of National Defence, Army, Estates Branch. Based on her son’s length of qualifying service, she was awarded a sum of $190.30 as a War Service Gratuity. The letter also stated that We regret to inform you that none of your son’s Personal Effects were recovered at the time of his death.

In December 1945, Alice received another letter from the Colonel, Director of Records. Following is a portion of that letter:

Dear Madam,

Information has just been received from overseas that the remains of your son, A106785 Private Gerald Reginald Kelly, have been carefully exhumed from the original place of internment and reverently reburied in grave 4, row A, plot 3, 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….

In January 1946, John and Alice Kelly in Sarnia received a War Service Gratuity of $190.30 for the loss of their son. Twenty-one months later, in October 1947, the Director of War Service Records sent Alice a photograph of the grave and marker over the burial place of her late son, along with the location of the cemetery and grave.

Twenty-year-old Gerald Kelly is buried in Adegem Canadian War Cemetery, Belgium, Grave III.A.4. On his headstone are inscribed the following words: HE IS GONE BUT NOT FORGOTTEN. THOUGHTS OF HIM ARE ALWAYS NEAR. 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

Leslie Kirk was born in Kemble, Ontario (north of Owen Sound), on July 6, 1921, the only son of Thomas Edward and Annie Josephine Kirk, of East Linton, Ontario. Thomas (a farmer) and Annie were married in Owen Sound on November 10, 1915, and they had four children together: a son, Leslie, and daughters Evelyn Alma, Aleda Margaret, and Gwendolyn.

Leslie did not attend high school, leaving school at the age of 13. He participated in baseball and hockey, and his hobbies included playing guitar and tinkering with automobile engines. Leslie worked on his father’s farm in East Linton from 1934 to 1937. Then, from 1938 to 1942, he alternated between working as a sailor in the summer and doing bush work for his father in the winter.

Twenty-one-year-old Leslie Kirk enlisted in the Canadian Army in London, Ontario, on September 17, 1942. He stood five feet five-and-a-half inches tall, had blue eyes and fair hair, and was single. He recorded his occupation as sailor with Canadian Steamship, and he was living at 152 Dundas Street in Sarnia at the time. He expressed his desire to serve as a motorcycle driver.

From #1 District Depot in London, Leslie Kirk began his army training at #10 Basic Training Centre (BTC) in Kitchener. In mid-October 1942, he was transferred to A29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash. In mid-March 1943, he became a member of the Essex Scottish Regiment with the rank of acting lance corporal. Leslie embarked overseas for the United Kingdom on March 27, 1943, where he became part of #3 Canadian Infantry Reinforcement Unit (CIRU). He continued his training in the U.K., became a qualified motorcycle driver, and in mid-May 1943, returned to the rank of private at his own request.

On March 27, 1944, Private Leslie Kirk embarked from the U.K. and arrived in Italy on April 9, 1944, as a member of the Perth Regiment, Royal Canadian Infantry Corps (RCIC). He arrived nine months into the Italian Campaign. The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous 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, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops.

In late August 1944, the Canadians began their attack on the Gothic Line with the objective of capturing Rimini. The Gothic Line was the last major German defence line separating the Allies from the Po Valley. Since northern Italy contained many factories producing vital supplies, the Germans made the line formidable and would fight hard to prevent a breakthrough. The Gothic Line, meant to be impregnable, was a series of strong-points which exploited the natural terrain features. It was composed of machine-gun posts, anti-tank guns, mortar and assault-gun positions and tank turrets set in concrete, as well as anti-tank mines, anti-personnel mine fields, bunkers, barbed wire obstacles, snipers, and anti-tank ditches, all arranged in depth. Six rivers also lay across the path of the advance to Rimini.

For 28 days, the Canadians relentlessly slogged their way forward through a rugged killing ground, in a maze of fortified ridges and towns, hills and deep valleys, over blown-out bridges, and roads blocked with debris from toppled buildings, and across rivers. Bitter fighting resulted in gruesome losses on both sides, but the Canadians kept grinding forward in step-by-step progress, often engaging in close-quarters and hand-to-hand combat. On September 21, the Allies entered a deserted Rimini. The breaking of the Gothic Line was one of the most important offensives won by Canadian forces in the Second World War and the most difficult in the entire Italian campaign.

Approximately five months after arriving in Italy, on September 13, 1944, Leslie Kirk lost his life while fighting during the Italian Campaign. He was killed in action during the attack on the Gothic Line on the road to Rimini. Leslie’s remains were buried on September 14 at a location recorded on the Army Field Service Card as “Roadside sheet 109/IV MR 892866 Grave 2, Italy”.

Only days before he was killed, his mother Annie had received a telegram informing her that her son Leslie had been wounded in action on August 31, 1944 (it was later determined to be an erroneous report).

The following is a newspaper report on Leslie Kirk’s death;

PTE. LESLIE KIRK, WOUNDED AUG. 31, KILLED SEPT. 13

            Pte. Leslie G. Kirk, who was wounded in Italy on Aug. 31, has now been reported killed in action on Sept. 13. Official word to that effect was received by his parents Mr. and Mrs. Thomas E. Kirk of East Linton on Tuesday.

            It was little over a week ago, on Sept. 17, that Mr. and Mrs. Kirk received official word that their son had been wounded in action. Later in the week they received two letters from him written on Sept. 9 and 10, in which he stated he had been unconscious for 24 hours. His injuries were concussion, suffered from the nearby burst of a shell, and shrapnel in the shoulder. Apparently he made a rapid recovery, for a fortnight after he was wounded, he was killed in action.

Pte. Kirk, who was 23 years of age, was born at Kemble. He attended school at East Linton and resided there until his enlistment in the Canadian Army. He had been overseas for nearly two years and went to Italy in April of this year.

Pte. Kirk was unmarried. He was the only son of Mr. and Mrs. Thomas Kirk. He leaves to mourn his loss, besides his paretns and a host of friends, three sisters, Misses Evelyn and Aleda Kirk, who are both employed at a war plant at Ajax, Ont., and Gwen, at home. His mother has been seriously ill for the past two weeks.

            The following is a newspaper report on the Memorial Service held for Leslie Kirk;

MEMORIAL SERVICE SARAWAK CHURCH FOR PTE. L. KIRK

            On Sunday afternoon the Sarawak United Church was filled to capacity for the memorial service for Pte. Leslie Kirk, who was killed in action Italy on September 13^th.

            Rev. Walter Cannon and Rev. Albert Bushell conducted the impressive service. Rev. Mr. Bushell read a letter which had just been received by Mr. and Mrs. Kirk from the padre of the Perth Regiment telling of the instant death of their son and of the burial service the following day, which included reading of the 23^rd Psalm, which was also sung at the memorial service. Rev. Mr. Cannon read passages of Scripture from John 3:14-17; John14.1-3, and 2 Timothy 4. Both ministers spoke very comforting messages to the bereaved parents and sisters.

“O valiant hearts, who to your glory came,” was also one of the hymns sung. During the service Mrs. James Howell sang two beautiful solos, “Beyond the Sunset” and “Never grow old.” Sea Cadet Hunter of Owen Sound, sounded the Last Post.

Pte. Kirk’s pictire, wreathed in the flag, rested on the table in front of the pulpit, which was draped in black. A lovely basket of yellow and bronze mums was a silent expression of sympathy to the family from the congregation.

In mid-October 1944, Annie Kirk in East Linton received the following letter from the Brigadier, Acting Adjutant-General:

Dear Mrs. Kirk:

            It was with deep regret that I learned of the death of your son, A104549 Private Leslie Gordon Kirk, who gave his life in the Service of his Country in the Mediterranean Theatre on the 13th day of September, 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 December 1944, Annie received the following letter from the Colonel, Director of Records, for Adjutant-General:

Dear Mrs. Kirk:

            I am directed to inform you that official information has now been received from Canadian Military Headquarters Overseas advising that it has been ascertained that your son, A-104549 Private Leslie Gordon Kirk, was not wounded in action on the 31st August 1944, as previously reported.

It was his first battle casualty when he was killed in action on the 13th September 1944. You may be assured that any additional particulars received regarding his regretted death will be communicated to you. Please accept my deepest sympathy in your bereavement.

Leslie Kirk’s death was later officially recorded as Overseas casualty, killed in action, in the field (Italy). In July 1945, Annie received a War Service Gratuity of $367.65 for the loss of her only son. In late-January 1946, she received another 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 son, A104549 Private Leslie Gordon Kirk, have been carefully exhumed from the original place of internment and reverently reburied in grave 3, row C, plot 2, of Coriano Ridge British Empire Cemetery, two miles North of Coriano, Italy. 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-three-year-old Leslie Kirk is buried in Coriano Ridge War Cemetery, Italy, Grave II, C 3. On his headstone are inscribed the 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

Leslie Knight was born in Sarnia on September 1, 1925, the son of Charles Wesley and Lucy Ann (nee Corrigan) Knight, of 107 Alfred Street, later R.R. #2, Sarnia. Charles (a yard foreman, C.N.R.) and Lucy Ann, both born in Sarnia, were married on April 9, 1917, in Detroit, Michigan. Charles and Lucy had four children together: daughters Norinne (later Norinne O’Hagan), and Shirley; and sons Wilfred, and Thomas Patrick. Thomas enlisted in the RCAF in September 1942, one year before Wilfred enlisted in the RCAF. Thomas became a leading aircraftman, and was stationed in Nova Scotia at the time of Wilfred’s death. Wilfred had two other brothers; however, they both died in infancy.

After completing public elementary school at age 14, Wilfred was unemployed for one year, 1939-1940. Wilfred then attended Sarnia Collegiate for two years (1940-1942) before leaving school for good at age 16. He was very active in baseball, hockey, and rugby. He was employed as a car checker at Canadian National Railways from 1942 to September 1943, when he left to enlist. After the war, he planned to return to Sarnia and his job at Canadian National Railways.

On September 10, 1943, Wilfred Knight, age 18, enlisted in the Royal Canadian Air Force 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. Wilfred stood five feet two inches tall, had blue eyes and dark brown hair, and was single. He lived at home with his parents on Alfred Street at the time and, wanting to be part of an aircrew, requested flying duties

From #9 Recruiting Centre in London, and then #1 Manning Depot in Toronto, Wilfred began his air training at Air Force Headquarters (AFHQ)—Pre-Aircrew Education at Ottawa Technical School. He continued training at #2 Wireless School (WS) in Calgary, and then #5 Bombing and Gunnery School (B&GS) in Dafoe Saskatchewan. He was awarded his Air Gunners Badge in Dafoe on August 11, 1944. In September 1944, he was posted to #1 Y Depot in Lachine, Quebec, before being posted to #111 Operational Training Unit (OTU) at Nassau, Bahama Islands. He spent five months in Nassau with #111 OTU before returning to Dorval, Quebec in early February 1945.

On February 16, 1945, Wilfred Knight embarked overseas from Dorval bound for the United Kingdom. From #3 Personnel Reception Centre (PRC), and then #9 Personnel Dispersal Centre (PDC), on April 3, 1945, Wilfred became a member of RAF #354 Squadron.

RAF #354 was an anti-submarine and anti-shipping squadron that served in the Far East and was equipped with Consolidated Liberator aircraft. One month after he became a member of RAF #354, on May 7, Germany surrendered ending the war in Europe (VE Day); however, the war with Japan continued. On June 1, 1945, Wilfred became a member of RAF #160 Burma Squadron “Api Soya Paragasamu” (We seek and strike), with the rank of wireless operator-air gunner.

In early January 1942, RAF #160 Burma Squadron had been a heavy bomber/reconnaissance unit equipped with Consolidated B-24 Liberator aircraft based in Bedfordshire, England. It was later moved to the Middle East, carrying out night raids on enemy targets in Libya and Crete. In early 1943 the squadron moved to India, and then to bases in Ceylon (Sri Lanka), part of South East Asia Command (later renamed RAF Air Command Far East).

In early February 1945, the squadron was based at RAF Minneriya (in Ceylon). It was involved in photo-reconnaissance missions, shipping protection, and minelaying. By June 1945, the squadron was transferred to Special Duties which saw it dropping agents and supplies to resistance groups in Malaya and Sumatra.

Approximately one month after VE Day, on June 9, 1945, Wilfred Knight was aboard Liberator aircraft BZ950 that took off at 0632 hours for a secret destination. The aircraft was heading to the Cocos Islands on a photo recon detachment. Seven minutes after takeoff, the aircraft reported the failure of #1 engine and requested an emergency landing. Approximately three to four miles out, at 1000 to 1500 feet altitude, the port wing was observed to drop. The aircraft turned to port almost at right angles to its line of approach and plunged steeply into the dense jungle. Nine minutes after take-off, the aircraft crashed at Minneriya, Ceylon, as it attempted to return to the airfield.

Along with Flying Officer-Wireless Operator/Air Gunner Wilfred Knight, also killed were Sgts. Andrew Robin Thomson and Matthew Muirhead Smith (both RCAF); F/O John Patrick Hynes (RAAF); Sgts. D. Davenport, D. Lumley, E.B. Wood, P.J. Taylor, and F/O H.W. Daniels (all RAF); and 10 RAF personnel passengers. Wilfred Knight’s remains were buried two days later in Liveramentu Cemetery, Ceylon. 

In mid-June 1945, Charles and Lucy Ann Knight in Sarnia received a telegram from Ottawa informing them that their teenage son FLYING OFFICER WILFRED KNIGHT HAS BEEN REPORTED KILLED IN ACTION OVERSEAS.Wilfred had been overseas for just under four months. He was reported to be the first Sarnian or district casualty in the continuing war against the Japanese since VE-Day in Europe. Wilfred Knight’s death was later officially recorded as Killed as a result of a flying accident, overseas (Ceylon). The war with Japan ended on August 15, 1945, two months after Wilfred Knight was killed in action.

In January 1946, Charles and Lucy received a War Service Gratuity of $308.03 for the loss of their son. In January 1947, Lucy, then at R.R. #2, Sarnia, received the following letter from the Wing Commander for Chief of the Air Staff in Ottawa:

Dear Mrs. Knight:

            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 son, Flying Officer W.L. Knight. I realize there is little which may be said or done to lessen your sorrows, 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

Nineteen-year-old Wilfred Knight is buried in Colombo (Liveramentu) Cemetery, Sri Lanka, Grave 3.G.5. On his headstone are inscribed the words THE LAST PRIVILEGE OF LOVE IS MEMORY.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

George Knowles was born in Kincardine-on-Forth, Scotland, on November 30, 1918, the eldest son of Gordon Allen Knowles and Catherine Young (nee Thompson). Gordon (born in Clifton, New Brunswick) and Catherine (born in Lecropt, Scotland) were married in Kincardine-on-Forth, Scotland, on September 25, 1917. The Knowles family immigrated to Canada in mid-1919, when George was only eight months old, and they resided in New Brunswick for five years. The family moved to Iroquois Falls for six months and then to Sarnia when George was a little over six years old. George had one sister, Catherine Rebecca, and one brother, Robert Edward. To support his family, Gordon Knowles worked as a still runner at Imperial Oil Limited.

The Knowles family lived at 117 North Forsyth Street, N., a short walk for George to the George Street Public School which he attended from 1926 to 1933. He then attended Sarnia Collegiate Institute from 1933 to 1939 where he was very active in sports. He played basketball and football at SCITS and belonged to the Central Century Club where he played softball, basketball, and hockey. He also played City League softball and baseball.

 At SCITS he was a member of the signalling team and was manager of the senior rugby team for one year. Away from school, George was also a member of St. Andrew’s Presbyterian Church. In his teens, George showed an interest in the military—he served as a member of the 2nd-26th Battery, Royal Canadian Artillery (RCA) in Sarnia with the rank of signaller from August 1940 to February 1941. George worked as a grocery clerk at A & P Limited from September 1939 to April 1940 and then was employed as a machinist/drill press operator with Muellers Brass Limited, a job he held from April 1940 until he enlisted nearly a year later.

On March 6, 1941, George Knowles, age 22, enlisted with the Royal Canadian Air Force in London, Ontario. He stood five feet four inches tall, had blue eyes and medium brown hair, and was single. He was residing at home with his parents on Forsythe Street at the time, and he requested flying duties.

From the Recruiting Centre in London and then #1 Manning Depot in Toronto, George received his air training at #1 Service Flying Training School (SFTS) at Camp Borden; then at #1 Wireless School (WS) in Montreal; and later at #1 Bombing and Gunnery School (B&GS) in Jarvis, Ontario.

At Montreal WS, he won a silver medal for proficiency by finishing second in a class of 58 candidates. At Jarvis B&GS, he finished third in the class. Little wonder his Squadron Leader and Commanding Officers’ remarks about George were complimentary: Cheerful and hard working in his studies, has practical ability as well. Has been a most conscientious and good class leader – accepts responsibility cheerfully and is most thorough in carrying out his duties. Suitable for Commissioned Rank. George was awarded his Air Gunners Badge on July 20, 1942, and received his commission as a pilot officer. On August 8, 1942, George was posted to RAF #36 Operational Training Unit (OTU), based at Greenwood, Nova Scotia.

No. 36 Operational Training Unit prepared crews to be part of Bomber Command. 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. No. 36 OTU used Lockheed Hudson aircraft—a twin-engine light bomber. 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.

On October 8, 1942, two months after being posted to #36 OTU, George Knowles was part of a crew of seven in Hudson aircraft BW700 that was engaged in air exercises over the Bay of Fundy. During the training session on that day, the aircraft crashed four miles north of Point George, Nova Scotia. No one survived the crash.

Eyewitnesses later reported that the plane had just circled close to the shore of the fishing community Port George and was turning to retrace her course, when the roar of her engines ceased, and the aircraft, already flying at a low altitude, slid off to one side and smacked into the water. Reports were that the plane sank almost immediately. “It seemed to go right under,” according to one eyewitness. “There was the sound of the crash, a cloud of smoke, and that was all.” Rescue attempts from shore could not be made as boats had been hauled hard aground in preparation for winter storage. The waters at that point were reported to be deep and the current very strong when the tide was going out to sea.   

The next day, Gordon and Catherine in Sarnia received a telegram from headquarters advising them that their son PILOT OFFICER KNOWLES IS MISSING BELIEVED KILLED WHILE ENGAGED IN AIR EXERCISES OVER THE SEA.No details of the crash were made available.

No trace of any crew members was ever found. Along with Pilot Officer-Pilot George Knowles, also killed were Sgts. Robert Oliver Barrett, Douglas Wilson Armstrong, and Benoit Desmarais; P/O. Henry Raymond Woodman; F/O. Jack Campbell McFarlane; and FS. D. Shackell (RAF).

The following is a portion of the Winnipeg Evening Tribune report published shortly after the crash:

Names of six of the seven airmen killed Thursday when an aircraft from the R.A.F. base at Greenwood, N.S., plummeted into the Bay of Fundy were released Friday by eastern air command officials. The name of the seventh airman was withheld pending notification of next-of-kin.

Pilot of the plane that crashed into the waters of the bay a scant two miles from the fishing village of St.

George, N.S., was FO. J.G. McFarlane, son of Mrs. R.W. McFarlane, 2111 14A st., west, Calgary. With FO. McFarlane on the training flight were two other officer-instructors, PO. G.W. Knowles, Sarnia, Ont., and PO. H.R. Woodman, Diby Co., N.C.

Student airmen in the plane at the time of the fatal plunge included Sgt. B. Desmarias, son of L. Desmarias, 130 Berry st. St. Bonifice, Man.; Sgt. D.W. Armstrong, Montreal; and Sgt. R.O. Barrett, Kings Co. N.S….

In January 1943, St. Andrew’s Church in Sarnia held a memorial service for three parishioners, all members of the Royal Canadian Air Force, who had paid the supreme sacrifice in the previous year—George William Knowles, Donald Cameron MacGregor, and Howard Fraser Thompson (Donald MacGregor and Howard Thompson are both included in this Project). The service was arranged at the request of family members with Rev. Dr. J.M. Macgillivray officiating. In his brief address, Dr. Macgillivray’s words expressed the sentiment of many at the time:

These men, as well as others like them, went forth possessed, perhaps, of a spirit of adventure not unnatural in young men. But it was not only the call of adventure that led them to the King’s service in the clouds. There was a deeper motive than that. They had a vision of a new and better world; a world free of tyranny, oppression, injustice and fear. They knew that the only way to secure such a world was by overthrowing forever the forces of evil now threatening mankind; and to that holy task they dedicated their lives. They have entered into the larger life; and to God’s keeping we commend them in the Easter hope of a final resurrection to eternal life.

It is my personal conviction that they are not now far away from us, and I read to you as suggestive and appropriate some words written by a French soldier killed in 1915 during the First Great War: ‘I believe the dead live close to the living, invisible but present; and perhaps it is they whom God sends to us in answer to our prayers, so that their spirit, which is His, may continue to guide us and inspire us.’

In late May 1943, Gordon and Catherine Knowles received a telegram from the R.C.A.F. Casualties Officer stating DEEPLY REGRET TO ADVISE YOU THAT YOUR SON PILOT OFFICER GEORGE WILLIAM KNOWLES REPORTED MISSING BELIEVED KILLED IS FOR OFFICIAL PURPOSES PRESUMED TO HAVE DIED OCTOBER 8 1942 PLEASE ACCEPT MY PROFOUND SYMPATHY.

The following month, George’s name appeared on the published R.C.A.F. casualty list, and he was officially recorded as Previously reported ‘missing and believed killed’ on active service in Canada, approximately four miles north Port George N.S., Bay of Fundy. Now ‘presumed dead’ for official purposes. In October 1948, Gordon and Catherine Knowles received a War Service Gratuity of $112.50 for the loss of their son.

