Rifleman Irvin Kirwin Ray—Died of Sickness November 13, 1943

 Irvin Kirwin Ray was born in St. Mary’s River, Guysborough County, on March 12, 1921. Irvin’s father, Joseph Elijah Ray, was the son of Thomas and Catherine Elizabeth (Robar) Ray, St. Mary’s River. According to the 1891 Canadian census, Thomas Ray was a native of England. Irvin’s mother, Melissa Angelina Jack, was the daughter of Jacob and Mary Elizabeth (Rudolph) Jack, Gegoggin.

Rifleman Irvin Kirwin Ray

Joseph and Melissa married at Liscomb on November 15, 1917. At the time of the 1921 census, three sons resided in the Ray household—Russell (YOB c. 1915), John Alexander “Alex” (DOB May 25, 1918), and Irvin, age two months. Thomas Ray, age 54, one of Joseph’s brothers, was also living in the home.

Tragedy struck the Ray family on April 28, 1924, when 29-year-old Melissa died from peritonitis while under medical care in St. Martha’s Hospital, Antigonish. Irvin’s father Joseph and his uncle Thomas kept the family together, managing to provide for Melissa’s three young sons through challenging times. Irvin left school after Grade VI and eventually went to work in the local woods.

Within months of Canada’s entry into the Second World War, Irvin enlisted with the Halifax Rifles on February 27, 1940. A militia unit with a lengthy history of service, the Rifles became part of the Canadian Active Service Force after Canada’s declaration of war on Nazi Germany.

In mid-July 1940, Irvin was assigned to Camp Aldershot for basic training. His service file suggests that the 19-year-old was a spirited young man. During his time in Halifax, he was “placed under stoppage of pay… for Barracks Room Damage.” While at Aldershot, he was sent to “Detention Barracks” on two occasions for “attempting to break into camp” after hours.

Irvin’s actions may have played a role in his transfer to the Royal Rifles of Canada (RRC) on November 28, 1940. Henry Andrew “ Harry” Surrette, a Port Bickerton resident, was also assigned to the RRC’s ranks on the same day and likely accompanied young Irvin on the journey to Sussex, NB, where their new unit was stationed at the time. (Harry Surette’s story is available elsewhere on this blog.)

The RRC, one of Canada’s oldest regiments, traced its roots to the 8th Battalion Volunteer Militia Rifles, established in Quebec City in 1862. As a “rifle regiment,” its soldiers received the rank of “Rifleman” upon enlistment. Officially re-named the Royal Rifles of Canada on March 29, 1920, the regiment was called out for service on August 26, 1939, and placed on active duty the following month.

Shortly after Irvin’s arrival, the RRC departed for Botwood, a small town in north-central Newfoundland. While the island was still a British colony at the time of the war’s outbreak, Canada assumed responsibility for its defence in September 1939. Throughout the war, Canadian infantry, artillery, air force and naval personnel were deployed at strategic locations across the island and along the Labrador coast.

Botwood, located on the shores of Bay of Exploits, possesses a deep natural harbour. In 1920, an airfield was constructed near the town. In the late 1930s, Pan American and the British Overseas Airways Corporation (BOAC) made the facility a regular stop on their trans-Atlantic flights. Following the outbreak of war, the location became an RCAF patrol and bombing base that housed two squadrons of PBY Canso flying boats, equipped with torpedoes and depth charges.

Canadian infantry units established a garrison in the town, constructing a barracks, water system and full-scale military hospital. Soldiers were deployed at two gun batteries that defended the harbour’s entrance, and manned several anti-aircraft batteries located throughout the community. Approximately 10,000 Canadian and British personnel served at Botwood at various times during the war.

On August 18, 1941, the Royal Rifles returned to Canada. After a two-week leave, Irvin rejoined the unit in New Brunswick in mid-September. The following month, the battalion was on move again, travelling by train to British Columbia. On October 27, 1941, the RRC and Winnipeg Grenadiers boarded the vessel Awatea and departed for Hong Kong. Approximately 2,000 men were crammed aboard the ship, which was escorted by HMCS Prince Rupert as it crossed the Pacific Ocean.

At the time of the Canadians’ departure, the British colony of Hong Kong was considered a safe deployment. The two infantry units had received only minimal training, but Allied commanders did not anticipate anything more than a routine garrison assignment. In their mind, there was little likelihood that the soldiers would be involved in combat.

The Awatea arrived in Hong Kong on November 16 and Canadian personnel set about establishing defensive positions throughout the territory, in co-ordination with a third British battalion. The Royal Rifles and Winnipeg Grenadiers were assigned to Hong Kong island, where they focused on defending its southern coastline from an amphibious invasion.