George Knowles, 23, has no known grave. His name is inscribed on the Ottawa War Memorial, Ottawa, Canada, Panel 1, Column 5.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Charles Krohn was born in Sarnia on April 20, 1924, the only son of Roy Krohn and Violetta “Lettie” (nee McDonald). Roy (born in Corunna on December 28, 1895, the son of Henry and Jane Krohn) and Lettie McDonald (born in August 1903 in Ridgetown) were married in Sarnia on June 28, 1920. At the time, Roy, age 24, was a labourer, while Lettie was 18 years old. Roy and Lettie had 3 children together: Charles (born 1924), and his sisters, Thelma Louise (born 1922) and Dorothy (born in 1924). They also had suffered a tragedy in their union that must have devastated them. According to the website “Find a Grave”, the couple also had three other children who passed away at a very young age: a baby girl born who was born on June 5, 1927, and died that same day; Doris May, born on September 29, 1928, but died four days later on October 3, 1928; and Betty May, born on September 9, 1929, but who died three-and-a-half months later on December 28, 1929.

They resided for a time at 255 Chippewa St., but, unfortunately, Roy and Lettie separated around 1928 when Charles, Dorothy, and Thelma were young. In 1931, Roy was residing with his son Charles at 582 Christina St.—lodging with Peter and Rosanna McDonald and their 3 children (Peter and Rosanna were Lettie’s parents). Roy’s occupation was recorded as a fireman with the city fire department. Roy later resided at R.R. #1 Corunna (with his sister). He remained at that address for many years, and in 1972, was residing in Sarnia with his daughter Dorothy at 296 Campbell St.

In 1931, Lettie was residing at 255 Chippewa St. with the two girls; Dorothy (10), and Thelma (8); and William McDonald (a lodger). She later resided for a time at 273 Rose St., in Sarnia. In the years following, Lettie resided at a number of addresses: 276 Shamrock St. (in 1938); 230 Christina St. (in 1940); 181 Davis St. (in 1941); 112 Cromwell St. (1943); 293 and later 286 Shamrock St. (in the mid-40s); and 254 Rose St. (in 1963).

Charles’ sister, Thelma, later married Clayton Hamilton. In the mid-40s, they were residing at 252 Shamrock St. in Sarnia, and in 1968, they were residing at 387 Kathleen St. Dorothy, his other sister, later married William Robert Thompson. In the mid-40s, Robert and she were residing at 277 Shamrock St., later moving to 145 Samuel St.; to 876 Charlesworth St. (in 1968); and then to 296 Campbell St. (in 1972, along with her father, Roy).

Thelma Hamilton passed away in May 1977, and Dorothy Thompson passed away in 2009—both are buried at Lakeview Cemetery in Sarnia.

Charles Krohn lived with his father in Corunna where he attended Corunna Rural Public School until he left school for good at age 15 at the end of grade seven. He was interested in sports and liked hunting. Instead of school, Charles preferred work, and he had a number of jobs in Sarnia prior to enlisting. They ranged from being a waiter at the Windsor Hotel in Sarnia (3 weeks); a labourer at Imperial Oil (3 months); a pipe-fitter’s helper at Carter Hall Rubber Co. (1 month); a labourer at Holmes Foundry (2 months); a seaman with Canadian Steamship Lines (5 months); and a labourer at Sarnia Grain Elevator (3 years).

On August 9, 1943, Charles Krohn, age 19, enlisted in the Canadian Army in London, Ontario. He stood six feet tall, had blue eyes and brown hair, was single, and was residing with his father, Roy, at R.R. #1 Corunna at the time. Roy’s occupation at the time was recorded as a farmer who was unemployed due to illness and he was living with his sister in Corunna (Charles’ aunt). Charles recorded his next of kin as his mother, Lettie, at 112 Cromwell St. (this address was later changed to 293 Shamrock St.).

Charles was his mother’s sole support. He also recorded in his Will that his mother, Lettie,112 Cromwell St., was his sole beneficiary. His ambition for after the war was to get into the field of motor mechanics. Charles volunteered for duty in the paratroops, but was recommended for basic infantry. From #1 District Depot in London, Charles received his army training at #12 Basic Training Centre in Chatham and, beginning in early November 1943, at A29 Canadian Infantry Training Centre (CITC) at Ipperwash. On March 26, 1944, he was transferred to #1 Training Brigade in Debert, Nova Scotia.

Besides his job, Charles also wanted to change his marital status before he went overseas. On April 3, 1944, Charles completed an “Application for Permission to Marry” form. On it, he applied for permission to marry Mary Louise Prenott of Cemetery Road RR#3 (now Colborne Road), Sarnia, on or about April 11, 1944. He had known Mary Louise, born April 20, 1922, in Sarnia, for three years and he wanted to get married before going overseas. The Battalion Chaplain recommended granting permission, which Charles received on April 8 from his Commanding Officer. Charles, however, did not get the opportunity to marry his future wife.

Four days later, on April 12, 1944, after being granted permission to marry, Private Charles Krohn embarked overseas from Debert, Nova Scotia, bound for the United Kingdom. He would never see Mary Louise again.

Charles arrived in the U.K. six days later and became a member of #3 Canadian Infantry Reinforcement Unit (CIRU). Approximately two weeks later, on May 4, 1944, Charles departed the U.K. bound for Italy. There he became a member of the 4th Princess Louise Dragoon Guards, Royal Canadian Armoured Corps (RCAC).

The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous 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, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops.

Private Charles Krohn joined the 4^th Princess Dragoons, RCAC, in their advance northward. Only four months later, on September 23, 1944, he was killed in action while fighting in Italy. Charles’ remains were buried on September 24 at a location recorded on the Army Field Service Card as “Italy 5 CDN ARM’D DIV CE GOTHIC LINE – Sh. 101/III MR.785985 Row “H” Grave 8”.

Not long after her son was killed, Lettie Krohn at 293 Shamrock Street in Sarnia, received a letter that Charles had written on September 21, 1944, two days before he was killed. In the letter, Charles wrote that we are really giving it to them now, and that he expected to be home for Christmas.

On October 2, 1944, Lettie Krohn received the following telegram from the Director of Records in Ottawa: MINISTER OF NATIONAL DEFENCE DEEPLY REGRETS TO INFORM YOU A107660 PRIVATE CHARLES HENRY KROHN HAS BEEN OFFICIALLY REPORTED KILLED IN ACTION TWENTYTHIRD SEPTEMBER 1944 STOP IF ANY FURTHER INFORMATION BECOMES AVAILABLE IT WILL BE FORWARDED AS SOON AS RECEIVED.

In late October 1944, the Brigadier, Acting Adjutant-General wrote Lettie:

Dear Mrs. Krohn:

            It was with deep regret that I learned of the death of your son, A107660 Private Charles Henry Krohn, who gave his life in the Service of his Country in the Mediterranean Theatre of War, on the 23rd day of September, 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.

Charles Krohn was later officially recorded as Overseas casualty, killed in action, in the field (Italy). In July 1945, Lettie Krohn received a War Service Gratuity of $152.86 for the loss of her only son. In March 1946, Lettie, now residing at 286 Shamrock St., 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 son, A107660 Private Charles Henry Krohn, have been carefully exhumed from the original place of internment and reverently reburied in grave 4, row G, plot 5, of Cesena British Empire Cemetery, Cesena, Italy. 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…                                   

Charles Krohn, 20, is buried in Cesena War Cemetery, Italy, Grave V, G, 4. On his headstone are inscribed the words OUR ONLY SON. SADLY MISSED BY MOM AND DAD, SISTERS DOROTHY AND THELMA.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Wally Lang was born in Sarnia on March 4, 1923, the eldest child of John R. Lang and Mae Elizabeth (nee Wallace) of Sarnia. John (born in Sarnia, the son of Scottish parents) and Mae (born in Buffalo, New York) were married in Sarnia on October 2, 1920. John and Mae’s oldest child was named after his mother’s maiden name, but he later became known as “Wally”. Wally had one brother, Donald, and one sister, Virginia Helen (born in Michigan, later to become Virginia Wray). At the time of Wallace’s death, Virginia was in training as a cadet nurse at Lansing, Michigan.

Wally received his education at Johnston Memorial public school in Sarnia from 1929 to 1937 and then at Sarnia Collegiate from September 1937 to October 1941 where he completed grade eleven. During his youth, he was involved in a variety of activities. In terms of sports, Wally participated in tennis and baseball and was active in promoting boys’ sports in Sarnia. He was also involved in several groups; for instance, he was a Scout for one year, and a member of the Cadets for three years. Wally was president of the Sarnia Boys’ Work Board for two years and he also gave of his talents to activities at St. Paul’s United Church. A few months before enlisting, he joined the Central Century Club.

Wally was a Canadian Observer carrier boy for a while and, in 1941, was employed as a news reporter for a short time. In mid-November 1939, he was elected local member for the Ontario Older Boys’ Parliament. The election took place during a youth rally that was attended by approximately 100 young men from Sarnia, Point Edward, and Wyoming, and was held at Devine Street United Church and St. John’s Anglican Church. His first duty was to attend the parliament for a week in late December in Toronto.

After leaving high school, Wally worked as a paint brander in the shipping department at Imperial Oil Limited from 1941 to 1942. He was helping to financially support his mother, Mae, who was living at 270 South Mitton Street at the time. His father, John, was employed as a switchman with the Grand Trunk Western Railway, and he was residing at the Fritch Hotel in Detroit. At the time of Wally’s death in 1945, his parents were still living apart.

John Lang, a veteran of World War I who had been gassed at the Somme, might have influenced his son to enlist. Before Wally turned 18, he left Imperial Oil and applied to the RCAF, but he was rejected. On November 4, 1942, at the age of nineteen-and-a-half, he re-applied and was accepted in the Royal Canadian Air Force in Toronto. He stood five feet seven-and-a-quarter inches tall, had brown eyes and brown hair, and was single. He was residing with his mother at 270 Mitton Street, S., at the time, and he requested flying duties. He got his wish and Wally began months of extensive training.

From the #11 Recruiting Centre in Toronto and then #5 Manning Depot in Lachine, Quebec, he was transferred to RCAF 16 X Depot in Debert, Nova Scotia. In early July 1943, he continued his training at #6 Initial Training School (ITS) in Toronto; and in November 1943 was at #5 Bombing and Gunnery School (B&GS) at Dafoe, Saskatchewan. After completing B&GS at Dafoe, he took a six-week course in navigation at the #5 Air Observer School (AOS) in Winnipeg, Manitoba. He was awarded his Air Bomber’s Badge and commission as a pilot officer, on April 7, 1944, in Winnipeg. In late April 1944, Wally began four weeks of Commando training at #1 Aircrew Graduates Training School (AGTS) at Maitland, Nova Scotia.

Wally Lang embarked overseas from Halifax on May 25, 1944, arriving in the United Kingdom one week later. Originally stationed at #3 Personnel Reception Centre (PRC), Wally was transferred in mid-August to #8 (Observer) Advanced Flying Unit (AFU). Two months later, in early October 1944, he was training at #24 Operational Training Unit (OTU) in Vickers Wellington aircraft. During Christmas 1944, Wally was promoted to flying officer (and air bomber).

In mid-March 1945, Wally was transferred to #76 Base and, two weeks later, was attached to RAF Dalton, an airfield used by Bomber Command, as a member of #1666 “Mohawk” Heavy Conversion Unit (HCU), RCAF. 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.

As part of #1666 “Mohawk” HCU, Wally trained in Lancaster bombers. He had almost completed a tour of operations when the war in Europe ended on May 8, 1945. On that day, he became a member of RCAF #433 Porcupine Squadron “Quis’y frotte s’y pique” (Who opposes it gets hurt), then operating Lancaster bombers, based at RAF Skipton-on-Swale, Yorkshire. One of the tasks of #433 Squadron was to fly from England and return troops and POWs to the U.K. from Germany and Italy.

Though the war in Europe was over, Wallace made the decision to continue on occupational flying duty. (Japan did not surrender until mid-August 1945). In early October 1945, #433 Squadron disbanded. On October 2, 1945, Wally Lang became a member of RCAF #429 Bison Squadron “Fortunae nihil” (Nothing to chance), part of Bomber Command, No. 6 Group.

No. 429 Squadron had been formed in November 1942 as a night bomber squadron, based at East Moor, and was equipped with Vickers Wellington aircraft. In August 1943 the squadron moved to RAF Leeming, Yorkshire, and converted to Handley Page Halifax aircraft. In March 1945, the squadron converted to Avro Lancasters. At the end of the war, the squadron was used to transport troops and liberated POWs back to the U.K.

Wally was settling into post-war life in England. At the end of October 1945, he purchased a car for himself and stored it at his base. Only weeks later, on November 5, 1945, nearly three months after VJ-Day, Wally Lang lost his life in a Lancaster flying accident at Boulton Bridge in Yorkshire, England.

On the morning of November 5, the crew of Lancaster I aircraft RA571 was tasked with flying an hour-long local flying exercise which involved a “George” test (aircraft auto pilot). On board were six of the regular aircrew, including Wallace Lang, and two ground crew. In all probability they would have been in England for only a few more weeks before returning home to Canada. After take-off from RAF Leeming, Yorkshire, at 11:04 hours, the crew headed south and, on their return north, they encountered poor weather. The conditions in the Pennines, a range of mountains and hills in the north of England, in the mid-morning of this day were described as poor, with mist and low cloud covering the areas of high ground. As the aircraft flew into these conditions, she descended below the clouds to get a visual fix on the ground. Unknown to them, high ground lay in front of them.

At 12:05 hours, the aircraft struck the southern side of Beamsley Beacon some 50 feet from the summit. The aircraft disintegrated on impact and burst into flames. Four of the eight airmen were killed in the impact, and of the four survivors, one, Sgt. Joseph Belanger, was less seriously injured and was the one to go for help. The aircraft was heard to fly over the area by people on the ground and upon hearing the crash, many made their way up to the crash site which took some time locating in thick mist. The other three survivors—F/O Alan Coleman, F/Sgt. Francis Moran, and LAC Reginald Henderson—were taken down to waiting ambulances and then to hospital where they recovered. The four airmen killed were F/O Wallace Ewing Lang, F/O Walter Fred Conley, Cpl. William John Ellis, and F/S Arnold Emerson Stinson.

Several days later, Mae, still living on Mitton Street, received a telegram informing her that her son FLYING OFFICER WALLACE E LANG HAS BEEN REPORTED KILLED IN A FLYING ACCIDENT AT BOULTON BRIDGE YORKSHIRE ENGLAND ON NOVEMBER 5. No other details were given, but the message said that a letter would follow.

On the morning of November 12, a funeral service was held in the chapel at Harrogate with full service honours for the four airmen killed in the crash. The caskets were carried by men of the squadron and the bodies were buried in Stonefall Cemetery beside the chapel in Harrogate.

In mid-November 1945, Mae received the following letter from No. 429 Squadron, R.C.A.F.:

Dear Mrs. Lang,

            Prior to the arrival of this letter you will have received a telegram informing you that your son, Flying Officer Wallace Ewing Lang, was killed in a flying accident on 5th November, 1945. I am very sorry to have to confirm this.

            Wally and his crew were engaged in a flight during the morning of November 5th, and toward the end of the exercise the aircraft became enveloped by cloud. The aircraft was lowered in an attempt to find clear sky but crashed into a hill whose summit was covered by the low cloud. Your son and three other members of his crew were instantly killed and four members were seriously injured as a result of this accident which occurred near Ilkley, Yorkshire.

            Unfortunately, owing to the time taken to communicate under present conditions, it was not possible to ascertain your wishes regarding the funeral and I had therefore to arrange for your son’s burial without reference to you. You will, I am sure, understand the necessity for this action and I sincerely trust that the arrangements we were able to make were what you would have wished.

            Your son’s funeral took place at Harrogate on the 12th of November at 10.30 a.m. The service was conducted by Squadron Leader A.S. Roblin and Squadron Leader T.D. Jones, the Protestant Chaplains of this Station, in the chapel attached to the cemetery, after which his body was interred in the R.A.F. Regional Cemetery, together with the three of his comrades who died with him. Full Service Honours were accorded, the casket being carried by men of his own Squadron. It was covered with the Union Jack and the Last Post was sounded at the end of the service. A firing party was also provided.

I am enclosing herewith photographs taken of the funeral and of the graves, the number of your son’s grave is K.2. You will wish to know that all war graves are taken care of by the Imperial War Graves Commission, Wooburn House, Wooburn Green,, Bucks., whose duty it is to arrange both for the temporary marking of the grave by a wooden cross and ultimately for the erection of a permanent headstone. I am instructed to explain also that the question of re-interment, if this were desired, could only be considered at a later date.

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

            I should like to assure you how much we all honour the unselfish sacrifice your son has made so far from his home in the service of his country and the Empire. It may also give you some satisfaction to know that Wally was regarded as a very good air bomber and that his loss is a severe blow, not only to ourselves as his colleagues, but to the Squadron as an operational Unit. May I now express the great sympathy which all of us feel with you in the sad loss which you have sustained.

Also in mid-November 1945, Mae received another letter, this from the Air Marshal, Chief of the Air Staff.

Dear Mrs. Lang:

            I have learned with deep regret of the death of your son, Flying Officer Wallace Ewing Lang, on Active Service Overseas on November 5th, 1945, 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 he was serving.

Wallace Lang was later officially recorded as Killed as a result of a flying accident at Boulton Bridge, Yorkshire, England (Air Test Flight). In mid-June 1946, John and Mae received a War Service Gratuity of $545.62 for the loss of their son. In mid-February 1947, Mae received the following letter from the Wing Commander for Chief of the Air Staff:

Dear Mrs. Lang:

            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 son, Flying Officer W.E. Lang. 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.

On the summit of Beamsley Beacon in Yorkshire where the crash occurred, there is a memorial plaque commemorating Lancaster RA571 that includes the names of the survivors and those lost in the crash. Sam White, a British air cadet instructor and leader, was instrumental in creating the memorial on Beamsley Beacon. In his words, “Since 2012, I started reading into air crashes in the local area during the war years. There is another crash site of a Halifax bomber across the valley from the Lancaster which resulted in the death of several Canadian airmen. This crash site has had a memorial in place for several years but the Lancaster did not, perhaps due to it being post-war. I decided that these men should still be honoured and so I worked on getting the memorial plaque placed there.” Every year his squadron visits the memorial on November 5—the anniversary of the crash.

Wallace “Wally” Lang, 22, is buried in Harrogate (Stonefall) Cemetery, Yorkshire, United Kingdom, Section G, Row K, Grave 2. On his his grave are inscribed the words FATHER IN THY GRACIOUS KEEPING LEAVE WE NOW OUR DEAR ONE SLEEPING. 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

Paul Larson was born in Provost, Alberta, on May 10, 1921, the son of Henry and Gunhild Larson, of Provost, Alberta. Henry and Gunhild Larson were married on May 30, 1918, in Rosenheim, Alberta. The Larsons were blessed with seven children: six sons—Lewis, Clarence, Norman, Henry, Paul, and Alvin (Alvin would serve in the RCAF)—and one daughter, Thelma. Sadly, when Paul was 17 years old, the patriarch of the family, Henry, passed away on August 25, 1938, at the age of 48.  

At age 14, Paul, who could also speak Norwegian, left school after grade eight and worked on the family farm for six years. We know little about Paul’s life before he enlisted other than he was a member of the 19th Alberta Dragoons, Royal Canadian Artillery, from September 1940 to June 1941, and that he worked as a truck driver, and was residing with his mother in Provost, Alberta.

On June 3, 1941, Paul Larson, age 20, enlisted in the Canadian Army in Calgary, Alberta. One of his reasons for joining the army was to “get out and see the world.” He stood five feet nine-and-a-half inches tall, had grey eyes and light brown hair, was single, and was residing at home with his mother at the time.

From #13 District Depot in Calgary, Paul received his army training at the Canadian Army Training School (CATS) in Hamilton; then at #12 Basic Training Centre (BTC) in Chatham; and then at A-29 Advanced Infantry Training Centre (AITC) in Listowel. In mid-November 1942, he continued his training at A29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash and also took a 3-week Motor Mechanics course in Windsor. During his training, he became qualified as a driver of wheeled and track carriers and worked as a driver instructor on universal carriers. His commanding officer wrote that Paul gave a very good report on his ability and co-operation as an instructor… Worthy of promotion.

Paul Larson advanced to the rank of acting corporal and remained at Ipperwash until mid-August 1943. This wasn’t the only change in his life, however. From August 11 to August 16, Paul was granted six days special leave to get married. Acting Corporal Paul Larson married Mary Louise (nee Baikie) on August 14, 1943, in St. George’s Church, Sarnia. Mary Louise was a private in the Canadian Women’s Army Corps (CWAC) based at #2

Vocational Training School (VTS) in Toronto. She was the daughter of Mr. and Mrs. F.W. Baikie of Sarnia. In the wedding party were Cpl. Harry Keen and Kay Baikie.

After his leave, Paul was transferred temporarily to #6 Basic Training Centre in Stratford, and then in early September 1943, to #1 Transit Camp in Windsor, Nova Scotia. Paul was, according to his commanding officer, anxious to go overseas. To that end, Paul reverted to the rank of private to do so. He left for the United Kingdom on September 14, 1943. He would never meet his daughter, Patricia Ann Larson, born February 24, 1944 at Sarnia General Hospital.

After arriving in the United Kingdom on September 20, 1943, Paul continued his training as a member of #1 Canadian Infantry Reinforcement Unit (CIRU), with the rank of private. Four months later, on January 13, 1944, Paul embarked from the U.K, and arrived in Italy on January 27, 1944, as a member of the Seaforth Highlanders of Canada, Royal Canadian Infantry Corps (RCIC).

The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous 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, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops. The campaign came at a cost of more than 26,000 Canadian casualties including nearly 6,000 Canadians killed.

Paul Larson advanced northward through Italy with the Seaforth Highlanders and rose in rank to acting sergeant (the day that his daughter was born in Sarnia), and later to the rank of acting corporal. On February 24, 1945, Corporal Paul Larson was killed in action while fighting in Italy. His death came at the very end of the Italian Campaign, as it was in late February 1945 that the 1^st Canadian Corps began to move into northern Italy to be re-united with the First Canadian Army in Europe.

Ironically, Paul’s death was on the same day that his daughter, Patricia, celebrated her first birthday in Sarnia.

Paul’s remains were buried on February 24 at a location recorded on the Army Field Service Card as “Italy, 2 CIB Cemetery Sh 89/III Ravenna W. MR 435395”.

In early March 1945, Mary Louise, then residing with her parents at 120 Cobden Street, received a telegram from Ottawa informing her that her husband CORPORAL PAUL LARSON HAS BEEN KILLED IN ACTION OVERSEAS. Shortly after, his death was confirmed when Captain (the Reverend) H. Durnford, the chaplain of the unit, sent a letter telling Mary of the high esteem in which her husband Corporal Paul Larson was regarded by his officers and fellow soldiers in the regiment.

Also in early March 1945, Mary received the following letter from the Brigadier, Acting Adjutant-General:

Dear Mrs. Larson:

            It was with deep regret that I learned of the death of your husband, M50876 Corporal Paul Adolph Larson, who gave his life in the Service of his Country in the Mediterranean Theatre of War on the 24th day of February, 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.

In mid-May 1945, a short memorial service for Corporal Paul Larson was held during the morning service at St. George’s Church, Sarnia. In June 1945, Mary received a War Service Gratuity of $566.09 for the loss of her husband.

The Colonel, Director of Records, for Adjutant-General wrote Mary in mid-August, 1946.

Dear Madam:

Information has just been received from overseas that the remains of your husband, M50876, Corporal Paul Adolph Larson, have been carefully exhumed from the original place of internment and reverently reburied in grave 22, row F, plot 5, of Ravenna British Empire Cemetery, five miles West of Ravenna, Italy. 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…

Paul Larson left behind his widowed mother, Gunhild, his brothers and sister, his bride of one-and-a-half years, Mary Louise, and their one-year-old daughter, Patricia.

Paul Larson, 23, is buried in Ravenna War Cemetery, Italy, Grave V.F.22.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

John Leckie was born in Sarnia on March 28, 1917, the youngest son of William Christopher and Agnes May (nee Niblock) Leckie, of 376 Cromwell Street, Sarnia. William (born in Carlton Place, Lanark County, Ontario) and Agnes (born in Parkhill, Middlesex, Ontario) were married in Parkhill, Ontario, on April 8, 1908. William was employed as a carpenter/builder in Sarnia. John Leckie had one brother, Kenneth Paul (born 1910), and one sister, Marjorie Isabel (born 1913).

John received his education at Johnston Memorial School in Sarnia (1927-1931) and then at Sarnia Collegiate beginning in 1931, graduating in 1936 in drafting. During his time at school, he was on the editorial staff of the Collegiate Magazine. He was also a member of Central United Church where he served as an usher. John enjoyed participating in skiing, tennis, handball, and golf, and he was one of the older members of the Century Club since he was very interested in boys’ work. In 1936, after leaving school, he accepted a job in Peterborough and served a four-year apprenticeship for General Electric in practical training before working as a draughtsman for them in 1940-41. He also served with the Prince of Wales Rangers as a private in Peterborough in 1940-41. In 1941, he moved to Toronto and worked as a draughtsman for De Haviland Aircraft where he was employed until he enlisted for service.

On June 24, 1942, John Leckie, age 25, enlisted in the Royal Canadian Air Force in Toronto. He stood five feet eleven inches tall, had brown eyes and brown hair, was single, and he requested flying duties. After the war he planned to take engineering courses.

After leaving #11 Recruiting Centre, and then #1 Manning Depot both in Toronto, John received his air training at #6 Initial Training School (ITS) in Toronto; next at #4 Bombing and Gunnery School (B&GS) in Fingal; and then at #1 Air Observer School (AOS) in Malton, Ontario. The Commanding Officer at #4 B&GS wrote that John had an Effervescent personality who can be entrusted with any responsibilities. John was awarded his Air Bomber Badge on November 17, 1943 in Malton. He was commissioned as a pilot officer and, after a 14-day leave at home, was transferred to #1 Y Depot in Halifax in early December 1943. In January 1944, John trained at #3 Aircrew Graduate Training School (AGTS) in Three Rivers, Quebec; and in February 1944, he trained at #1 Aircrew Graduate Training School (AGTS) in Maitland, Nova Scotia (taking a commando course). On February 18, 1944, John was stationed at #1 Y Depot in Lachine, Quebec.

On March 30, 1944, John Leckie embarked overseas from Halifax bound for the United Kingdom. From #3 Personnel Reception Centre, John continued his training in the U.K. as a member of #1 (Observer) Advance Flying Unit (AFU), and then at #28 Operational Training Unit (OTU) at Wymeswold. On October 29, 1944, he became a member of RAF #153 Squadron “Noctividus” (We see by night), part of Bomber Command, with the rank of Flying Officer-Bomb Aimer.

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.

RAF #153 Squadron had two incarnations during the war: first as a night fighter squadron operating in England and in the Mediterranean; and then as a Lancaster squadron in Bomber Command. During John’s time with the squadron, it was operating with Avro Lancaster bombers based out of RAF Scampton, Lincoln, England. John would take part in 12 missions over enemy territory.

On the night of December 17, 1944, he was a member of the 7-man crew of Lancaster III aircraft PB633 (markings P4-J), one of 18 aircraft detailed from No. 153 Squadron base at Scampton, Lincoln. They were to take part in an attack on Ulm, Germany that night. After they took off from their base, ground control never heard anything more from the crew. They had gone missing. It was later determined that while returning from Ulm, Lancaster PB633 was involved in a mid-air collision with another Lancaster and crashed near Laon (Aisne) in France. According to the #153 Wing Commander, “Enemy opposition consisted of only two or three bursts of flak, no fighters were seen, and searchlights were ineffective.”

Three crew members of PB633 managed to bale out and survive the crash. Based on their accounts of the events, authorities determined that their Lancaster was flying at between 4,000 and 4,500 feet and had just come out of cloud cover when, at approximately 2115 hours, another aircraft struck their aircraft from below the pilot’s cabin, lifting the bomber upward. The captain ordered the crew to jump, and the wireless operator (F/S R. Taylor) and two air gunners (Sgts A.G. Pratt and G. Cuthbertson) succeeded in doing so. Thirty seconds after the wireless operator left the aircraft, the bomber crashed into the ground and exploded in flames, a half mile south of Vienne-la-Ville, France. By the time the wireless operator made his way to the crash site, American troops were at the burning aircraft. The two gunners were located in French farm houses, one an hour later and one the next morning. All three were returned to England. 

Two members of the crew, F/O G. Hetherington and Sgt. E. Davies, attempted to bale out but came in contact with one of the propellers—their bodies were found about a mile from the crash site. Two members of the crew, F/O-Pilot Harold Schopp and F/O-Bomb Aimer John Leckie, went down with the aircraft. Their remains were identified the following morning by the wireless operator and an American officer.

Along with Flying Officer-Bomb Aimer John Lyle Leckie, also killed were F/Os Harold Harrison Schopp, George Donald Frederick Hetherington, and Sgt. Edward Whelan Davies (RAF). Three other Canadians in the crew—FS. R. Taylor, Sgts A.G. Pratt, and H. Cuthbertson—survived the crash unharmed and were returned to their unit on Dec. 28, 1944.

In late December 1944, William and Agnes Leckie on Cromwell Street received a telegram from Ottawa informing them that their son FLYING OFFICER JOHN LYLE LECKIE WAS MISSING AFTER AIR OPERATIONS OVERSEAS. Also in late December 1944, Agnes received the following letter from the Wing Commander, No. 153 Squadron, RAF, Scampton, Lincoln, England:

Dear Mrs. Leckie,

            May I be permitted to express my own and the Squadron’s sincere sympathy with you in the sad news concerning your son, Flying Officer John Lyle Leckie.

            The aircraft of which he was the Air Bomber took off to attack Ulm on the night of the 17th December 1944 and nothing further has been heard. You may be aware that in quite a large percentage of cases aircrew reported missing are eventually reported prisoner of war and I hope that this may give you some comfort in your anxiety.

Your son was a most efficient Air Bomber and his loss is deeply regretted. I would like you to know how greatly we all honour the sacrifice he has made so far from his home country in the service of the United Nations.

His effects have been collected and sent to the Royal Air Force Central Depository where they will be held until better news is received, or for a period of at least six months, before they are forwarded to you through the Administrator of Estates, Ottawa. In the meantime you may rest assured that should any news of your son be received you will be notified immediately.

At the end of December 1944, an investigation was conducted into the circumstances of the crash by interviewing the survivors. Following are portions of the report and interviews:

Aircraft was flying at 4,000-4,500 feet and had just come out of cloud… At approximately 2115 hours, aircraft was struck forward – appeared to be under pilot’s cabin – and was lifted upward. Captain immediately gave the order, “Jump, jump”. Flight Engineer (E.W. Davies) then asked if everything was O.K., Captain then said, “Emergency, jump, jump”. Wireless Operator (R. Taylor) put on parachute and went to rear door and joined the two Gunners (A.G. Pratt and H. Cuthbertson) who were already there and had the door open. Then all baled out in turn with Wireless Operator leaving last. Approximately 30 seconds after leaving the aircraft, the aircraft was heard to crash.

From F/S R. Taylor, Wireless Operator: After the plane crashed I landed in a swamp near a small stream and found myself in water up to my waist. Immediately I was free of my ‘chute I tried to find my way out. On the first attempt I just travelled in a circle. From there I managed to get a better bearing on the country and made my way to high ground… On the main road I proceeded in the direction of the aircraft which was still burning. When I arrived at the burning aircraft there were American troops from the 29th Infantry Division Security Troops (U.S.A.) there. A guard was left and two soldiers and one Lieutenant went with me to try to find the two Gunners that had baled out before me, in case they had sustained any injuries. Approximately an hour after… we located Sgt Pratt, the Mid Upper Gunner, in a French farm house… The next morning, I proceeded with a Lieutenant to the crashed aircraft to identify any personnel that I could. I managed to identify as best I could, parts of equipment and personal clothing which were on the crew. From there we located Sgt. Cuthbertson at the French farm house… They would be flown out of Laon, France on December 24 in an American C.47 to Bristol, England.

From Sgt. A.G. Pratt, Mid-upper Gunner: I was the first to jump. I opened the door and the Rear Gunner was just putting on his ‘chute. I said “Come on Hugh” and then I jumped. I landed in water about a foot deep and the ‘chute dragged me about 10 feet before I could release it. I got out of the water and started to head for the aircraft which I could see because it was burning. It would be about 4 to 5 miles away. I came to some more water and it looked pretty deep so I decided I had better not try and go through it. I started back and I thought I heard someone shouting, and I saw a light. I headed for the light but it went out. I came to a farm house and went in. They were French

people. They gave me dry socks and some food. I tried to get the Military Police by telephone but the French people

couldn’t understand me. About an hour after I came to the farm house the Wireless Operator and American soldiers came and they took us to their camp. The next day we picked up the other Gunner and the American Lieutenant took us to an aerodrome not far from Laon…

From Sgt. G. Cuthbertson, Rear Gunner: Upon leaving the aircraft via back fuselage door, I pulled parachute release and parachute shot up O.K. Floated down for about 40 seconds when our aircraft hit the ground exploding and bursting into flames. In the glow I saw three parachutes well up in the air. The Mid-Upper Gunner had gone first so I took the ‘chutes to be other members of our crew, one being the W/Op. Floated down quite steadily until very near the ground when the ground wind started swinging my body. After a very short time I realized I was going to land in water so I inflated my Mae West and noted the closest way out to dry ground. Upon striking the water I immediately released the parachute harness and stood up. Though I had gone under water upon landing it was just a hole and the water though up to chest was not over the waist in most places. Having noted a light, or as I thought a star, I set out to reach the shore. The star turned out to be an aircraft with lights on. After wandering around in ice-cold water for nearly an hour I made for a large tree and remained there till morning. During the night there were 2 trains passed about ¾ miles away down the railroad line and across the water from me. At 7.30 a.m. I made my way through the water again to the railroad. Seeing a farm house in the distance I went there and had a cup of coffee and the people called the M.Ps. The M.Ps came with Taylor and we were taken to their billet, 29th Infantry Security Troops. From there we were taken to Laon, a landing (emergency) strip and American base. We were fogged in until Sunday when we flew back with an American Dakota to Bristol…

Of the crew of Lancaster PB633, FS. R. Taylor, Sgt.s A.G. Pratt, and H. Cuthbertson baled out and returned safely to England. F/O Hetherington and Sgt. Davies also attempted to bale out, but apparently came in contact with one of the propellers and their bodies were found with parachutes attached about a mile from the crash. The remaining two members; F/O-Bomb Aimer J.L. Leckie and F/O-Pilot H.H. Schopp, went down with the aircraft which crashed and burned near Laon… F/S Taylor returned to the crash the following day, December 18th, with an American officer and identified parts of equipment and personal clothing which were undoubtedly the property of F/O Leckie and F/O Schopp…

It was later determined that the remains of the dead airmen had been buried on December 20, 1944, in U.S. Military Cemetery, #1 Champigneul, Marne, France. F/O G.D. Hetherington was buried in Plot D, Row 2, Grave 39, and Sgt E.W. Davies was buried in Plot D, Row 2, Grave 40.

In May 1945, the remains in Plot D, Row 2, Grave 42 were disinterred to determine the identity of the remains there. Inside Grave 42 were the remains of two deceased airmen. Although the remains were badly decomposed and severely mutilated, it was determined that they were those of F/O John Leckie and F/O H.H. Schopp. A red circled identification tag was found among the remains showing “Can J 38412, Officer J.L. Leckie, RCAF”, along with a few pieces of a blue uniform and a cotton undershirt. The airmen’s remains were later exhumed and reburied in Dieppe Canadian War Cemetery.

John Leckie’s death was later officially recorded as Previously reported “missing” after air operations (over Ulm Germany), now reported “killed” during air operations, overseas. In December 1945, William and Agnes Leckie received a War Service Gratuity of $348.53 for the loss of their youngest son.

Twenty-seven-year-old John Lyle Leckie is buried in Dieppe Canadian War Cemetery, Hautot-Sur-Mer, Seine-Maritime, France, Grave N.8. On his headstone are inscribed the words HE GAVE HIS LIFE FOR OTHERS.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Thomas (Tommy) Lee was born in Petrolia on September 18, 1922, the eldest son of Edwin and Irene (nee Miller) Lee, of 244 North Christina Street, Sarnia. Edwin (born in Petrolia) and Irene (born in Evansville, Indiana) Lee were married on September 3, 1920, in Detroit, Michigan. Tommy had four siblings: two brothers—Joseph Conrad (who served in the R.C.N.V.R. aboard H.M.C.S. Givenchy) and Ronald Patrick; and two sisters—Leona Irene (who became Mrs. L.I. Poliski, residing on Water Street, Sarnia) and Mary Jane Lee. There was another Lee sibling, Sydney Randolph Lee; however, he passed away on April 21, 1928, at the age of 1 year, 7 months.

The Lee children had a tumultuous upbringing as their father, Edwin, a Great War veteran, was an abusive alcoholic. While their mother, Irene, worked two jobs to support the children, Edwin had trouble holding onto a job. He was a car mechanic, but when he was unemployed, he spent much of his time drinking with others near the train tracks. The role of protecting and supporting Irene often fell to Tommy, the oldest son. His niece stated that “Tommy was just a kid, but he grew up as an adult.”

Tommy attended Lochiel Street Public School from 1928 to 1936. On August 15, 1937, when Tommy was 15 years old, his father Edwin, age 39, collapsed and died of a heart attack on the steps of the Sarnia courthouse.

Tommy attended Sarnia Collegiate from 1936 to 1940. He was active in the school cadets and sports, including basketball, swimming, and baseball, and his hobby was art. Prior to enlisting, Tommy had a number of jobs in Sarnia: part time at Fred Galbraith Garage (Dodge & DeSoto Dealer) in 1939-40 while he attended school; in a machine shop from January-March 1941; as a helper for sign painter George Audaer, March-July 1941; and as a labourer with C.N.R. for one month prior to enlisting.

On August 5, 1941, Tommy Lee, age 18, enlisted in the Royal Canadian Air Force 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. Tommy stood five feet eleven inches tall, had blue eyes and dark brown hair, was single, and lived at home with his mother on Christina Street at the time. He requested flying duties and was anxious to serve as a pilot or wireless operator air gunner. His post-war plan was a career with the RCAF.

One of Tommy’s references was Fred Galbraith who stated the following to the recruiting officer: “I have always found [Tommy] to be honest and industrious… and I recommend him most highly.” An RCAF interviewer recorded that Lee was a “clean, courteous, nervous type. Very slow talking, but very sincere and anxious to serve as wireless operator air gunner. Should develop with training into good aircrew material.”

From #1 Manning Depot in Toronto, he received air training at #1 Service Flying Training School (SFTS) at Camp Borden; next at #1 Initial Training School (ITS) in Toronto; then at #10 Elementary Flying School (EFTS) at Mount Hope; and continuing at Composite Training School (KTS) in Trenton; then at #7 Bombing and Gunnery School in Paulson, Manitoba; and finally at #4 Air Observers School in London, Ontario. He was awarded his Air Bombers Badge on December 4, 1942.

On January 4, 1943, Tommy Lee embarked overseas bound for the United Kingdom. From #3 Personnel Reception Centre, he continued his training with #23 Operational Training Unit (OTU), before becoming a member of #1659 Conversion Unit in June 1943. He went on to serve with RCAF #405 Squadron, and RAF #1664 Conversion Unit, and then RCAF #431 Squadron in September 1943, as part of Bomber Command.

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.

In November 1943, Irene Lee in Sarnia learned that Tommy had been recently promoted from sergeant air gunner to flight sergeant while on active service. Also in November 1943, Tommy’s brother, Joseph, reported for duty with the Royal Canadian Navy at Windsor (Joseph’s wife also resided at 244 North Christina Street, Sarnia).

In late November 1943, Tommy Lee and his #431 Squadron crew were part of a powerful R.A.F.-R.C.A.F. night raid over Berlin, Germany. The Canadian bomber group included a large force of Lancasters and Halifaxes in what they described as a “perfect” attack. One flying officer said that he saw the streets of Berlin distinctly; another said fires were visible all the way through Denmark. Pilot Officer Jack Snelgrove of Regina said, “It looked like Sarnia, Ontario would if the entire Imperial Oil plant suddenly went up in flames.” Tommy and his crew aboard Halifax bomber LL152 barely avoided disaster on their return flight. On their way back to England, the crew watched helplessly as the starboard engine failed just before anti-aircraft fire struck the aircraft. Somehow, their pilot, Gerald “Jerry” Philbin, returned his crew safely back to base. This achievement earned Philbin a Distinguished Flying Cross.

The following March, the crew avoided another disaster. They had undertaken an operational flight to bomb a target at Amiens, France. They succeeded in releasing their bombs over the target and then returned to their base at RAF Croft in Yorkshire. Everything seemed to be going routine when they landed just before midnight, but when Philbin slowed the Halifax at the end of the runway, a fiery explosion tore off the rear of the aircraft. The force of the blast tipped the front half of the bomber on its nose and set it on fire. Unknown to the crew, a live 500-lb. bomb had hung-up and was still in the bomb bay. The jolt of the landing released the bomb and when it fell against the bomb bay doors, it detonated. Both air gunners at the back of the bomber died instantly, but the other six crew members in the front of the aircraft managed to escape serious injury. Most of them, including Tommy Lee, were pall-bearers at the funerals of their two crew mates three days later.

On June 7, 1944, Thomas Lee became a member of RCAF #425 Alouette Squadron “Je Te Plumerai” (I shall pluck you), with the rank of pilot officer-bomb aimer. No. 425 Squadron formed in June 1942 at RAF Dishforth in Yorkshire, England. It was designated the “First French-Canadian Squadron”, equipped with Vickers Wellingtons. Bomber Command combed other squadrons for French speaking air and ground crews to fill its ranks. On January 1, 1943, the squadron was transferred to No. 6 (RCAF) Group. In May 1943, RCAF #425 Squadron had moved their base of operations from RAF Dishforth to Kairouan in Tunisia (North Africa). From there, still flying Wellingtons, it conducted operations against Sicily and Italy. In November 1943, the squadron returned to Dishforth and resumed operations from there. The following month, they were re-equipped with Handley Page Halifaxes, and the squadron was transferred to RAF Tholthorpe, Yorkshire.

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.

One of the Nazi responses to the D-Day invasion was the release of their “revenge weapons.” By 1941, German scientists were testing a pilotless cruise missile called the Vergeltungswaffe 1 (Vengeance 1). These flying bombs were packed with explosives and designed to fly towards targets in England where they would run out of fuel and then plummet from the sky and detonate on impact. Approximately nine metres long and weighing 2,300 kgs, the V-1 rockets were visible from a distance but flew at relatively low altitudes with such speed, around 650 km/h, that anti-aircraft guns rarely hit them. Their engines made a distinctive buzzing sound—which led to the British calling them “buzz bombs” and “Doodlebugs”. On June 13, the Germans launched ten V-1 rockets across the English Channel. Nazi propagandists boasted that these “revenge weapons” would turn the tide of war in Germany’s favour.

The Allies understood the potential damage that this new super weapon could inflict, and were determined to stop the V-1 rocket program. One of the sites the Allies prioritized was St. Leu D’Esserent, a small town 50 kilometres northwest of Paris. Since 1943, its limestone quarries had been one of three major underground depots the Germans were using to store and to assemble their cruise missile bombs. In July and early August 1944, the British and American Combined Bomber Offensive executed numerous afternoon and daylight raids on St. Leu with limited success.

On August 5, 1944, Tommy Lee and his crew were aboard Halifax Mk. III bomber LL594 (markings KW-U), part of another air raid mission targeting the V-1 storage site at St. Leu D’Esserent (code Leopold). This was Pilot Officer-Bomb Aimer Tommy Lee’s 26th operation, and this 8-man crew’s fourth mission together aboard this Halifax bomber. Their Halifax LL594 aircraft had the distinctive painted nose art of the 1942 Allan Cup (won by the Ottawa RCAF ‘Flyers’ hockey team) and the background logo used on the Ottawa hockey sweaters. Their pilot was once again, Jerry Philbin, a stellar hockey player who, as usual, was wearing his Allan Cup hockey jersey for good luck.

In the August 5th operation, 196 Halifax bombers (from 408, 415, 420, 424, 425, 426, 427, 429, 431, 432, 433, and 434 squadrons) were joined by 60 Lancaster bombers and six Mosquitos (from 408, 419 and 428 squadrons) on the daylight attack on St. Leu in northern France. A second wave, comprising 189 Lancasters and seven Mosquitoes, was to follow shortly after.

Halifax bomber LL594 took off from its base at RAF Tholthorpe at approximately 11.00 a.m. The daylight raid was not a success—the Germans knew they were coming, so anti-aircraft fire was intense. Some bombers hit their target, but they did little damage to the quarry.

Halifax LL594 was hit by anti-aircraft fire somewhere near St. Leu, causing her to be engulfed in flames and to stay airborne for two or three kilometres. The bomber exploded and crashed in a dense forest three kilometres north of Chantilly, a town southeast of St. Leu. Two of the crew were blown into the sky and parachuted to the ground where they were captured by the Germans—Air Gunner Sgt. G.L. Milliard, and Pilot Jerry Philbin. Milliard became a prisoner of war, while Philbin was escorted to a nearby hospital where he was treated for broken ribs and fractured feet. One week later, with the help of the French Resistance, Philbin was part of a dramatic escape and, incredibly, a month later he was back in England.

Six crew members of Halifax LL594 were killed. Perishing with Pilot Officer-Bomb Aimer Thomas Lee were Pilot Officer Raymond Alexander Reed; FS. William Brown Gracie; and F/Os Graham Beresford (RAF), Leslie George Stamp (RAF), and WO. Brian Clark (RAF).

On August 15, ten days after the crash, French citizens buried the bodies of the airmen they had discovered in a thickly wooded area. German soldiers had found the bodies first and had left then there, but not before they had taken all personal effects from the bodies, including the identification tags of most. Three crew members were buried 35 metres from the crash site and 30 metres north of these graves, they buried the remaining two airmen. Seven of the eight crew members were accounted for but, what of the eighth, Tommy Lee?

The following month, the remains of the five airmen were disinterred from their isolated graves and reburied at Champigneul #1 Cemetery. Eight months later, on May 21, 1945, authorities moved the five bodies from Champigneul and interred them in Dieppe Canadian Cemetery, Hautot-Sur-Mer, Dieppe, France. 

In mid-August 1944, Tommy’s widowed mother, Irene, received a telegram from R.C.A.F. Headquarters at Ottawa informing her that her son WARRANT OFFICER THOMAS LEE HAS BEEN REPORTED MISSING AFTER AIR OPERATIONS OVER ENEMY TERRITORY ON AUGUST 5.Four months later, in mid-December 1944, Irene received a telegram from the R.C.A.F. Casualty Officer at Ottawa informing her that INFORMATION FROM INTERNATIONAL RED CROSS STATES YOUR SON PILOT OFFICER THOMAS EDWIN LEE LOST HIS LIFE STOP PENDING FURTHER INFORMATION YOUR SON IS TO BE CONSIDERED MISSING BELIEVED KILLED.

Tommy Lee’s death was later officially recorded as Previously reported missing after air operations (overseas), now for official purposes, presumed dead.

It was learned later that, according to witness statements, on the afternoon of August 5, some French citizens had found Tommy’s body lying near the road to Gouvieux, a French commune six kilometres west of Chantilly. Not wishing for the Germans to claim his body, these citizens brought Tommy to the chapel of the Conde hospital in Chantilly. Sixteen months after the crash, Irene and the rest of the Lee family learned the rest of Tommy’s story.

The story of how her son was buried in France after being shot down on the air raid was told to Irene Lee in a letter that she received from an American woman from Ohio. The American, Mrs. T.J. Kirby of Toledo, had just recently returned from France and had witnessed the funeral.

Just before Christmas in 1945, Irene received an envelope at her Christina Street apartment that Mrs. Kirby had mailed to her. Inside the envelope were a letter and a crucifix. Mrs. Kirby’s letter told the story of Tommy’s burial, and she stated that before leaving France, she was entrusted with a little crucifix that had been placed on the body of Pilot Officer Lee after he met a glorious death at St. Maximin, Oise, France. The crucifix was placed there by the sisters of the Conde hospital at Chantilly where the funeral took place. Following is the letter that Irene Lee received just before Christmas 1945:

Well do I realize how you must have been felling when after all those many months of silence you received that holy relic of your beloved son. It is true that the only wound that never heals is that in a mother’s heart.

We had some terrible bombing in July and August 1944 because that little French village of Saint Maximin was built right in the middle of large and deep stone quarries. Unfortunately for us, the Germans driven back by the speedy advance of the Allies during the battle of France, has started to stock large quantities of those V-1 bombs in the quarries and prepared launching platforms nearby to send their ghastly rockets against the approaching armies.

Thus, it became vital for the American and British airforces to destroy the quarries before the Germans

could make use of the new weapon. Hundreds of planes came by night and day dropping powerful explosives until, at the end, not one house was left standing (the people had all been evacuated to nearby Chantilly) but the goal was attained as not one robot bomb ever got out of those quarries.

How the Germans reacted was awful and showed the importance they attached to the depot. To our horror we saw many planes brought down by their fire during those terrible days. Forgive me for recalling such things.

Your son was the only one among all those martyrs to have a special funeral. There must have been something about him to cause that exception. The Germans said they would permit the funeral to be held, according to the Catholic rites, under condition that nobody was to go to the cemetery.

But the sisters in charge of the hospital spread the word that at two o’clock in the afternoon there would be

prayers and a service for a young Canadian aviator and just that verbal announcement was enough to bring practically all the people of Chantilly to the hospital.

            The chapel was far too small and people had to stand on the surrounding grounds. Even the mayor of Chantilly was present.

I shall never forget the impression I received when entering the chapel to behold the casket draped in the folds of the French flag and surrounded by a bank of white flowers of all kinds. Everybody who could was bringing flowers and the good sisters did their best to make the decoration of the chapel beautiful and to do their most beautiful singing. What was most stirring was to see the emotion and profound respect of the people. There was not a mother there who was not thinking of that boy’s mother and weeping with her.

At the end of the service, our venerable chaplain tried to say a few words, but his emotion was too great and his voice trailed away. He was only able to bless once more the body of your son. And then started the defile which lasted for two hours because so many persons took the time to go on foot or by bicycle to the cemetery in spite of the Germans.

The new cemetery of Chantilly is but a short walking distance from the town at the edge of a beautiful forest. Many people visit it on Sundays and the grave of your son is well taken care of. There is a cross and it was always decorated with flowers.

At the chapel of the Conde hospital, masses are frequently sung for the soul of Thomas Lee.

I hesitate to send this letter to you but yet I know there will be some sweetness and consolation for you to know what a splendid funeral your son had and how it came to be that a whole town, without knowing him, came to mourn for him.

In September 1945, Irene Lee received a War Service Gratuity of $582.38 for the loss of her son. In January 1947, she received the following letter from the Wing Commander for Chief of the Air Staff in Ottawa:

Dear Mrs. Lee:

            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 son, Pilot Officer T.E. Lee. 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.

Reflecting on her grandmother Irene many years later, her granddaughter, Mari, knew that Irene had had a difficult life, one full of heartache and losses, and her pragmatism helped her deal with any challenges “one step at a time.” Tommy’s siblings, Patrick and Mary Jane, mentioned their brother often after the war; in fact, Patrick visited his brother’s grave in Chantilly. Irene, however, didn’t talk about Tommy that much after he passed away. She confided to Mari years later that she had two regrets. When Tommy told her he was enlisting, her immediate reaction reflected her dread that, as she told him, “You might never come back.” These words haunted her, especially after Tommy died. She had also purchased him a new pair of shoes before he began training with the RCAF. She strongly advised Mari to never purchase new shoes for anyone because “they’ll walk right out of your life.”

Twenty-one-year-old Thomas Lee is buried in Chantilly (St. Pierre) Communal Cemetery, Oise, France, Row 3, Grave 372. On his headstone are inscribed the words IN OUR HEARTS YOUR MEMORY LINGERS, SWEETLY TENDER, FOND AND TRUE.

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

Hector Le Gare was born in Chatham, Ontario, on January 14, 1919, the son of Hector (Sr.) Octave and Hazel D. Le Gare. Hector Sr. and Hazel Le Gare were married in Hull, Quebec, in 1913. At some point, the Le Gare family moved to Sarnia and lived at 330 North Mitton Street. Hector Sr. supported the family by operating a restaurant and poolroom near the Bell Telephone building. They had many mouths to feed, for Hector Sr. and Hazel had seven children together: two sons, Hector (Jr.), and William, and five daughters—Jeanne and Katheline (Kay) who both moved later to Toronto—and Grace, Cora, and Violet who all resided in Sarnia.

Tragedy struck the Le Gare family in a span of two-and-a-half years. On July 16, 1926, when Hector was just seven years old, his brother William passed away at the age of five. Less than three years later, on January 18, 1929, when Hector was 10 years old, he lost his father Hector Le Gare Sr., who passed away at the age of 39.

Hector Le Gare was educated at Our Lady of Mercy Catholic Elementary School in Sarnia and then Sarnia Collegiate, where he played football and was reputed to be a good swimmer. Hector was also a member of St. Joseph’s Catholic Parish, Sarnia. After completing his formal education, Hector had navigating experience as a seaman when he served six years on the Noronic, Huronic, and Hamonic of the Northern Navigation division of the Canada Steamship Lines. He was a watchman on the latter vessel at the close of the previous navigation season, after which he was employed at the Sarnia General Hospital until he enlisted in the summer.

On July 12, 1940, Hector Le Gare, age 21, enlisted in the Royal Canadian Naval Reserve (RCNR). He stood five feet five-and-a-half inches tall, had blue eyes and dark hair, was single, and was living with his mother on Mitton Street at the time. Hector was initially posted for training at the eastern naval base Stadacona in Halifax. On September 4, 1940, he was transferred to HMCS Saguenay with the rank of able seaman.

Beginning on the opening day of the Second World War, the Battle of the Atlantic would be the longest continuous campaign of the war, and one in which Canada played a central role. The Royal Canadian Navy, along with the Royal Canadian Air Force (RCAF) and Canada’s Merchant Navy, played a vital role in defending the country’s eastern coast and escorting convoys of ships carrying men and essential machinery, arms, fuel, and basic resources between North America and Europe.

HMCS Saguenay (D 79) was an A-Class destroyer commissioned for service in the Royal Canadian Navy in 1931. The Saguenay, and her sister ship, Skeena (D59), were the first warships specifically built for the Royal Canadian Navy. Weighing 1,320 tons apiece, both ships had a length of 322’ and width of 32.5’, their boilers and engines developed 34,000 hp, and the ships’ design speed was 35 knots. Among other features, the hull was strengthened to withstand ice pressure and an extra margin of stability was given to counter icing on the upper decks.

In July 1936, HMCS Saguenay served a central role in the most remarkable peacetime outpouring of national fervour the country had yet seen—the unveiling of the Canadian National Vimy Memorial in France. In the crowd of more than 100,000 were 6,200 Canadian veterans and their families. Their voyage across the Atlantic was the largest ever peacetime movement of people from Canada to Europe—it required five ocean liners to transport them all. Five ocean liners departed the port of Montreal with the Canadian pilgrims, and HMCS Saguenay provided the lone naval escort for the convoy. At the ceremony, the Royal Guard of Honour was composed entirely of members of the Royal Canadian Navy, specifically, members of HMCS Saguenay. It was the first time in its history that the RCN was tasked with mounting a Royal Guard for a reigning British monarch.

At the dawn of World War II on September 3, 1939, within hours, the Saguenay, despite the fact that she was not yet fitted with sonar gear, began anti-submarine patrols in the entrance of Halifax Harbour. On September 16, the first east-bound convoy departed Halifax bound for the United Kingdom. It was made up of 18 merchant ships and four escorts, one being HMCS Saguenay.

On December 1, 1940, HMCS Saguenay became the first World War II Canadian naval casualty from a torpedo attack. The destroyer had departed Gibraltar (south of Spain) on November 20, part of a group escorting convoy HG-47 (with 30 merchant ships), bound for Liverpool, England. In the early morning hours of December 1, HMCS Saguenay was part of a group escorting a convoy about 300 nautical miles west of Ireland. Travelling at 12 knots and in a zigzag pattern, she periodically made a wide sweep across the rear of the entire convoy. At approximately 3:50 a.m., she noticed a flare shot up from the dark sea, astern and a mile or so to port.

It had been fired by a U-boat, still unseen, which was moving in to attack the rear of the convoy. The Saguenay increased her speed and made for the position from which the flare had risen. A moment later the submarine was sighted half a mile distant. Almost simultaneously, a torpedo struck the Saguenay forward on the port side.

The Italian submarine Argo had fired the torpedo and the explosion had severed 30 feet off the Saguenay’s bow.

After firing her first torpedo, the Argo then resurfaced only 800 yards away from the destroyer and began circling to get in a second shot. The Saguenay’s commanding officer, Cmdr. Gus Miles, leapt from the bridge to “B” gun to direct fire on the sub. The first two rounds straddled Argo as she dived. This prompt action saved Saguenay and prevented further attacks on the convoy.

The initial explosion had ignited the destroyer’s paint locker, and the fire was so intense that it drove firefighting parties out of the shattered forward section. Not only was the Saguenay bow blown off, but flames raced through the ship. Able Seaman Clifford McNaught demonstrated the kind of courage indicative of the remaining crew. Clifford was suffering from painful burns to his face, and his hands were horribly mangled. He nevertheless dashed forward to assist the short-handed gun crew by passing shells to them. He continued for the best part of an hour to pass up heavy shells, with each touch of the ice-cold steel further mangling his shredded fingers. 

Joseph Schull, in his book Far Distant Ships, described the initial chaos after the attack;

By the time two rounds had been fired the submarine had dived; and all Saguenay’s attention was required to look after herself. The seaman’s mess decks where the torpedo had struck were so fiercely ablaze that the entire fore part of the ship had to be cleared. Soon smoke and flames funneling up through the bridge structure compelled evacuation of the bridge itself. Inflammable materials in the paint shop forward of the mess decks added to the flames. Salt water, pouring through the jagged gash in the ship’s side, ignited calcium flares which fed their choking fumes into the general inferno.

A fire party which attempted to make headway against the blaze was beaten back. There was nothing for it but to flood the forward magazine; and as this was done the entire fore part of the ship, for some sixty feet back from the bow, began to bend toward the water. Cables and miscellaneous heavy gear rattled overside and then, as a great section of the smashed hull broke off and sank, the blazing forecastle, relieved of the dead weight, began to lift again.

No order had been given to stop engines; and engineers and stokers, still at their posts, kept the ship moving ahead at about two knots. Flames, breaking out with renewed vigour, still swept the bridge section; and the ship had to be conned from the emergency steering position at the after end. An attempt to go astern was made and immediately abandoned when terrific vibration told of a bent shaft. Saguenay had snapped like a whip with the impact of the torpedo, buckling the frames along ten feet of her after part and throwing one propeller shaft out of alignment.

The crew of the stricken Saguenay was able to fend off the Argo.

By 4:50 a.m., Miles feared he would have to abandon ship. The British destroyer HMS Highlander arrived within an hour or so to find the Saguenay limping slowly forward. At 7 a.m., the Highlander reported Saguenay “still floating comfortably, although she was burning fiercely forward: the fires however seemed to be under control.”

Cmdr. Miles transferred all non-essential personnel—90 officers and men—to Highlander, to reduce casualties in case of another torpedo attack. Throughout the night and most of the next day, a skeleton crew remained on board the smouldering Saguenay to continue fighting the fires. By early afternoon, the crew was able to get the doors opened to the fire-blackened bow. The ship’s engineering officer, Lieutenant H.H. Wright, a mining engineer in civilian life, shored Saguenay’s bows with timber until she resembled, in Miles’ words, “the biggest gold mine in the world.” With the fire out and the fore-ends secure, the destroyer made for home.

Two tugs met Saguenay on December 2, just before some of the tangled wreckage of her bow fell away, allowing the destroyer to ride higher and make a respectable six knots. Miles dismissed one tug, and only relied on the other when his ship reached the North Channel where she was struck by a gale on her final leg to Barrow-in-Furness on December 4. She arrived safely the next day. The Saguenay, “the ship that would not sink” had managed to limp to the British port Barrow-in-Furness on one engine.

Because the Argo torpedo struck just as the watches were changing, only 21 men died in Saguenay’s bow, and another 18 were wounded. This was actually higher than it might have been since Saguenay was carrying extra personnel under training in her forward mess decks.

Two of the lost crew members were from Sarnia—Able Seamen Hector Le Gare and Able Seamen Paul Brown. Le Gare and Brown were the second and third casualties from Sarnia to lose their lives in the Second World War. Both of their names are inscribed on the Sarnia cenotaph, and Paul Brown’s story is also included in this Project.

On the Sarnia cenotaph, Hector Le Gare’s name is inscribed as H. Legarrie.

Hector Le Gare served only 89 days in the service before his death.

In the investigation that followed, Cmdr. Miles was given a mild rebuke for steaming too slow in a dangerous situation and for not having his firefighting training and equipment up to snuff. But these criticisms were offset by praise for the seamanship and skill evident in saving the ship. The Board of Enquiry concluded that “the steaming of this ship safely back to harbour, in the condition in which we saw her, represents a very considerable feat of seamanship and endurance, and it is one that reflects great credit on her Captain, Officers and Ships’ company.” Miles was awarded the Order of the British Empire for his action.

The ship would be out of service for six months and, after undergoing repairs, she arrived in St. John’s where she joined the Newfoundland Escort Force. Misfortune struck the Saguenay again in November 1942 when, while escorting a convoy during foggy conditions, a freighter struck the destroyer. Depth charges from the Saguenay were dislodged overboard and exploded beneath both ships. The Saguenay had her stern blown off, while damage to the freighter was sufficient enough to cause her to sink. The Saguenay stayed afloat and was towed to St. John’s harbour.

Hector’s widowed mother, Hazel, had not seen her only son since he had enlisted, as he had not received any leave. She had received a letter from him just before he sailed, and a cablegram, informing her of his safe arrival in England. A week after the attack on the Saguenay, Hazel Le Gare on Mitton Street received the following telegram from Naval Service Headquarters: THE MINISTER OF NATIONAL DEFENCE FOR NAVAL SERVICES DEEPLY REGRETS TO INFORM YOU THAT YOUR SON HECTOR LE GARE ABLE SEAMAN RCNR OFFICIAL NO A-2084 IS MISSING BELIEVED KILLED IN ACTION.

After receiving the telegram, Hazel retained hope that he would later be reported rescued. At an assembly at Sarnia Collegiate, Principal F.C. Asbury announced the loss of the two former students, which was followed by a period of silence in respect to the memory of the two Canadian sailors.

In mid-December 1940, Hazel Le Gare received the following letter from the Naval Secretary:

Dear Madam:

            It is with very deep regret that I confirm the telegram of the 9th December from the Minister of National Defence for Naval Services that your son, Hector Le Gare, Able Seaman, R.C.N.R., Official Number A.2084, is reported to be missing from H.M.C.S. “SAGUENAY”, believed killed in action following damage to this vessel by a torpedo on the 1st December, 1940.

            Please allow me, therefore, to express sincere sympathy with you in your sad loss on behalf of the Chief of the Naval Staff and the Officers and men of the Royal Canadian Navy, the high traditions of which your son has helped to maintain.

Only days later, she received another letter from the Naval Secretary. Following is that letter:

Dear Madam:

            With reference to my letter of the 11th December, 1940, it is with deep regret that I must advise you that it has now been definitely established that your son, Hector Le Gare, Able Seaman, R.C.N.R., Official Number A.2084, was killed in action on the 1st of December, 1940, in H.M.C.S. “SAGUENAY”.

            Advice has been received that your son was buried ashore in England with full Naval honours. Exact location of the grave will be given to you in due course. Please allow me, therefore, again to express sincere sympathy with you in your sad bereavement.

In mid-March 1941, Hazel received the following letter from the Naval Secretary:

Dear Madam:

Further to my letter of the 16th December, 1940, information has now been received that the body of your late son, Hector Legare, Able Seaman, R.C.N.R., O.N. A.2084, who was killed in action on the 1st December whilst serving in H.M.C.S. “SAGUENAY”, has been buried in the cemetery at Barrow-in-Furness, Lancs, England. The funeral took place on the 14th December, 1940. The exact location of the grave is #2439 Section 7.

Hector Le Gare’s death was later officially recorded as the result of Enemy action, at sea. In July 1945, widowed Hazel Le Gare, then living on Vaughan Road in Toronto, received a War Service Gratuity of $58.18 for the loss of her son.

One of Hector’s closest friends during the war was fellow Sarnian Oliver Jones, who also served in the RCNVR as an Able Seaman. [Note: Oliver Jones was a brother of Glyn Jones, who is included in this Project]. Twice during the war, while on convoy duty in the North Atlantic, Oliver Jones was aboard ships that were torpedoed by German U-boats. Oliver was in the same convoy escort group as his friend Hector Le Gare on December 1, 1940, when the Saguenay was torpedoed by an Italian submarine. Oliver survived the war and, after returning home, he married Ilene (nee Kearney). They had two children together, a daughter and a son, whom they named Ronald Hector Jones in honour of Oliver’s friend, Hector.

Twenty-one-year-old Hector Le Gare is buried in Barrow-in-Furness Cemetery, Lancashire, United Kingdom, Sec. 7. R.C. Grave 2439. On his headstone are inscribed the following words: HIS WARFARE O’ER HIS BATTLE FOUGHT HIS VICTORY WON SO DEARLY BOUGHT.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

William Robert and Viola Georgina Elizabeth (nee Chantelois) Living. Charles (Sr.) William (born March 13, 1885 in Ottawa) and Viola Chantelois (born 1896 in Iron River, Wisconsin) were married on September 21, 1911, in High River, Alberta.

Charles Living Sr. was a veteran of World War I. On June 14, 1916, at age 31, Charles Sr. enlisted in the Canadian Over-Seas Expeditionary Force in Pincher Creek, Alberta. He stood five feet six-and-a- half inches tall, had blue eyes and brown hair, recorded his occupation as book-keeper, and his next-of-kin as his wife Viola (living in Pincher Creek, later changed to 27th Avenue, Calgary, Alberta). He was also the father of two children at the time: Georgina Beatrice (age 4) and Charles “Henry” (age 2). Charles Sr. was initially a member of the 192nd Battalion, Canadian Expeditionary Force. He arrived in England on November 11, 1916. Less than three weeks later, on November 30, he arrived in France as a member of the 10th Battalion, Canadian Infantry.

During his time in France, Charles Sr. experienced the horrors of war and was hospitalized on a number of occasions: in December 1916 for 22 days due to influenza; in November 1917 for almost two months due to a gun shot wound in hip; in February 1918 due to shell concussion, bronchitis, and poison gas; in April 1918 due to a “not yet determined” poison gas; and in August 1918 due to a gun shot wound in the right arm received at Amiens. Charles Living Sr. survived the war and was discharged on demobilization in Calgary in January 1919.

Around 1924, the Living family moved to the United States, first residing in Minnesota and a year or so later, in Michigan. By the late 1920s, the Living family resided on North Broad Street in Holly Village, Oakland County, Michigan. Charles Sr. and Viola Living had eight children together: daughters Georgina Beatrice (born 1912); Viola (born 1919, died on May 3, 1924 at the age of 5); and Clara May (born 1920); as well as five sons. They ranged in age from Charles “Henry” (born June 27, 1914); Frederick Stevenson (born July 9, 1921 in Sibbald, Alberta); Paul Alfred (born 1925); Reece Burt (born 1928); and Charles “William” (born October 14, 1932).

Sometime in the early 1930s, father Charles Sr. left the family. After the separation, Charles Sr., a carpenter by trade, lived on Spadina Avenue in Toronto (when his son Charles Henry was killed in the war, Charles Sr. lived on 107th Avenue in Edmonton, Alberta). The mother of the family, Viola Georgina, later remarried, becoming Mrs. Robert O’Day. Robert and Viola had one child together, Patricia Katherine O’Day, born in 1940 in Holly, Michigan.

Charles “Henry” (sometimes also referred to as Hank) Living grew up with his seven brothers and sisters in Holly, Michigan, where he attended Holly Public School (1923-1928) and Holly High School in 1928. He did very well in academics and was active in sports, including football, baseball, and basketball. After graduating in 1933, he attended St. Michael’s College in Toronto, in the Arts program from 1934-1935. Along with participating in sports, Henry also devoted part of his time to coaching sports.

From May 1935 to June 1936, Henry worked at Ford Motor Company, Detroit, in the Transportation Department, before returning to school. Henry attended Michigan State College in Lansing, Michigan, where he took one year of physical education, 1936-1937. While at Michigan State College, Charles also had half-a-year of military training in artillery.

Henry took up residence in Sarnia in April 1938, where he lived at 177 ½ North Front Street while he was employed as a labourer at Imperial Oil Limited. While residing in Sarnia for 1 ½ years, Henry regularly attended St. Joseph’s Catholic Church. He also played football with the Sarnia Imperials of the ORFU, as a star snap and inside wing. (The ORFU, Ontario Rugby Football Union, was the predecessor of the Canadian Football League).

An article in the Ottawa Journal on November 30, 1939 reported that Their kicking is fortified too by the snapping of Hank Living, one of the best in the business in defence player. Subsequently, he played football for the Toronto Argonauts prior to enlisting in the RCAF. He also worked part time as an instructor with Toronto-St. Catharines Trucking, and had served five months with the Toronto Scottish Highlanders, as a private, from mid-August 1940 to January 20, 1941. 

On May 1, 1941, Charles Henry Living, age 26, enlisted in the Royal Canadian Air Force in Toronto. He stood five feet ten inches tall, had blue eyes and light brown hair, and was single. When he enlisted, Henry was living on St. George Street in Toronto, but on his Attestation Paper, he originally recorded his address as 177 ½ N. Front Street, Sarnia, and later it was changed to 266 St. George Street. Charles recorded his occupation as “labor”, and stated that he planned to stay in the R.C.A.F. after the war. He requested flying duties with a preference to be an air gunner. When he enlisted, his father, Charles Sr., was also living in Toronto, and his remarried mother, Viola, was residing in Holly, Michigan.

From the Recruiting Centre then #1 Manning Depot in Toronto, Henry began his extensive air training at RCAF Station Trenton; then at #3 Initial Training School (ITS) in Victoriaville, Quebec; next at #4 Elementary Flying Training School (EFTS) in Windsor Mills, Quebec; then at #13 Service Flying Training School (SFTS) in St. Hubert, Quebec; and then at Composite Training School (CTS) in Trenton. Instructors and commanding officers commented that Henry was Above average pilot. Airmanship excellent. Will develop into a very reliable pilot; Very heavy set appearance, rugged healthy, fairly neat, jolly type, pleasant personality; and Very big, good natured man. Keenly interested. Quiet. Well spoken. Applying himself. Frank. Serious, Highly recommended. A man to rely to when the going is really tough.

Henry was awarded his Pilot’s Flying Badge in June 19, 1942. Appointed to a commission in June 1942, he then continued his training at #16 Service Flying Training School (SFTS) in Hagersville; next at Composite Training School (CTS) in Trenton; and at #4 Bombing and Gunnery School (B&GS) in Fingal, Ontario. He was stationed at Fingal until mid-November 1943, and he was such a skilled pilot that he served as a staff pilot while there and taught others how to fly.

During one of his leaves—nine days in the spring of 1943—Henry married Miss Mary Alyce Wocker of Sarnia, on April 17, 1943, in London, Ontario. The young couple resided at 339 George Street, Sarnia.

Seven months after marrying, on November 16, 1943, Henry Living embarked overseas from Halifax bound for the United Kingdom. He was initially posted to #3 Personnel Reception Centre, and then continued his training in the U.K. at #3 (Pilots) Advance Flying Unit (AFU); next at #85 Operational Training Unit (OTU); and then at #1668 Conversion Unit.

While in England, Henry was also able to play football in two special exhibition games arranged between teams of selected stars in the Canadian and American armed forces. The idea for the first special football game originated when Major Dennis Whitaker, a former quarterback for the Hamilton Tigers of the CFL, and a Dieppe survivor, and a U.S. Special Services lieutenant met in a pub, and began talking football. The result of the chance meeting was the Tea Bowl. The game was to be a hybrid, with the first half played under American rules, and the second under Canadian rules.

The Canadian Army team, named the “Mustangs”, had several Sarnians: Henry Living, Nick Paithouski (brother of Michael Paithouski, included in this Project), and Ken Withers, and several CFL players. The Tea Bowl was played on February 13, 1944, before over 30,000 fans in White City Stadium in London and was even broadcast on British radio. With the looming threat of German bombers, RAF Spitfires were deployed to cover the skies around the stadium during the game. The Canadian Army “Mustangs” defeated the U.S. Army Central Base Station “Pirates” by a score of 16 to 6.

Stung by the loss, the Americans called for a rematch. Their new team, the U.S. 29th Army team, named the “Blues”, was reinforced with a contingent from the University of Iowa Cornhuskers and a former NFL all-star. The rematch, played on March 19, 1944, again in White City Stadium, this time before a crowd of 50,000, was dubbed the Coffee Bowl. The U.S. “Blues” defeated the Canadian Army “Mustangs” by a score of 18 to 0.

The outcome of the games were really irrelevant; what counted was the camaraderie, the friendly competitiveness, and a sense of shared purpose. Less than three months later, the Allied forces, including some of the games’ participants, joined together in something much larger—the D-Day landings on the beaches of France.

Henry’s younger brother (by seven years), Frederick Stevenson Living, also served in the war. Fred, at age 19, enlisted in the Canadian Active Service Force, with the Lincoln & Welland Regiment on November 13, 1940, at Niagara Barracks, Ontario. He recorded his reason for joining as, “Change from job + father in Cdn Army last war.” Fred was single, stood five feet six inches tall, had brown eyes and brown hair, was employed as a truck driver, and lived at 38 Court Street in St. Catharines, Ontario at the time.

Fred received army training in Nanaimo, British Columbia, and St. John’s, Newfoundland, before proceeding overseas in July 1943. He arrived in the United Kingdom on July 17, 1943. One year later, on July 21, 1944, Fred Living disembarked in France.

Just over two weeks later, on August 6, 1944, Private Fred Living of the Lincoln & Welland Regiment, 1st Battalion, lost his life during the Battle of Normandy, “killed in action against the enemy.” The Battle of Normandy began for the Canadians just two months earlier, 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.

Twenty-three-year-old Frederick Stevenson Living was buried at a location recorded as “France sheet No 40/14 NW-M.R. 076615.” His remains were later carefully exhumed from the original place of interment and reverently re-buried in Bretteville-Sur-Laize Canadian War Cemetery in Calvados, France, Grave Reference: I.B.7.

In August 1944, the same month that his younger brother Fred was killed in action, Henry was promoted to the rank of flight lieutenant in the RCAF. Two months later, on October 27, 1944, Henry Living became a member of RAF #576 Squadron “Carpe Diem” (Seize the Opportunity), part of Bomber Command, with the rank of flight lieutenant-pilot.

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. 576 Squadron was formed at RAF Elsham Wolds, Lincolnshire, on November 25, 1943, part of Bomber Command’s main force. The squadron was equipped with Avro Lancasters, the four-engine, heavy bombers. In late-October 1944, the squadron transferred its base to RAF Fiskerton, Lincolnshire. The squadron engaged in operations that included missions against mostly German targets by night; support of the D-Day landings and Allied Armies in the field; and targeting V weapon sites in Northern France.

Following is a record of Henry Living’s tour details, 20 missions, leading up to his final sortie (Date-Target-Aircraft #): 04/11/44-Bochum-PD363; 06/11/44-Gelsenkirchen-JB410; 09/11/44-Wanne Eikel-ND521; 11/11/44-Dortmund-ND521; 16/11/44-Duren-JB410; 21/11/44-Aschaffenburg-ME735; 27/11/44-Freiburg-ME735; 29/11/44-Dortmund-ME375; 04/12/44-Karlsruhe-JB410; 15/12/44-Ludswighafen/Oppau-PD403; 17/12/44-Ulm-PD403; 28/12/44-Bonn-PD403; 31/12/44-Osterfeld-PD403; 05/01/45-Royen-PD403; 07/01/45-Munich-ME735; 14/01/45-Leuna-JB410; 22/01/45-Duisburg/Hambourn-ME735; 08/02/45-Politz-PB785; 13/02/45-Dresdan-ME735; and 14/02/45-Chemnitz-ME735. The crew’s next mission, their 21st, would be their last.

It was with #576 Squadron that fellow pilot Frank Phripp found Henry Living one evening in early 1945. Writing in the book The RCAF at War, Phripp recalled hearing muffled sobs in the back of a hut. Going to investigate, he was shocked to find Henry sitting in the dark, crying his eyes out. I had never seen a man cry, that was unthinkable among my Air Force friends, he wrote. And if the idea had occurred to me, Hank Living was the last man I would have expected to be so broken up. Hank was undoubtedly the biggest guy on our squadron. He had used his size well when he played centre on the line for the Sarnia Imperials in the Ontario Rugby Football Union. He was known as ‘Hi’ Living in 1938 when he starred in the final game with the Montreal Nationals that won the Imperials the ORFU championship. Yet there he was on his cot in a dim corner of our hut in Lincolnshire and heaving uncontrollably.

Henry confided to Frank that he was afraid to keep flying, that he was sure he was about to be killed. Living explained his concern that because of his large size, combined with wearing a parachute and his Mae West, that he would not be able to squeeze through the small pilot’s escape hatch. If his aircraft was hit, he would be trapped in his burning plane as it plunged to the ground. Despite his fears, Flight Lieutenant Henry Living kept flying.

On the night of February 21, 1945, Henry Living was the pilot aboard Squadron #576 Lancaster Mk. I aircraft ME735 (markings UL-B2) on another mission against the enemy. Pilot Living’s Lancaster took off from RAF Fiskerton on schedule, joining over 370 aircraft on an attack against Duisburg, Germany.

 Lancaster ME735 went missing during the night trip, along with two other Lancasters from 576 Squadron. Eyewitnesses saw Henry Living’s plane crash with great force, explode in flames, and then burn for hours. The crash occurred three miles south of Kevelaer, on the boundary of Germany and Holland, between the hours of 11:30-11:45 p.m. No parachutes were seen to leave the aircraft, and all crew members aboard Lancaster ME735 lost their lives in the crash. Their charred remains were buried in a shallow collective grave.

Along with F/Lt-Pilot Henry Living, also perishing in ME375 were Flying Officers John Arnold Russell, and Raymond Campbell Hill; Flight Sergeant Geoffrey Leonard Vyvyan Tabor; and Sergeants John Francis Arthur Mooney, Harry Burrows, and Harold Peach. Unusually, the crew included three married men—Living, Mooney, and Russell. Aircraft ME735 was a veteran machine, being lost on its 84th operation.

In late February 1945, Mary Alyce Living, residing at George Street in Sarnia, received a telegram from Ottawa informing her that her husband FLIGHT LIEUTENANT CHARLES HENRY LIVING IS REPORTED MISSING AFTER OPERATIONAL FLIGHTS OVER ENEMY TERRITORY.Charles Living was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). In April 1946, Mary Living received a War Service Gratuity of $660.13 for the loss of her husband.

In late November 1946, the results of an R.A.F. Missing Research & Enquiries Unit investigation of the crash site and fate of the crew was completed. Following are portions of that investigation report:

Aircraft: … The circumstances of the crash being well supported by interrogation of many local people. One feature however must be emphasized that is, the fact that the a/c (aircraft) upon striking the ground with full impact burned very fiercely indeed for many hours. Nothing traceable of the a/c remained at the scene of the crash.

Aircrew: The morning following the crash a Mr. Winkel, who was responsible for guarding the crash personally supervised the collection of all human remains, notwithstanding that many pieces of such remains were found over a wide area. The identity card of one of the crew members was taken to the town hall at Kevelar, but efforts to obtain it, were abortive. A short distance from the scene of the crash at Map Ref. E 969282 I found by the side of the main road a small wooden cross bearing the inscription “3010345 PEACH and 4 British airmen crashed 18-2-1945”.

Exhumation: It was decided to exhume immediately to discover how many airmen of this crew were actually buried in this isolated grave… The grave was quite a shallow one and after digging for about 18 ins. A large number of a/c pieces and a considerable quantity of parachute material was uncovered. A little further down we found a quantity of burnt and charred clothing among which pieces of Officer’s service dress trousers battle dress and pieces of a blue pullover. Further down the remains of the first body were exhumed and here we were fortunate enough to positively identify him as Sgt. Tabor. Further down we brought out the remains of another body with every indication conducive to the belief that he was F/Lt. Living. After that there remained only a very large collection of badly charred remains which could have been those of at least five airmen.

Conclusion: In the light of the results of the investigation and of the exhumation there can be no possible doubt about the fate of this entire crew. F/Sgt. Tabor has been positively identified, Sgt. Peach was obviously identified and the identity card of F/O J.A. Russell is most probably the one (at the time) which had been handed in at the town hall Kevelar and which subsequently I was unable to find. F/Lt. Living as the only F/Lt. in this crew seems satisfactorily accounted for by the details of the exhumation report. As for Sgt’s Mooney and Burrows I am convinced beyond a

shadow of doubt that the remains of all of them are together in that heep of charred and cremated remains at the bottom of the grave.

… I arranged in conjunction with Major Dawson from 39 G.C.U. for the remains to be divided into seven parts and buried in REICHSWALD British Cemetery…

In late August 1948, Viola O’Day, in Holly, Michigan, received the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mrs. O’Day:

It is with regret that I again refer to the loss of your son, Flight Lieutenant Charles Henry Living, but you will wish to know of a report received from our Missing Research and Enquiry Service.

The report states that the graves of your son’s crew were exhumed and that Flight Sergeant Tabor and your son were identified. The crew have since been re-interned in the Reichswald Forest British Military Cemetery, three miles South West of Cleve, Germany. Your son was laid to rest in Plot 1, Row H, Grave 12.

This is a permanent British Military Cemetery located in Germany, and will be turned over to the Imperial War Graves Commission (of which Canada is a member), who are responsible for the reverent and perpetual care of the resting places of all our Fallen. The cemeteries will be beautified by landscaping and the planting of shrubs and flowers, and a headstone will be erected at each grave. Unhappily, there are great numbers of these headstones to be erected and it will quite naturally take considerable time.

May I again offer you my most sincere sympathy in the loss of your gallant son.

Charles’ wife, Mary Alyce, later re-married, becoming Mrs. Mary A. Valek, of Page Street in Flint, Michigan.

Thirty-year-old Henry Living is buried in Reichswald Forest War Cemetery, Germany, Grave 1.H.12. 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.

For Charles’ mother, Viola O’Day, Henry was her second son lost in war, having already lost Frederick in August 1944. Tragically, she would lose one more son to war. Her youngest son, Charles “William” (born October 14, 1932), served with the United States Army in the Korean War.

As a member of the 9th Infantry Regiment, 2nd Infantry Division, on March 5, 1951, William was seriously wounded in action by the enemy in South Korea. He did return to duty on March 30, 1951. Just over two months later, on June 2, 1951, William was killed in action while fighting the enemy in North Korea.

Eighteen-year-old Sergeant Charles William Living was posthumously awarded the Purple Heart with Oak Leaf Cluster, the Combat Infantryman’s Badge, the Korean Service Medal, the United Nations Service Medal, the National Defense Service Medal, and the Korean War Service Medal. He is buried in Lakeside Cemetery in Holly, Michigan.

The patriarch of the family, Charles William Living Sr., a veteran of World War I, who lost three sons in war, passed away at the age of 84 in Edmonton, Alberta on August 23, 1969. Viola Living O’Day passed away in 1955. She is buried in Lakeside Cemetery, Holly, Michigan. On her gravestone is engraved the following: VIOLA LIVING O’DAY  1896-1955  3 SONS GIVEN FOR PEACE  HENRY AND FRED LIVING IN WORLD WAR II  WILLIAM IN KOREA.

*The following article is courtesy of Dan McCaffrey, local Sarnia author, who wrote this column in November 2007:

When local residents pause to remember the nation’s war dead this Nov. 11, they might want to reflect for a moment on the story of Charles Henry Living.

Living, who was known to his friends as Hank, was a Saskatchewan native who came to our city in 1938 to play for the Sarnia Imperials football club. In addition to his athletic skills, he was a bright guy. In an era in which few people graduated from high school, he’d gone to St. Michael’s College in Toronto and the University of Michigan. He married a Sarnia girl and became a much-loved local figure.

When war came, he joined the Royal Canadian Air Force. He wanted to go overseas but he was such a skilled pilot that he was assigned to a flight school, where he taught others how to fly. It was only in November 1944 that he was posted to a Lancaster bomber squadron in England. It was there that fellow pilot Frank Phripp found him one evening in early 1945.

Writing in the book “The RCAF at War,” Phripp recalled hearing muffled sobs in the back of a hut. Going to investigate, he was in for a shock. Living was sitting in the dark, crying his eyes out. “I had never seen a man cry, that was unthinkable among my Air Force friends,” he wrote. “And if the idea had occurred to me, Hank Living was the last man I would have expected to be so broken up. Hank was undoubtedly the biggest guy on our squadron. He had used his size well when he played centre on the line for the Sarnia Imperials in the Ontario Rugby Football Union. He was known as ‘Hi’ Living in 1938 when he starred in the final game with the Montreal Nationals that won the Imperials the ORFU championship. Yet there he was on his cot in a dim corner of our hut in Lincolnshire and heaving uncontrollably.”

Phripp put his hand on the Sarnian’s trembling shoulder. For the longest time the two men sat silently. Then

slowly and almost unintelligibly, Living began to explain that he was afraid to keep flying, that he was sure he was about to be killed.

The problem was his great size.

“He explained there was no way he could squeeze through the pilot’s escape hatch of the Lancaster with his parachute and Mae West (lifejacket) on,” Phripp recalled. “He had tried every way possible with the help of trainers and his crew, and it couldn’t be done.”

Fearing he’d be trapped in his burning plane as it plunged to the ground, Living had asked to be reassigned to a different job, but had been turned down. At this point he could simply have quit. All aircrew were volunteers and no one could force them to fly. They would be stripped of rank and forced to clean latrines or to do other menial tasks, but they wouldn’t have to face the deadly flak and fighters over Germany. But Living decided not to take the easy way out. Despite his fears, he kept flying until the night of Feb. 21, 1945, when his plane was shot down. Witnesses on the ground saw no parachutes emerge from the bomber as it plummeted to earth. Just as he had feared, Living had gone down with his aircraft.

If Remembrance Day is about recalling sacrifice and heroism, then Living’s story is well worth remembering. It’s easier to be brave if you have faith that you’re going to make it, that death will always come to “the other guy.” It’s quite another thing to carry on after you’ve lost your nerve, when you’re certain you’re going to be killed. Hank Living did that. His courage should never be forgotten.

*Dan McCaffery is a reporter, historian and the author of eight books, including six books on military history. He can be reached at danval3@cogeco.ca

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

Robert “Bob” Lochhead was born in Toronto, on June 27, 1924, the only son of Fraser Absalon and Gertrude Wilhelmina (nee Ward) Lochhead, of Mount Elliott Street, Detroit, and later Royal Oak, Michigan. Fraser (born in Toronto), an electrician and engineer, and Gertrude (born in Allandale, Ontario), were married on August 5, 1920, in Niagara Falls, New York. Fraser and Gertrude had two children together: son Robert and daughter Elizabeth Alba (later Elizabeth Doucher who resided on Bathurst St., Toronto).

Robert initially attended public elementary school in Toronto. After the family moved to Sarnia, he attended Wellington Street Public Elementary from 1930-1938 and then Sarnia Collegiate in 1939-1940. He received his musical education in Sarnia and, being very interested in music, was a member of the Pressey Boys Band for four years. During his musical career, Robert was awarded several medals for his solo work. He was also fond of football, swimming, horseback riding, and photography. Robert was a member of the Central Century Club and attended Central United Church. The Lochhead family lived in Sarnia at 128 North Christina Street for more than seven years before moving to Detroit in 1941 (to reside at 8521 Mount Elliott Street).

On January 24, 1941, Robert Lochhead, age 16 ½, enlisted in the Essex Scottish Regiment in Windsor, Ontario, when he was living on Christina Street in Sarnia with his parents at the time. He recorded his occupation as a musician (employed by Jack Kennedy, 1940-Jan. 41), and his date of birth as June 27, 1921, to make himself three years older than he was.

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.

From #1 District Depot in Windsor, Robert received his army training as a private at Canadian Infantry Training Centre at Camp Borden. Late in the year, army authorities discovered that his actual date of birth was June 27, 1924. Because he was underage (between the age of 17 and 18 at application), on December 5, 1941, he was honourably discharged from the army in London, Ontario. Robert then moved to Detroit to join his family. He studied at home from December 1941 to March 1942 and then worked as a “junior” with the Laucomer & Manser Engineering firm in Detroit from March to October 1942.

Upon reaching the required minimum age of 18, on October 13, 1942, Robert enlisted in the Royal Canadian Air Force in Windsor. He was living in Detroit with his family at the time. He stood five feet ten-and-a-half inches tall, had blue eyes and brown hair, was single, and recorded his occupation as a musician. He requested flying duties with a preference to be a pilot. Post-war, he planned to attend university and to study law. The interviewing recruiting officer assessed Robert as Good type, alert, cooperative, enthusiastic, keen to fly, discharged from army after 11 months service for being under age. A powerful, athletic, self reliant lad who is very keen to be of service, and should be excellent material for aircrew.

From #1 Manning Depot in Toronto, Robert received his air training at #2 Wireless School (WS) in Calgary; followed by training at #2 Air Gunner School (AGGTS) in Trenton; and then at #3 Bombing and Gunnery School (B&GS) in Macdonald, Manitoba. He was awarded his Air Gunner’s Badge on September 3, 1943. After a two-week leave, he was transferred to #1 Y Depot in Halifax. On October 8, 1943, Robert Lochhead sailed from New York bound for the United Kingdom.

Robert was initially posted to #3 Personnel Reception Centre (PRC) at RAF Bournemouth. He continued his training at #82 Operational Training Unit (OTU) and then at #1664 Conversion Unit. On March 13, 1944, Robert was transferred again, becoming a member of RCAF #431 Iroquois Squadron “The Hatiten Ronteriios” (Warriors of the air), 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.

RCAF #431 Squadron had formed in Britain in November 1942, based at RAF Burn and equipped with Vickers Wellington aircraft. In July 1943, it moved to RAF Tholthorpe and converted to Handley Page Halifax aircraft. In December 1943, the squadron moved again, to RAF Croft. The squadron remained at Croft for the balance of the war and in October 1944, were equipped with Lancasters.

Approximately five weeks after becoming a member of #431 Squadron, Robert Lochhead lost his life during his fifth mission over enemy territory. On the night of April 22, 1944, he was aboard Halifax III aircraft MZ514 (markings SE-P), part of an 8-man crew that left its base at Croft on a night operation targeting Dusseldorf, Germany. Unfortunately, Halifax aircraft MZ514 failed to return to its base after the raid. Of the 596 aircraft involved in the operation, there were 29 losses.

Two years passed before the Lochheads learned any of the details of their son’s final mission. Investigators later determined that sometime in the early hours of April 23, between 02:00 and 03:00 hours, while MZ514 was returning from her target, flak from the Bonninghardt aerodrome hit the aircraft. She plummeted from the sky, disintegrating in a ball of flames and slammed into the ground approximately 30 miles north north west of Dusseldorf. The wreckage burned for the rest of the night and, because of the heat and exploding ammunition, nobody could approach it. In the morning, two relatively complete bodies were found, though totally burnt through. Those two bodies were placed in a coffin and buried in the local Veen Cemetery on April 23. The remains of the rest of the crew were found scattered about in bits and pieces, collected, and put in one grave. The remains of the crew were later exhumed and reinterred in the Reichswald Forest British Military Cemetery.

Later that month, parents Fraser and Gertrude Lochhead received a telegram informing them that their son SERGEANT AIR GUNNER ROBERT LOCHHEAD WAS REPORTED MISSING IN ACTION OVER ENEMY TERRITORY AFTER TAKING PART IN AIR OPERATIONS OVER GERMANY. Further word released from Ottawa informed them that Robert HAD TAKEN PART IN AIR OPERATIONS OVER DUESSELDORF GERMANY ON APRIL 21 AND FAILED TO RETURN FROM THE MISSION.

In late April 1944, Fraser and Gertrude in Detroit 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. Lochhead,

            It is my painful duty to confirm the telegram recently received by you which informed you that your son, Sergeant Robert Lachlan Lochhead, 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 Dusseldorf, Germany, on the night of April 22nd and the early morning of April 23rd, 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. Enquiries 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. You may, however, 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.

Also in late April 1944, Fraser and Gertrude received a letter from the Wing Commander, Commanding No. 431 (R.C.A.F.) Squadron. Following is a portion of that letter:

Dear Mrs. Lochhead,

            Before you receive this letter, you will have had a signal informing you that your son R-187819 Sergeant Robert Lachlan Lochhead is missing as a result of air operations.

            At approximately 10.30 P.M. on the night of the 22nd instant, Bob, and members of his crew took off from this aerodrome to carry out operations over DUSSELDORF, Germany, but unfortunately failed to return. He, and his crew were due back at this aerodrome on completion of the sortie, but no news has been received from either the crew or aircraft since the time of take-off.

            It is with regret that I write you this date to convey the feelings of my entire Squadron. Your son was popular with this Squadron, and was fast becoming an “Ace” Air Gunner.

            We lost one of our best crews, when this aircraft did not return, for it had already been mapped out for a great future with my Squadron. Your son had 4 sorties to his credit and a total of 19 operational hours over enemy territory.

There is always the possibility that your son may be a prisoner of war, in which case, you will either hear from him direct, or through Air Ministry, who will receive advice from the International Red Cross Society. To be a prisoner of war is not the happiest thought in one’s mind, particularly for you who are so fond of your son, but on the other hand, I hope you will bear with me that it carries a certain gratifying thought in knowing that our loved ones are alive, and well, and will some day return home safely.

This war has caused grief to millions of people all over the world, and it is a sorrowful state to know that so many fine young men must make supreme sacrifices in order to crush him, and his members, an infuriated enemy whose jealousy and hatred of our spirit, and strength will eventually crush him, and his members.

I do not wish to grieve you further in your deep anxiety, but trust you will bear with me until such time as definite word is received one way or other concerning the welfare of your son….

It is desired to explain that the request in the telegram notifying you of the casualty of your son was included with the object of avoiding his chance of escape being prejudiced by undue publicity in case he was still at large. This is not to say that any information about him is available, but is a precaution adopted in the case of all personnel reported missing. May I offer my most sincere sympathies, as well as those of my Officers, and men in your anxiety.

Almost a year later, in March 1945, when the Lochheads had not received any further information about their son, Fraser wrote a letter to the RCAF Casualty Officer expressing his concern. Following is a portion of that letter:

Dear Sir:

            I received your letter February 9 in which you ask us to confirm by letter that we have received no further evidence or news concerning our son, Pilot Officer Robert Lachlan Lochhead. I would like to state that we have been informed that a Mr. MacGregor of Toronto, Canada, had been sent information from you concerning his son, who was in the same flight with ours. We understand that you received your information from a Red Cross Committee in Geneva, and we feel we are not asking too much that the said information be sent to us also.

            It is true we have not written you because we were of the opinion that any information received by your department would be distributed to all parents alike. Seemingly such has not been done. We are just as interested in our son as it is possible to be. As he was our only son we feel his loss keenly, but refrain from making ourselves a nuisance to your department, so we naturally feel keenly that we have not been informed…

I would like also at this time, to state that a mother of this same flight has received a script, which can be

framed, over her son’s promotion to pilot officer. If such a certificate is to be had we would value it also of our son. I am sure you will understand, and trust you won’t find this letter unduly harsh. At this time such small things are so big to us, and we are so eager for news of any kind concerning him.

One month later, in April 1945, the Lochheads received a letter from the RCAF Casualty Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mr. Lochhead:

            I wish to acknowledge your letter of recent date concerning your son, Pilot Officer Robert Lachlan Lochhead. A report received from the International Red Cross Committee stated that Sergeant Priamo lost his life on April 23rd, 1944, and was buried in the Communal Cemetery at Veen, which is located approximately 30 miles North North West of Dusseldorf, Germany. A further report received from the Red Cross, advises that Sergeant Howcroft, who was also a member of your son’s crew, together with four ‘unknown’ lost their lives and were buried in the same cemetery as Sergeant Priamo. Sergeant Howcroft is buried in grave number one, and the members referred to as ‘unknown’ are buried in graves two-three-four- and five.

            As there were eight members in your son’s crew, however, I am sure you will realize that it was not possible on the above information to identify the members referred to as ‘unknown’. This information was not previously passed on to you as the report from the Red Cross did not specifically mention your son’s name and it was, therefore, felt that it would only be the cause of additional distress and anxiety.

            Your desire for further news of your son is well realized, and I wish to assure you that although presumption of death action is being instituted, it will not in any way affect or diminish any investigation being carried out to obtain all possible particulars…. May I express my sincere sympathy in this long and anxious period of waiting.

Later, the Lochheads received official notification that their son Robert’s death was officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Germany). In May 1946, Fraser and Gertrude received a War Service Gratuity of $314.27 for the loss of their only son.

Perishing with Pilot Officer-Air Gunner Robert Lochhead were F/O Peter George Harvey MacGregor; P/Os Norman Herbert Lynch, Fred Hatchman, and Joseph Lidio Priamo; and Sgts. Ronald Blair Corkill (RAF), Albert Howcroft (RAF), and Lt. Edmund Francis Boyle (American).

In September 1946, the results of an R.A.F. Missing Research and Enquiries Unit investigation of the crash site and fate of the crew was completed. Following is a portion of that investigation report:

1. Calling at VEEN cemetery, I met a Mrs. Tiemann of VEEN, the owner of the ground on which the a/c (aircraft) crashed. She quite distinctly remembered that incident. She was up rather late and it might have been around 02:00 hours or 03:00 hours when the a/c hit the ground not very far from her house. It was seen as a ball of fire in the sky and was said to have been brought down by the flak from the nearby airdrome at BONNINGHARDT.

2. Although there was no terrific explosion – suggesting that the a/c was on its way back, it disintegrated in mid air and broke up all together, when hitting the ground. The wreckage burnt fiercely for the rest of the night and nobody could approach it, because of the heat and the exploding ammo. In the morning, only 2 more or less complete bodies were found, totally burnt though, 3 skulls and many bits and pieces of human bodies. Mrs. Tiemann remembers finding very small pieces of the bodies giving some indication of the force of the explosion. Those bits and pieces were collected and put in one grave, whilst the two bodies were placed in a coffin and buried in the local cemetery.

3. Mr H. Werner of VEEN, the local cemetery keeper, on which I called next confirmed what I had already heard from Mrs. Tiemann. Asked how he came to make just 5 graves, he said he had 2 bodies and another 3 skulls, so he presumed that there must have been 5 men in the crew. Graves No. 4 and 5 are empty, for there was not even enough to fill Grave No. 3.

4. A farmer Van Husen of VEEN had found 2 Identity Discs belonging to Boyle and Priamo respectively, which he had handed in to the authorities then….

5…. I met a Mr. H. SCHOOFS, a young official there. He proved to be most helpful and had done some investigation on this case already. He suddenly remembered that rumours had been going around to the effect, that in the light of the search lights, 2 parachutes had been seen descending in the direction of Sevelen and ISSUM and it was assumed that they had come from this aircraft….

8. Exhumation would be without result, as apart from the 2 bodies which are burnt beyond recognition, nothing else would be found.

The investigator interviewed Burgomasters and Police Stations in Sevelen and Issum, but no records were

kept, or everything was destroyed through the war. Several local officials and farmers were also interviewed—some recalled POWs passing through the area, but not necessarily on that particular night. A weekly average of some 15 to 17 POWs passed through the area on the way to Stalag Luft III, but no records were available

In January 1947, Fraser and Gertrude Lochhead received a certificate from the RCAF Headquarters in Ottawa, signed by the Air Marshal Chief of the Air Staff. It read as follows:

Royal Canadian Air Force

This is to certify that Pilot Officer R.L. Lochhead has been posthumously awarded the Operational Wings of the Royal Canadian Air Force in recognition of gallant service in action against the enemy.

Dated this tenth day of January, 1947.

Nine months later, in October 1947, Fraser and Gertrude received the following letter from the R.C.A.F. Casualty Officer, for Chief of the Air Staff:

Dear Mr. Lochhead:

            It is with regret that I again refer to the loss of your son, Pilot Officer Robert Lachlan Lochhead, but you will wish to know of a report received from our Missing Research and Enquiry Service.

            Investigating Officers of this Service contacted Mrs. Tiemann of Veen which is approximately thirty miles North North West of Dusseldorf. Mrs. Tiemann is the owner of the ground on which your son’s aircraft crashed. She quite definitely remembered the incident. She was up rather late that night and around 2:00 or 3:00 A.M. in the morning the aircraft hit the ground not far from her house. It was seen as a ball of fire in the sky and was said to have been brought down by anti-aircraft fire from the nearby airdrome at Bonninghardt. It disintegrated in the air and broke up altogether on impact with the ground.

            The International Red Cross Committee reports which quoted information from German sources that Sergeant Priamo and Sergeant Howcroft had lost their lives was to some extent misleading as the identity discs of these two airmen were not attached to any of the remains. This was later proven on exhumation which was carried out in the local cemetery. Your son and his crew have since been re-interred in the Reichswald Forest British Military Cemetery, three miles South West of Cleve, Germany and are buried in collective graves 1 and 2 in Row E, Plot 18. I deeply regret having to convey such distressing information but it was thought that in view of the previous reports received from the International Red Cross an explanation was necessary so that you would know the reason the crew had to be buried collectively.

            May I, at this time, extend my sincere and heartfelt sympathy to you and the members of your family in your bereavement.

In late fall 1954, Fraser and Gertrude Lochhead, then living in Royal Oak, Michigan, wrote a letter to the R.C.A.F. Casualties Officer, who had promised to send them a photograph of their son’s grave. They expressed their sadness at not having received the promised picture “as you must understand how very much it means to us… and have looked forward to seeing the picture long before now”. 

In April 1955, Fraser received the promised photograph along with the following letter from the Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff:

Dear Mr. Lochhead:

            Some time ago you wrote here requesting a photograph of the permanent headstone at the resting place of your son, Pilot Officer Robert Lachlan Lochhead, at that time the permanent stones were not in place, but at long last I am able to send you the photograph you desired.

I am sorry indeed that it has taken so long, as you will notice there had been a light fall of snow shortly

before the picture was taken. I had the privilege of visiting the Reichswald Forest Cemetery in late 1953, and it is a beautiful location, the kind of place that I am sure you would approve of, and kept perfectly.

            May I take this opportunity of expressing to you and the members of your family my deepest sympathy in the loss of your gallant son.

Nineteen-year-old Robert Lochhead is buried in Reichswald Forest War Cemetery, Germany, Coll grave 18.E.1-5. On his headstone are inscribed the following words: THE GRACE OF OUR LORD JESUS CHRIST BE WITH YOUR SPIRIT. AMEN.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

George Loney was born in London, Ontario, on April 4, 1916, the only son of Irish-born parents, Joseph and Alice Elizabeth (nee Lawrence, born April 1889) Loney. Joseph and Alice Loney were married in London, Ontario, and they had two children together—George Victor Lawrence, and Josephine Mary Alice (Sauve), who later lived at Cemetery Road in Sarnia. The Loney family moved to Sarnia in the early 1920s.

Both of George’s parents predeceased him. On June 1, 1921, Joseph Loney passed away in London, Ontario, at age 59. On January 8, 1932, Alice Loney passed away in Point Edward at age 43. George also had a half-brother, Joseph, who predeceased him, and a half-sister, Frances Burnie, who later resided in Windsor, Ontario. George was educated at the Point Edward public school and left school after passing grade seven at age 16. He was also a member of Our Lady of Mercy Catholic Parish.

On July 31, 1937, George Loney, age 21, married Teresa McGinn (born March 1912, a nurse) who was originally from Preston, Lancashire, England. She was the daughter of Joseph and Mary (nee Ryan) McGinn, originally from England, then living in Hamilton, Ontario. George and Teresa were married at Our Lady of Mercy Church in Sarnia. At the ceremony, Marion Shortt of Point Edward served as bridesmaid, and Orville Toole of Sarnia served as the best man. George and Teresa Loney had three children together—Larry (Lawrence Joseph, born Sept. 5, 1938); George Douglas (born Dec. 28, 1939); and Marie Therese (born Sept. 25, 1942). The Loney family lived at 238 ½ Elgin St. (1938), then 226 Cotterbury St., and later 240 Cobden St., Sarnia. Prior to enlisting, George was employed at Electric Auto-Lite Limited in Sarnia as a machine operator for nine years.

On April 20, 1942, with two young children at home and a third on the way, George Loney, age 26, enlisted in the Canadian Army in Watford, Ontario. He stood five feet eight-and-a-half inches tall, had greenish-blue eyes and dark brown hair, and recorded his residence as 226 Cotterbury Street, Sarnia. He became a member of the 48th Light Anti-Aircraft (48LAA) Battery, Royal Canadian Artillery.

George received his initial army training with the 48th LAA in Watford. He continued his training at #12 Basic Training Centre (BTC) in Chatham; and then with the 9th Light Anti-Aircraft Regiment in Petawawa, and in Vancouver.

In September 1942, while stationed in Vancouver, his baby daughter, Marie Therese, was born in Sarnia. In January 1943, George was again training with the 48LAA in Terrace, British Columbia, and then continued in Wainwright, Alberta. During his training, he also received his Class III Driver and Class III Motorcyclist qualifications. In August 1943, he was transferred to #1 Transit Centre in Windsor, Nova Scotia.

On August 28, 1943, George Loney embarked overseas bound for the United Kingdom. He was initially posted to #3 Canadian Army Reinforcement Unit (CARU), and then moved to #2 CARU where he continued his training. In May 1944, he became a member of the Royal Canadian Artillery (RCA), 7 Medium Regiment, with the rank of gunner. He sailed from the U.K. on July 7, 1944, and arrived two days later in France, one month after the massive Allied invasion of 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.

Gunner George Loney served with the RCA, 7 Medium Regiment as they advanced through France. One month after arriving in France, he lost his life. On August 8, 1944, George was killed in action against the enemy during the Battle of Normandy. His remains were buried the same day at a location recorded on the Army Field Service Card as “Canadian Military Temp. Cemetery, Mondeville MR087675”.

In mid-August of 1944, Teresa Loney on Cobden Street received a telegram informing her that her husband GUNNER GEORGE LONEY WAS KILLED IN ACTION IN FRANCE ON AUGUST 8.At the time of George’s death, he left behind his wife, Teresa, and their three young children: Larry, age five; George, age four; and daughter Marie, age two.

In early September 1944, Teresa received the following letter from a Major-General, Adjutant-General:

Dear Mrs. Loney:

            It was with deep regret that I learned of the death of your husband, A69237 Gunner George Victor Lawrence Loney, who gave his life in the Service of his Country in France 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.

In November 1945, Teresa received a War Service Gratuity of $365.14 for the loss of her husband. Five months later, in April 1946, she 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, A69237 Gunner George Victor Lawrence Loney, have been carefully exhumed from the original place of interment and reverently reburied in grave 16, row H, plot 11, 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…

Twenty-eight-year-old George Loney is buried in Bretteville-Sur-Laize Canadian War Cemetery, Calvados, France, Grave XI.H.16.

Source: The Sarnia War Remembrance Project by Tom Slater Editors: Tom St. Amand and Lou Giancarlo

John Love was born in Brandon, Manitoba, on September 28, 1913, the son of Robin and Violet Love of Regina, Saskatchewan. John had two brothers: Allan (later resided in Burlington, Ontario) and Laurie (would serve overseas) as well as three sisters—Dorothy (who served with the Women’s Air Force), and married sisters, Mrs. R. Colville (would reside in Vancouver) and Mrs. T. Dempster (would reside in Melville, Saskatchewan). The Love family later moved to Yorkton, Saskatchewan, where John served in the 1st Yorkton Regiment, Militia, as a bugler from 1925 to 1927. After completing one year of high school, John left school for good at age 15 and by 1933 had moved to Sarnia.  

On May 16, 1936, John Love, age 22, married Mabel Patricia (nee Rutter), the eldest daughter of John and Bernice Rutter of Port Huron, Michigan. John and Mabel Love lived at 156 Cotterbury Street, Sarnia. The couple had one daughter together, Deanna Marie Love, born December 13, 1936 at Sarnia General Hospital. John was an employee at the Electric Auto-Lite plant in Sarnia as machine operator prior to enlisting.

On August 7, 1941, John Love, age 27, enlisted in the Royal Canadian Naval Volunteer Reserve in Windsor, Ontario. He stood five feet ten inches tall, had blue eyes and brown hair, and stated that he planned to return to Sarnia after the war to continue work as a machinist. When he enlisted, John’s father, Robin, was a resident of Detroit and his mother, Violet, was residing in Regina, Saskatchewan.

John trained at Windsor Division Headquarters as a Stoker II until October 1941, and was then transferred to RCN base Stadacona in Halifax. In early 1942, he was transferred again, and on January 9, 1942, he was posted overseas to the Royal Naval Base (RNB) in Chatham, England. In the U.K. he became a member of the crew of the Royal Navy HMS Grove, with the rank of Stoker II.

The Royal Navy HMS Grove (L77) was a Type II Hunt-class destroyer, launched in May 1941 and commissioned by the Royal Navy in February 1942. The ship’s name comes from the name of a fox-hunt in Nottinghamshire, England. In her five months of service, the ship was first deployed in the Arctic, then the Atlantic Ocean, and then off the coast of Libya in the Mediterranean. The vessel played a vital role in escorting convoys of ships carrying men and essential machinery, arms, fuel, and basic resources.

One of her successes occurred on March 27, 1942 in the North Atlantic, when HMS Grove, along with HMS Aldenham, HMS Volunteer, and HMS Leamington, sank German U-boat U-587 by depth charges.

Beginning in June 1940, the Battle of the Mediterranean was the naval campaign fought in the Mediterranean Sea, between the Italian Royal Navy (supported by Axis forces) and the British Royal Navy (supported by Allied forces). Each side had the same objectives: to attack the supply lines of the other side; to keep open the supply lines of its own armies in North Africa; and to destroy the ability of the opposing navy to wage war at sea. In May 1942, the Grove was in the Mediterranean Sea at Alexandria, off the north central coast of Egypt.

In early June 1942, the Grove was part of a flotilla escorting supply convoys from Alexandria to the Tobruk garrison—a seaport town in northeastern Libya in North Africa. 

On June 12, 1942, HMS Grove departed Tobruk bound for Alexandria. The ship ran aground briefly at Tobruk, sustaining damage to a port propeller and shaft that reduced her speed to 8.5 knots. At 5:37 a.m., the ship was struck by two torpedoes from German U-boat U-77 in the Mediterranean north of Sollum, Egypt. The bow and stern structures were blown off, and the destroyer sank in 14 minutes. Two officers and 108 men were lost, including Stoker John Love. Seventy-eight survivors from HMS Grove were rescued by the destroyer HMS Tetcott.

[Note: at the same time, Operation Vigorous was underway in the area—an Allied operation to deliver supply convoy MW-11 from Haifa and Port Said to Malta. That convoy would encounter heavy enemy opposition and would return to Alexandria. HMS Grove was not part of that operation].

Prior to the sinking of HMS Grove, John’s wife, Mabel, and their five-year-old daughter, Deanna, in Sarnia had not heard from him for six months. Approximately one week after the ship’s sinking, Mabel received a telegram informing her that her husband John was reported killed in action overseas. The Toronto Globe and Mail had the following report on June 25:

Sarnia Sailor Thought Dead

The Royal Canadian Navy in its eighty-ninth casualty list of the war, today reported that Stoker John Frederick Love whose wife, Mrs. Mabel Patricia Love, lives at 156 Cotterbury Street, Sarnia, Ont., is missing and presumed killed on active service. Stoker Love was a member of the Royal Canadian Naval Volunteer Reserve.

In late June 1942, Mabel received the following letter from the Secretary, Naval Board:

Dear Madam:

            It is with deepest regret that I must confirm the telegram of the 16th June from the Minister of National Defence for Naval Services informing you that your husband, John Frederick Love, Stoker II, R.C.N.V.R., O.N. V.19486, is missing, presumed killed on Active Service.

            No details are known at Headquarters, but should any further information be received you will be advised immediately. I wish to express the sincere sympathy of the Chief of the Naval Staff, Officers and men of the Royal Canadian Navy, the high traditions of which your husband has helped to maintain.

John Love’s death was later officially recorded as At Sea, missing, and presumed killed on active service. He was serving in a Royal Navy ship overseas.

John Love lost his life only one year after enlisting. In March 1945, Mabel, then living on Earl Grey Road in Toronto, received a War Service Gratuity of $140.75 for the loss of her husband. Mabel Love later remarried, becoming Mrs. Mabel Christiansen and residing on Logan Avenue, Toronto.

Twenty-eight-year-old John Love has no known grave. His name is inscribed on the Halifax Memorial, Nova Scotia, Canada, Panel 9.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

James Lowry was born in Belfast, Northern Ireland, on July 5, 1916, the son of John and Annie (nee Park) Lowry, of Crumlin, County Antrim, Northern Ireland. John (a farmer) and Annie were both born in Belfast, were married in Crumlin, Northern Ireland in 1893, and later resided at Pond Park Cottage, Lisburn, Northern Ireland. James had seven brothers and two sisters. Four of his brothers—Robert, William, Corky, and Sam—lived in Ireland (two served in the RAF) while John lived in Pittsburg, Pa., and brothers Richard and Andrew lived in British Columbia. His sisters, both married, lived in Ireland: Mrs. Agnes Kennedy and Mrs. Margaret Thompson. The Lowrys had another daughter, Rachel, who died in 1907 at age nine.

James received his education at Straidhavern Public School which he attended from August 1920 to March 1930. This decade of schooling in Ireland was equivalent to four years of high school in Canada. He was very active in boxing and enjoyed golf, soccer, swimming, and motorcycle racing. From 1930 to 1938 he worked odd jobs in Ireland.

James Lowry immigrated to Canada in early 1938, and first worked as a farm helper for Samuel Neely of R.R. Camlachie, Ontario. When work ended there, he worked at London Roofing Company in London, Ontario, in 1939-1940. When the factory closed, he came to Sarnia and found work with several companies. He worked as a salesman at Wholesale Supply Company and as a press operator at Mueller Limited. He then worked as a truck driver in Sarnia until he enlisted in 1941.

On January 3, 1941, James Lowry, age 24, enlisted in the Royal Canadian Air Force in London, Ontario. He stood five feet nine inches tall, had brown eyes and dark brown hair, was single, and lived at 255 South Brock Street in Sarnia at the time. He requested flying duties, with a preference to be a pilot.

From the Recruiting Centre in London, then #1 Manning Depot in Toronto, and later #1 Auxilary Manning Depot in Picton, James began his air training at #1 Initial Training School (ITS) in Toronto. His commanding officer at ITS wrote the following of James: Keen alert self confident scrappy type of trainee with excellent spirit who is anxious to get overseas and get along with the job. Irishman who knows England well. Could take good care of himself in a tight spot.

James continued his air training at #3 Elementary Flying Training School (EFTS) in London and then at #6 Service Flying Training School (SFTS) in Dunnville. His commanding officers, in recommending James for a fighter pilot, wrote the following about him: A hard worker energetic and aggressive – cheerful and willingly accepts orders… A high average pilot with a keenness for operational flying.

James was awarded his Pilot’s Flying Badge on December 23, 1941.

On January 3, 1942, James Lowry, age 25, married Pauline Ella Lowry (nee Sayers, born 1923) in Ottawa. They lived on Preston Street in Ottawa only briefly before James was sent out west for further air training. On January 6, only days after getting married, James was transferred from RCAF Station Rockcliffe, to #5 Bombing and Gunnery School (B&GS) in Dafoe, Saskatchewan. There, he continued his training until mid-August 1942.

Pauline later moved to Sarnia, residing at 775 Exmouth Street (R.R. #1) and later at 255 South Brock Street. James and Pauline had one daughter together, Judith Anne Lowry, born January 13, 1943, at Sarnia General Hospital.

On August 21, 1942, James was transferred to #1 Y Depot in Halifax.

James embarked overseas from Halifax bound for the United Kingdom on October 26, 1942. Initially posted to #3 Personnel Reception Centre, he continued his air training in the U.K., first with #9 (Pilot) Advanced Flying Unit (AFU), and then on January 12, 1943, with #53 Operational Training Unit (OTU). On May 5, 1943, he was posted to #5 Personnel Despatch Centre (PDC).

On May 17, 1943, James Lowry sailed from the U.K. bound for the Middle East where he was posted at RAF Headquarters in Krendi, Malta. James became a member of RAF #185 Squadron “Ara Fejn Hu” (Look where it is), serving as a Spitfire pilot with the rank of Flight Sergeant (later promoted to the rank of Warrant Officer Class I-Pilot, effective June 23, 1943). His Commanding Officer wrote the following of James: A very fine N.C.O. at all times. Keen to engage the enemy, and to do his job. A valuable man to have in a squadron. Above average intelligence and personality. 

RAF #185 Squadron went through several different incarnations during the war. It began in March 1938 as a training squadron in Bomber Command. In April 1941, it was re-formed as a fighter squadron on Malta, based at RAF Takali and Hal Far, operating Hawker Hurricane aircraft. In early 1942, the squadron began converting to Spitfire fighter aircraft and took part in the fierce air battles that raged over Malta.

By the end of 1942, the squadron flew sweeps over Sicily, in preparation for an Allied invasion on the island. In July 1943, the squadron supported the invasion of Sicily, the beginning of the Italian Campaign. In the early part of 1944, the squadron moved to Italy where it operated as a fighter-bomber unit, supporting the Allied advance north up the length of Italy.

The Italian Campaign, the first sustained Canadian Army operation of the War, began with the invasion of Sicily on July 10, 1943. The fierce fighting on the mountainous 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 1943, 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, over a range of landscapes, through challenging weather, and against a series of well-protected defences held by some of the German army’s best troops.

One week before the Allies landed in Sicily, on July 2, 1943, only days before his 27th birthday, Flight Sergeant James Lowry lost his life. On that day, as part of a group of fighter aircraft tasked with carrying out an offensive fighter sweep over Sicily, he took off from Malta in his Spitfire Mk. IX aircraft EN404. At about 1500 hours, after the group completed their sweep, three German Messerschmitt Me109 fighter aircraft were spotted. Lowry was the first to see them and was the first to turn to engage them. In the dogfight that ensued, Lowry was hit and was able to communicate to the others that he had been hit. His Spitfire fell into the sea about 20 miles south of Sicily. A search was carried out but nothing was found.

The following is from the official report on the incident by the Squadron Leader, Commanding #185 Squadron: At approximately 1500 hours local summer time… After sweeping Sicily, leaving the coast at Pexala and flying about 10 miles South, a left about was given for three enemy Me.109’s (enemy aircraft), which were approaching from 7 o’clock. F/Sgt. Lowry was last seen during the turn, when he was hit in a head on attack by one of the enemy aircraft. He was reported to have dived into the sea, 20 miles South of Cape Calabria. Searching aircraft and the High Speed Launch failed to find any trace of F/Sgt. Lowry, who was subsequently reported missing.

Days after the aircraft went missing, Pauline Lowry on Exmouth Street received a telegram from Air Force Headquarters in Ottawa informing her that her husband FLIGHT SERGEANT JAMES LOWRY HAS BEEN REPORTED MISSING ON ACTIVE SERVICE IN THE MIDDLE EAST.Days later, Pauline received the following letter from the Flight Lieutenant, R.C.A.F. Casualties Officer for Chief of the Air Staff:

Dear Mrs. Lowry:

It is my painful duty to confirm the telegram recently received by you which informed you that your husband, Flight Sergeant James Lowry is reported missing on Active Service. Advice has been received from the Royal Canadian Air Force Casualties Officer, Overseas, that your husband was a member of the crew of an aircraft which failed to return to its base after air operations twenty miles south of Sicily on 2nd July, 1943.

This does not necessarily mean that your husband has been killed or wounded. He may have landed in enemy territory and might be a Prisoner of War. Enquiries have been made through the International red Cross Society and all other appropriate sources and you may be assured that any further information will be communicated to you immediately. Your husband’s name will not appear on the official casualty list for five weeks. You may, however, 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 in the hope that better news will be forthcoming in the near future.

Also in July 1943, Pauline received the following letter from the Flight Lieutenant, for Air Officer Commanding-in-Chief, RCAF, Overseas:

Dear Mrs. Lowry,

It is with deep regret that I must confirm the information which you already received from Air Force Headquarters, Ottawa, which stated that your husband, Flight Sergeant James Lowry was reported missing as the result of air operations on the 2nd July, 1943.

Your husband, piloting a Spitfire aircraft, took off from Malta for operations against the enemy… and failed to return. Enquiries are being made through the International Red Cross Committee and other available sources, and I can assure you that any news which may be forthcoming will be communicated to you at once by Air Force Headquarters, Ottawa. Please accept my deepest sympathy with you in your great anxiety.

Also in July 1943, Pauline received a letter from the RCAF #185 Squadron Leader, Royal Air Force Station, Krendi, Malta. Following is a portion of that letter:

My dear Mrs. Lowry.

            You will have heard by now through official channels that your husband failed to return from an offensive operation on the evening of July the second, and I am writing on behalf of myself and everyone else in the Squadron to offer you our deep sympathy.

            Your husband joined the Squadron about three weeks ago and I was immediately struck by his outstanding personality, and his keenness to start operations, and straightaway he took up his place as a valuable member of the Squadron and flew with us as often as he was allowed. He was an extremely cheery fellow and in himself happy to be with the Squadron, as his best friend, F/Sgt Mercer was here too, and you may imagine what a blow it was to us all when he failed to return from the operation of the second of July.

            I am very glad to say though, that I can hold out some hope for you for there is quite a possibility of his being a prisoner of war. While returning from a sweep over enemy territory we were attacked by enemy fighters and your husband who saw them first, was one of the first to turn and engage them. In the combat which ensued he was heard to say over the wireless that he had been hit but nothing more was seen or heard of him, and it can only be

hoped that he crash landed in enemy territory or bailed out and picked up by them. The area of sea over which the

fight occurred was searched by launches and aircraft, but no sign of him was found.

            Unfortunately I can tell you no more as those are the only facts in our possession. If anything further should come to light I will write to you immediately…

            It is really with deep regret that I write this letter for I feel I can understand to some extent what this news must mean to you. For us there is a gap in the Squadron, for his personality and sense of humour and keenness on his work made him very popular with all, and I can say no more than that I wish we had many more like him in the Squadron.

            If you feel that I am able to help you in any way please do not hesitate to write me, as I shall be only too glad to do anything within my power to soften the blow of this sad news.

Nine months after her husband’s disappearance, Pauline was still searching for answers. In late March 1944, Pauline, then at R.R.#1 Sarnia, wrote the following letter to the Secretary, Department of National Defence for Air, in Ottawa:

Dear Sir:

            In reference to your letter of March 18, concerning my husband, Flight Sergeant James Lowry R78911. As yet I have had no further evidence or news of him, but sincerely feel that he is somewhere over there alive. Will the International Red Cross still make enquiries?

            Some time ago there was a newspaper item saying there were quite a number of escaped allied prisoners hiding in underground Rome. If there is any truth in this report, could it not be possible that he may be one of them?

            Would you be kind enough to reply, as the least bit of hope would be very encouraging.

                                                                                                            Yours truly, Mrs. James Lowry

In April 1944, James’ mother, Annie Lowry, in Lisburn, Northern Ireland, received the following letter from the Air Ministry Wing Commander, R.C.A.F., Overseas:

Dear Mrs. Lowry:

            It is with deep regret that I must refer to my letter of the 5th July, 1943, regarding your son Flight Sergeant James Lowry. In view of the large lapse of time and the absence of any further news concerning him, it must regretfully be concluded that he has lost his life. Action has accordingly been taken to presume, for official purposes, that he lost his life on the 2nd July, 1943. Please accept my profound sympathy in the loss of your son.

 In early December 1944, Pauline Lowry received the following information from Ottawa: (though presumed dead) Flight Sergeant James Lowry, has been promoted to the rank of Warrant Officer, Class One, effective June 23, 1943. James Lowry’s death was later officially recorded as Previously reported missing after air operations, now for official purposes, presumed dead, overseas (Sicily).

In February 1945, Pauline received a War Service Gratuity of $366.88 for the loss of her husband. James Lowry left behind his wife Pauline, of one-and-a-half years, and their five-month-old daughter, Judith Anne.

In June 1948, the #5 Missing Research and Enquiry Unit (RAF) released the results of its investigation on the fate of Spitfire IX EN404. Following is a portion of their results:

The above aircraft was shot down into sea by enemy aircraft about 20 miles South of Sicily after taking part in an offensive sweep over Sicily. A search was made by both aircraft and a high speed launch but no trace could be found of F/Sgt. Lowry.

            As Searcher Party investigations in Sicily failed to reveal any unknowns who might prove to be F/Sgt. Lowry, we propose to close the case on the assumption that this casualty was “Lost at Sea”. This is subject to Air Ministry Confirmation.

More than nine years after James Lowry lost his life, in September 1952, Pauline received a letter from Wing Commander, R.C.A.F. Casualties Officer, for Chief of the Air Staff. Following is a portion of that letter:

Dear Mrs. Lowry:

            It is with reluctance that after so long an interval, I must refer to the loss of your husband, Warrant Officer Class I James Lowry, 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 Malta, 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.

Twenty-six-year-old James Lowry has no known grave. His name is inscribed on the Malta War Memorial, Malta, Panel 10, Column 2.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

William Eldon Lucas was born in Sarnia on October 29, 1918, the youngest son of Thomas Henry (born in Camlachie, Ontario) and Lillian Mae (nee Martin, born in Sarnia) Lucas, of 368 Shepherd Street, Sarnia. Thomas and Lillian Lucas were married on June 28, 1905, in Sarnia, and they had four children together: Helena Mae (born 1906, later becoming Mrs. Edmund Mackey); James Wesley (born 1912); William (born 1918); and Shirley Catherine (born 1924, later becoming Mrs. Charles Demars).

William attended Sarnia Collegiate and completed school at the age of 17. A former scoutmaster prior to enlisting, William worked a variety of jobs in Sarnia: on a farm for three summers; as a gas station attendant; as a labourer (grinder) at Muellers Foundry; and then as a chauffeur employed by W.H. Kenney.

On November 18, 1940, William Lucas, age 22, enlisted with the Royal Canadian Naval Volunteer Reserve in Windsor, Ontario. He stood five feet ten inches tall, had blue eyes and brown hair, was single, and lived at home with his parents on Shepherd Street at the time. He began his training at the Royal Canadian Naval Division Headquarters in Windsor. 

One month later, Ordinary Seaman William Lucas, still in training, returned to Sarnia from the barracks at Windsor to assist two recruiting officers of the Windsor depot in the interviewing of recruits for the Royal Canadian Navy. Recruiting in Sarnia for only one day, William explained to the young men that if they were accepted, they would be given a medical examination before going to Windsor; they would undergo training for a six-week period at the Windsor barracks; and then they would be transferred to one of the coastal naval bases. At that one-day recruitment, more than 100 young men from Sarnia, Petrolia, Wyoming, and Courtright presented themselves at the armory for enlistment in the Royal Canadian Naval detachment. The average age of those accepted was 18 to 20 years and many were high school age.

In April 1941, William was transferred to Halifax base Stadacona, with the rank of steward probationary. His training continued in Halifax at HMCS Kings (King’s College), where he attained the rank of full steward in November 1941. William returned to Sarnia on leave during Christmas and New Year’s 1941 until January 1942. He then returned to Stadacona in Halifax on January 9, 1942. According to his official Military Service Files, three days later, on January 12, 1942, his ship/establishment was recorded as “Gaspe (Vison)”, with the rank of steward. Also recorded on that date was that he “was borne for passage in SS Lady Hawkins bound for Trinidad”.

The HMCS Vison (S11/Z30), formerly the Avalon, was launched in 1931.* In June 1940, she left Halifax bound for Pictou where she was converted to an armed yacht of 181 feet in length and a displacement of 422 tonnes.

*Note: His Service File records the name of ship as Vison. Some sources record the name as Vision.

 In early October 1940, she was commissioned by the RCN in Halifax and assigned to the base at Gaspe. In December 1940, the ship was sent southward operating out of Trinidad and Bermuda until her return to Halifax in May 1941. In July 1941, she became a member of Gaspé Force, proceeding from Halifax for passage to Trinidad again in December 1941.

HMCS Vison rejoined the Halifax Local Defence Force in April 1942 and was transferred to Sydney Force in July 1942. In February 1943, Vison returned to Halifax as a training ship attached to HMCS Cornwallis and moved with the establishment to Digby in April 1943. She remained there until the end of the war as a seamen’s training ship which completed exercises with RN submarines in the Bay of Fundy.

The Battle of the Caribbean was part of the Battle of the Atlantic—the longest continuous campaign of the war, and one in which Canada played a central role. German U-boats and Italian submarines attempted to disrupt the Allied supply of oil and other material by attacking shipping in the Caribbean Sea and the Gulf of Mexico. The Royal Canadian Navy played a vital role in this theatre, protecting ships carrying the vital supplies of fuel and basic resources.

In early January 1942, William Lucas departed Halifax bound for his posting on the Vison. He would not make it.

On January 12, 1942, William Lucas boarded the steamship SS Lady Hawkins in Halifax. She had departed from Montreal and was on her way to Bermuda (where the Vison was located at that time). The Lady Hawkins, a Canadian luxury liner, was part of Canada’s merchant navy fleet designed for the Canada-West Indies service.

Prior to the war, Canadian National Steamships operated a fleet of five luxury liners that sailed from eastern Canadian ports to Bermuda, the West Indies, British Honduras, and British Guyana, carrying passengers and freight. Known affectionately as the “Lady Boats”, they were named after the wives of British admirals with a connection to the West Indies – Lady Somers, Lady Rodney, Lady Nelson, Lady Drake and Lady Hawkins. When war broke out, they were pressed into war service. Their sparkling white hulls were repainted with drab grey paint, and each had a four-inch gun mounted aft for protection against surface raiders and U-boats.

In January 1942, after leaving Montreal, then Halifax, and Boston, the Lady Hawkins had 109 crew and 212 passengers, mostly civilian, on board. At least 50 of the passengers were Royal Canadian Navy Volunteer Reserve personnel (including William Lucas). The ship had no escort and only a small gun for defence, so she travelled in a zig-zag pattern and was blacked out for defence.

On January 19, 1942, at about 2:00 a.m., the unescorted Lady Hawkins was sailing in the darkness when it was hit by two stern torpedoes from German U-boat U-66. The ship sank in less than 30 minutes, approximately 150 miles from Cape Hatteras, North Carolina. The ship’s wireless sets were destroyed and no SOS was sent out, so there would be no quick rescue. Five of the ship’s six lifeboats were smashed to bits and sank. One nine-metre lifeboat, built for 63, escaped the scene with 76 cold, wet survivors on board.

One of those who survived later said There were no lights, no stars, no moon at that time of the morning. We could hear people in the water, but we couldn’t actually see them. There were people shouting, but we couldn’t take any more aboard. It was a horrible thing. Chief Officer Percy Kelly, in charge of the lifeboat, later reported that, (he gave) the agonizing order to pull away… there was nothing else we could do. The cries of the people in the water rang in my ears for years.

For five days the survivors drifted west under sail and by paddle, bailing out their lifeboat constantly, staying alive on meagre rations. Breakfast and supper consisted of half a biscuit and a dipper of water each. Lunch was a mouthful of condensed milk. After five days, the U.S. passenger steamship Coamo happened upon the lifeboat and picked up 71 survivors. Five of the 76 unfortunately had fallen into comas and died during the five days at sea. The Coamo landed at Puerto Rico on January 28. Two hundred fifty crew and passengers were lost in the sinking of the Lady Hawkins, including Sarnia’s William Lucas.

Steward William Lucas’ death was later officially recorded as Missing, believed lost at sea on war service. On October 29, 1944, two-and-a-half years after William Lucas was reported missing, the Remembrance Book at Devine Street Church was opened at the photograph of William Lucas in honour of his 26th birthday.

Twenty-three-year-old William Lucas has no known grave. His name is inscribed on the Halifax Memorial, Nova Scotia, Canada, Panel 9.

Source: The Sarnia War Remembrance Project by Tom Slater

Editors: Tom St. Amand and Lou Giancarlo

John Louis Lychowich was born in Garson, Manitoba, on January 20, 1918, and was raised on a farm there with his younger sister, Jean Engel. Their parents were Polish immigrants Steve (Szzepan, born in Galicia, Poland, a labourer and farmer) and Rosalie (nee Hower, born in Austria) Lychowich. On John’s birth certificate, the family surname is actually spelled “Lehovitz”.

After completing grade seven, John left school at age 14 to work as a farmer and labourer in Manitoba and Saskatchewan. He spent five years working on “mixed farms” (those that raised cattle and grew crops), and sometime in 1940, he made his way to Sarnia. He returned to Garson, Manitoba, from time to time and worked there for short periods, but would always return to Sarnia. In Sarnia, he found employment at the Polymer Corporation, working almost three years as a carpenter. During his time living in Sarnia, he managed to find love and made plans to marry Barbara Nemeth of Kitchener, Ontario.

On May 27, 1943, at age 25, he enlisted for military service and completed his National Resources Mobilization Act (NRMA) Enrolment Form at No. 1 District Depot in London, Ontario. Still single, John stood five feet seven-and-a-half inches tall, had brown eyes and brown hair, and his hobby was baseball. He recorded his address as Polymer Corp. Camp, Sarnia, and his occupation as a carpenter. He also expressed a preference for service in the navy. Following the war, John planned to return to Sarnia, as Polymer Corp promised that once his service was complete, he would be employed with them.

John was initially attached to #1 District Depot, Canadian Army in London, Ontario. In early June 1943, he ran into a bit of trouble when he was convicted of theft and sentenced to one month imprisonment in the “County Jail” at Sarnia. At the end of the month, he was released to the Military Police and attached to the Military Detention Barracks.

From #1 District Depot in London, John began his Canadian Army training on August 12, 1943, at #6 Basic Training Centre (BTC) in Stratford. In mid-September 1943, he was transferred to A-29 Canadian Infantry Training Centre (CITC) at Camp Ipperwash for advanced training. In mid-November, earning $1.40 per day, he was granted a two-week furlough and an allowance of .50 cents per diem in lieu of rations. On December 23, 1943, he was granted a five-day Christmas leave, again with the .50 cents per diem allowance. At the start of the New Year 1944, John earned himself a raise, to $1.50 per day. Four weeks later, on January 26, he was transferred for further training to #1 Training Brigade in Debert, Nova Scotia.

On March 6, 1944, John embarked overseas from Debert, Nova Scotia, bound for the United Kingdom. He reported for duty in the U.K. on March 15, 1944, becoming part of #2 Canadian Infantry Reinforcement Unit (CIRU). He continued his training there and on May 25, 1944, became a member of the Royal Winnipeg Rifles (RWR), Royal Canadian Infantry Corps (RCIC), with the rank of private.

The RWR had arrived overseas in September 1941 and for two-and-a-half years, they trained rigorously, focusing on battle drills and assault courses. When Lychowich joined them, their training had shifted to overcoming beach defences and advancing to and then seizing objectives as quickly as possible.

A little over one week after joining the RWR, in early June 1944, John departed from the U.K. bound for France, part of the Royal Winnipeg Rifles, 7th Infantry Brigade, 3rd Canadian Division. He disembarked with the Winnipeg Rifles in the first or second wave of landings on Juno Beach, June 6, 1944—D-Day.

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.

Unfortunately, John Lychowich would not to see any of these victories.

The Allied invasion of France, code-named Operation Overlord, began with the largest seaborne invasion in history. After crossing the English Channel, Allied forces, that included approximately 156,000 soldiers, landed on the fortified and heavily-defended coast of Normandy in five zones: Gold Beach (U.K.); Sword Beach (U.K. and France); Utah and Omaha Beaches (U.S.A); and the middle beach, Juno Beach (Canada).

Juno Beach covered an area of approximately eight kilometres, and the Canadian assault was divided into two sectors—“Mike” (on the right) and “Nan” (on the left). Approximately 14,000 Canadian soldiers stormed Juno Beach on D-Day. Around 3000 Canadians would be in the first landing group, led by four regiments—in the “Mike” sector were the Royal Winnipeg Rifles, the Regina Rifle Regiment, and a company of the Canadian Scottish Regiment.

As the first wave approached the beach, during the final 80 to 90-minute run-in, each Landing Craft Assault transport carrying 25-35 men apiece, pitched wildly, dropping and rising repeatedly, as cold water sloshed over the steel sides drenching the men. Above their heads were the ear-shattering sounds of the Allied naval guns bombarding the enemy in an attempt to neutralize them. In the final minutes, vomit rolled in the pitching crafts, foam-flecked geysers erupted from the sea as enemy shelling crashed down, and bullets pinged off the steel hulls. As the ramps at the front of each boat dropped, men descended into a maelstrom of mortar and machine-gun fire. 

At 7:49 a.m., two lead companies of the Royal Winnipeg Rifles, with a company of the Canadian Scottish, waded ashore on their sections of Juno beach, known as “Mike Red” and “Mike Green”, only to find the enemy defences on the west side were unscathed by the preliminary naval and air bombardments. The RWR’s war diary noted that “The bombardment having failed to kill a single German soldier or silence one weapon, these companies had to storm their positions ‘cold’ and did so without hesitation… Not one man flinched from this task.” The 29-ton Sherman tanks of the 1st Hussars were delayed and landed about 20 minutes after.

In “Mike” sector, this first wave faced a torrent of enemy fire, from MG-42 machine guns, rifles, mortars, and anti-tank guns. The infantrymen were ordered to clear the beach as quickly as possible, but many never had a chance to set foot on dry soil. They were gunned down as the landing craft doors dropped, their bloodied bodies hurled backwards. Others took only a few strides onto the sand before a bullet found them. Storming into the face of sweeping machine-gun fire, some went to the ground and dug; others crawled through the sticky sand; most continued forward firing and throwing grenades, looking for gaps in the barbed wire that was up to 10 metres deep in places. Supported by Hussars tanks, the infantrymen surged forward, overcoming the German resistance and snuffing out the last of the enemy about 10:30 a.m.

As the day continued, guns of the Royal Canadian Artillery were quickly put ashore; the Royal Canadian Army Medical Corps treated the wounded; the Royal Canadian Engineers blasted paths through enemy obstacles; and the Royal Canadian Corps of Signals ensured smooth communications. Around 10:30 a.m., the Canadians exited the beaches, moving into the surrounding French towns that were occupied by the Germans. Reserve companies and more battalions spearheaded the attack inland, dealing with enemy snipers, mines, and pockets of resistance in slow and vicious fighting.

The objective of the Canadian forces on D-Day was to capture the city of Caen, 22 kilometres from Juno Beach. By the end of the day, the Canadians had advanced farther inland than any other Allied formation – to a depth of 11 kilometres.

John Lychowich, of the Royal Winnipeg Rifles, survived these first harrowing and chaotic days of the invasion. Then he became engulfed in a gruesome nightmare—one of the worst war crimes committed in Canadian history.

On Hitler’s order, as retribution for the invasion on France, members of the 12th SS Panzer Division (Hitler Youth) brutally murdered prisoners of war in scattered groups in various pockets of the Normandy countryside in the days and weeks following D-Day. As many as 156 Canadian soldiers were executed by their Nazi captors.

On the day after D-Day, June 7, the Germans captured prisoners from the North Nova Scotia Highlanders and the 27th Canadian Armoured Regiment around the village of Authie and took them to Abbaye d’Ardenne, an ancient stone church. Later that night, 11 of the Canadian prisoners were taken into the Abbaye’s garden by German guards and shot in the head. The next morning, seven more Canadian POWs were taken outside and shot.

The 7^th Canadian Infantry Brigade, that included the Royal Winnipeg Rifles and the Canadian Scottish Regiment, had made their way to its final objective of Putot-en-Bessin, a small village approximately 30 kilometres southwest of the Normandy beaches. By the afternoon of June 7, they had taken control of the village and reinforcements joined all the companies that evening. Early on June 8, however, the Germans launched a vicious counter-attack that killed several Canadians who were heavily outnumbered. By noon, Lychowich and his fellow soldiers had no ammunition and enemy snipers outside the village made it impossible for more ammunition to get through. They were surrounded and trapped in Putot-en-Bessin. So, on June 8, sixty-four Canadian soldiers, including several dozen members of the Royal Winnipeg Rifles, were taken prisoner near Putot-en-Bessin.

John Lychowich was one of eight men from the 7^th Platoon whom the Germans ordered to march in the direction of Audrieu, a few kilometres southwest of Brouay. Joining them were fellow soldiers from the 8^th and 9^th Platoons of the RWR and two British soldiers. German soldiers from Wilhelm Monke’s 3^rd Battalion were escorting the 26 prisoners as they headed for the battalion’s headquarters at Cristot.

Unfortunately, they encountered a patrol under the command of Obersturmfuhrer Gerhard Bremer. Twenty-seven-year-old Bremer was a career soldier and an officer in the Waffen SS. In April 1944, he had been appointed commander of the 12^th SS Panzer Reconnaissance Division Hitlerjugend (Hitler Youth). On June 8, with British forces advancing closer, Bremer and his men established their temporary headquarters at the Chateau d’Audrieu, located just a few kilometres west of where Bremer ran into the 26 prisoners. Bremer and his men took charge of the prisoners and they were marched to Chateau d’Audrieu.

Throughout the afternoon of June 8, 1944, on Bremer’s orders, German SS soldiers murdered 45 Canadians. One of those murdered was John Lychowich, on his 94th day overseas. He was initially listed as “missing”.

The murders of these Canadian soldiers and the consequent search for justice is documented in Howard Margolian’s book Conduct Unbecoming: The Story of the Murder of Canadian Prisoners of War in Normandy. The following is a portion of that book detailing the events of June 8th, beginning at about 2:00 in the afternoon:

At the crossroads east of Pavie, the column (of prisoners) was ordered to a halt. The first thing Bremer’s men did was to instruct the prisoners to remove their helmets. Then, while they kept their hands clasped behind their heads, each prisoner subjected to a thorough, sometimes rough, search. All papers and personal effects confiscated. Identification documents were taken by the NCO in charge, while photographs, money, and other personal items were tossed willy-nilly to the ground, although the Germans did make a point of pocketing cigarettes. At the conclusion of the search, the prisoners, their hands still up, were marched another few hundred yards to the rear of a chateau…. Compared with the horrors of combat, the scene that greeted the prisoners on the grounds of the chateau must have seemed positively idyllic. Nestled among tall, leafy trees and other greenery, the chateau, named Chateau d’Audrieu, after the neighbouring village, recalled simpler, gentler times.

Three of the prisoners—Major Hodge, Lance Corporal Austin Fuller, and Private Frederick Smith—were brought to a command post where they underwent interrogation by Bremer. After 15 minutes, he became frustrated. About 2:15 p.m., an angry Bremer ordered their cold-blooded execution. The three prisoners were marched single file, arms still raised, onto a path that led to a cluster of shrubs and small trees and were then instructed to halt. After ordering them to face the opposite away, four German soldiers executed them. Lychowich and his fellow prisoners heard the shots, and no doubt, knew the fate of their comrades.

Half-an-hour later, after Bremer interrogated three more Canadian prisoners—one of them a stretcher-bearer wearing a Red Cross armband—with no success, he ordered them executed. This time, the three Canadians were led down a different path to another clearing, and after being ordered to lie on their stomachs, they were shot point blank in the back of the head.

The German executers then returned to the chateau kitchen for food and cider. Bremer was becoming more impatient. The process of interrogating and executing prisoners three at a time was too inefficient for his liking. This pace would have them executing the Canadians until the evening. When Bremer learned that British tanks in the area were amassing and preparing to attack the chateau, he ordered some of his men to escort the remaining 20 prisoners into a nearby orchard. Bremer then tended to overseeing the defence of the chateau and its property. After two hours, sometime between 4:00 and 4:30 p.m., when Bremer approached the orchard, the prisoners undoubtedly knew their hopes of living were doomed.

Between 4:30 and 5:00 in the afternoon, Leon Leseigneur, a local dairy farmer, and Eugene Buchart, one of his farm hands, were walking along a dirt road past the hen house of the Chateau d’Audrieu. Gazing to the right, they noticed thirteen unarmed Canadian soldiers standing in the chateau’s orchard. All were members of 9 Platoon of the Winnipegs’ A Company. They were Mrs. Jennie Meakin’s boys, George and Frank, both of whom were corporals, as well as Privates William Adams, Emmanuel Bishoff, Lawrence Chartrand, Sidney Cresswell, Anthony Fagnan, Robert Harper, Herve Labrecque, John Lychowich, Robert Mutch, Henry Rodgers, and Steve Slywchuk. The prisoners were being guarded by a detachment of SS Troopers. Buchart noted with interest that there were several officers among the guard….

About forty yards past the hen house, Buchart and his employer headed into the pasture where the Leseigneur farm was situated. Just as they turned off the dirt road, the two men heard heavy bursts of gunfire. Buchart and Leseigneur instantly realized what this meant, but, after four years of brutal German occupation, they knew better than to investigate. Instead, the two men hurried back to the farm and tried to keep a low profile. A few minutes later, an SS officer and two troopers came by in order to appropriate Leseigneur’s ladder. Forcing Buchart to carry the ladder for them, the Germans escorted him back towards their headquarters. As he passed the hen house and glanced left at the orchard, his worst fears were confirmed. The prisoners he had seen earlier were gone….

Based on what Buchart and Leseigneur saw and heard, as well as forensic evidence, the final moments of the 13 Winnipegs was reconstructed.

Confined to the orchard by Bremer, the men of 9 Platoon probably milled about, exchanging small talk, bucking up each other’s spirits. At around 4:30 PM, the guard detail was joined by several officers, with Bremer perhaps among them. A palpable tension would have filled the orchard. On orders from the most senior German officer (Bremer or a subordinate), the prisoners were lined up in a row. Facing them was a rough-and-ready firing squad, consisting of SS troopers with rifles, NCOs with machine pistols, and officers with sidearms. At the command to fire, the executioners opened up with a murderous fusillade. All of the Canadians went down with the first volley,

although some clearly were not killed outright. Hearing the moans of Privates Bishoff, Labrecque, and Mutch, whose

wounds were not fatal, an officer walked over to where they lay and finished them off with shots to the head. As he moved down the line of stricken men, kicking each of them to see if he showed signs of life, the officer discovered that Lance Corporal Meakin and Private Slywchuk had not been hit at all. Slywchuk had apparently timed his dive perfectly, whereas Frank Meakin had been saved when George, in a last act of brotherly love, had stepped in front of him, taking a burst of machine-pistol fire across the chest. There would be no more reprieves, however. As Meakin lay waiting next to his lifeless brother, he was given the coup de grace. Then the officer emptied his pistol into Slywchuk’s head. As the echo of the last shots faded, an eerie silence descended over the orchard.^3Z

Three days after the D-Day invasion, on June 9, following heavy Allied naval and artillery bombardment, the Germans fled the Chateau. A British army unit, the Dorset Regiment of England, soon occupied the mansion at Chateau d’Audrieu. The British were informed of the executions by the proprietor’s daughter and were guided to the sites. At the orchard near the main house, they found a row of 13 Canadian soldiers lying dead along a fence—one of them was John Lychowich. The Dorsets were forced to withdraw the next day, but the Chateau was liberated for good two weeks later by other British forces. The remaining 13 bodies were found then, at three different locations on the property.

After his murder as a POW, John Lychowich’s remains were buried at a location recorded on the Army Field Service Card as “Beny-sur-Mer Temp Cem. MR.987813 P19 Gr12”.

On June 26, 1944, Mrs. Rosie Lychowich in Garson, Manitoba, received the following telegram from the Director of Records in Ottawa: MINISTER OF NATIONAL DEFENCE DEEPLY REGRETS TO INFORM YOU THAT A107694 PRIVATE JOHN LOUIS LYCHOWICH WHO WAS PREVIOUSLY REPORTED MISSING IN ACTION HAS NOW BEEN OFFICIALLY REPORTED KILLED IN ACTION EIGHTH JUNE 1944 STOP IF ANY FURTHER INFORMATION BECOMES AVAILABLE IT WILL BE FORWARDED AS SOON AS RECEIVED.

On July 5, 1944, the Major-General, Adjutant-General in Ottawa wrote this letter to John’s grieving mother:

Dear Mrs. Lychowich:

            It is with deep regret that I learned of the death of your son, A107694 Private John Louis Lychowich, who gave his life in the Service of his Country France, on the 8th day of June 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.

A month later, in early August 1944, Rosie received this correspondence from the Colonel, Director of Records, for Adjutant-General:

Dear Mrs. Lychowich,

            With regard to the regretted death of your son the late A107694 Private John Louis Lychowich, I am now to confirm the verbal message you received from an Officer of this Department earlier this week.

            Prior to your receiving this verbal message, you were given all the information then available to the Authorities, both Overseas and here. Your son was reported from Overseas, first as Missing in Action, then as Killed in Action; and as the policy of the Department is not to withhold any information from those entitled to receive same, when the true manner in which Private Lychowich met his death became known to the Department of National Defence, it was felt that you should be advised verbally.

            Details regarding date and place of burial have not as yet been received. They are being obtained from Overseas and you will be advised as soon as they become available here. Please accept my heartfelt sympathy in your sad bereavement and be assured that all information will be sent to you immediately as and when received.

In late August 1944, John’s fiancée, Barbara Nemeth, on King Street in Kitchener, Ontario, wrote a letter to the Records Department in Ottawa searching for information about John. Following is a portion of that letter:

Dear Sirs:

            Writing for information of the above (John Lychowich). Would appreciate as to his where abouts not having heard from him since the end of May. Also would appreciate if you could forward me his home “address”. Would you please send information as soon as possible.

                                                                                                Yours Sincerely, Barbara Nemeth (His Fiancee)

On September 12, 1944, Barbara received the following letter from the Colonel, Director of Records, for Adjutant-General:

Dear Miss Nemeth:

In reply to your letter dated 19th August, 1944, I deeply regret to inform you that your fiancé, A107694 Private John Louis Lychowich, has been officially reported to have been killed in action in France on the 8th of June, 1944.

In late May 1945, Rosie received the following letter from the Colonel, Director of Records, for Adjutant-General:

Dear Madam:

            Information has now been received from the overseas military authorities that your son, A107694 Private John Louis Lychowich, was buried with religious rites in a temporary grave located at Beny-sur-Mer, approximately seven and a half miles North-North-West of Caen, in the Department of Calvados (Normandy) France.

            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.

In January 1946, Rosie 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 son, A107694 Private John Louis Lychowich, have been carefully exhumed from the original place of internment and reverently reburied in grave 16, row B, plot 15, of Beny-sur-Mer Canadian Military Cemetery, Beny-sur-Mer, 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…

John Lychowich’s death was later officially recorded as Overseas casualty, killed in action, in the field (France).

In February 1946, Rosie received a War Service Gratuity from the Department of National Defence for the loss of her son John. The gratuity broke down as: 301 days of Total Qualifying service = $75.00 + 93 days of Qualifying Overseas service = $23.25 + a 94 days Supplement for overseas service = $9.89 for a Total Gratuity of $108.14. Rosie also received the three campaign medals that John was awarded while in service: the 1939-45 Star; the France-Germany Star War Medal; and the 1939-45 CVSM and Clasp.

Gerhard Bremer, the man who ordered the execution of John Lychowich and his comrades, was never held to

account for his crimes. When the war ended in May 1945, he surrendered to the US forces, and the French government kept him as a prisoner of war until 1954. Upon his release, he moved to Spain where he and his wife ran a luxury resort. Until 1980, Bremer organized spectacular parties at his residence where he often wore his SS uniform. He died in October 1989.

After the war, a shrewd entrepreneur purchased the Chateau d’Audrieu property, renovated it, and converted it into a luxury hotel with a world class restaurant.

In Audrieu, France, a memorial stele of white marble, with three mounted plaques, was erected in 1989 in

memory of the members of the Royal Winnipeg Rifles and supporting arms who were murdered while prisoners of war at the Chateau d’Audrieu on June 8, 9 and 11, 1944. John Lychowich’s name is among the 64 names inscribed on the plaque.

The citizens of Putot-en-Bessin have never forgotten the heroism of the fallen Canadians. A memorial in the town pays tribute to them. A plaque on the memorial has these words: This monument is dedicated to the memory of the Canadian soldiers of the Royal Winnipeg Rifles and to all other Canadian combatants who played a part in the liberation of Putot en Bessin on June 7 1944. One wall of the memorial, titled “To Our Liberators”, has the names of 109 men of The Royal Winnipeg Rifles, including John Lychowich, who gave their lives to liberate the town.

The Canadians who fell on Juno Beach on D-Day, and in the bitter bridgehead battles that followed during the early stages of the Battle of Normandy, are buried in Beny-sur-Mer Canadian War Cemetery. The Beny-sur-Mer Cemetery contains 2,048 graves—all but five are Canadians.

Twenty-six-year-old John Lychowich is buried in Beny-sur-Mer Canadian War Cemetery in Reviers, France, Grave XV.B.16. On John’s headstone are inscribed the words REQUIESCAT IN PACE.

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