A total force of 14,000 military personnel from Canada, Britain, Hong Kong and Singapore were deployed in the Hong Kong area. Indian and Chinese soldiers constituted approximately one-third of the entire force. The colony lacked significant aerial and naval defences, and relied almost exclusively on the infantry units for its security.

In the early morning hours of December 7, 1941, the situation in Hong Kong changed dramatically. The Japanese attack on the American naval base at Pearl Harbour, Hawaii, immediately brought the Pacific power into the war on the side of Germany and Italy. This development posed a significant security threat to British and American territories and military bases throughout the Asia - Pacific region.

When news of the Pearl Harbour attack reached Hong Kong, the entire garrison was immediately ordered to battle stations. Before day’s end, the two Canadian units left their barracks and assumed defensive positions along the island’s southern coast. The anticipated attack commenced at 8:00 am December 8, when Japanese forces destroyed the few Royal Air Force planes stationed at Kai Tak Airport on the mainland. Several hours later, Japanese infantry units crossed the colony’s northern border and engaged British troops.

By December 12, all British units had abandoned positions on the Chinese mainland and retreated to the island of Hong Kong. The following day, British commanders organized their forces into two groups. The Royal Rifles were assigned to the East Brigade, while the Winnipeg Grenadiers were attached to the West Brigade. Both were still primarily responsible for defending the island’s southern coastline.

In the ensuing days, Japanese forces commenced a heavy artillery and aerial bombardment of Hong Kong island, systematically destroying defensive positions on its northern coast. At midnight December 18, Japanese infantry units launched four simultaneous amphibious assaults along a three-kilometre stretch of its northern beaches and fanned out to the east and west.

The Royal Rifles’ “C” Company, in reserve close to the landing area, launched a counter-attack on the invaders during the early morning hours. Other RRC platoons were involved in fighting on the western side of Mount Parker, located in the island’s northeastern corner. Japanese forces located in positions along the hilly terrain inflicted significant casualties on the inexperienced Canadians.

By December 20, the invaders reached Repulse Bay on the southern coast, effectively splitting the island in two. Exhausted and lacking sufficient supplies, the remaining RRC personnel attempted to push northward over the rugged terrain, hoping to dislodge enemy forces and establish contact with their Western Brigade counterparts. Japanese units, however, held their ground against the assault. On the night of December 22/23, the RRC’s personnel received orders to retreat to the Stanley Peninsula, located on the island’s southeastern coast.

At 1:30 pm Christmas Day, in a final desperate effort to push the enemy back, the Royal Rifles’ “D” Company launched a daylight attack on Japanese forces in Stanley Village. While greatly outnumbered, the soldiers managed to enter the village and occupy several houses before a Japanese counter-attack forced them to retreat. The Company suffered 101 casualties, including 26 men killed in action.

The failed counter-attack was one of the last Canadian engagements with the enemy. At 3:15 pm December 25, 1941, British Commander Major-General Christopher Maltby and British Governor Sir Christopher Young officially surrendered to Japanese forces. A total of 290 Canadian soldiers were killed during the Battle of Hong, while another 493 were wounded and taken prisoner. A further 1,192 uninjured soldiers also became prisoners of war.
 
Irvin Ray was among the uninjured Riflemen taken prisoner that day. While the Geneva Convention established rules for the humane treatment of POWs, Japan was only a signatory to the agreement and never ratified it. As a result, throughout the war, the Japanese government adopted the position that it had the right to change its terms “as required.”

In the immediate aftermath of the surrender, Japanese commanders established two POW camps in Hong Kong, one on the mainland near Kowloon and the other in the northern part of the island. Structures in both camps had been severely damaged during the fighting and were poorly suited for habitation.

The Japanese made no effort to improve the conditions. Up to 175 men were crammed into buildings designed to accommodate 30 people. As beds were infested with vermin, the men slept on the concrete floors. Sanitary facilities were also woefully inadequate for the number of POWs.

As the Japanese Bushido—“the way of the warrior”—considered surrender a shameful act, POWs were considered cowards and treated with contempt. Few of the guards spoke English, forcing internees to learn basic Japanese in order to understand commands. Prisoners who failed to comply with an order were beaten.

Daily food consisted almost exclusively of rice, occasionally mixed with old vegetables or rotten meat. Portions were small, resulting in dramatic weight loss. The poor diet combined with filthy living quarters and unsanitary conditions to produce a number of illnesses in the camps. Dysentery, pellagra (caused by vitamin deficiency), diphtheria, cholera and “beriberi”—inflammation of the nerves and/or heart failure caused by a lack of vitamin B1—soon spread throughout the prison population.

To make matters worse, the men were expected to work, often in horrible conditions. Among other tasks, the Hong Kong POWs rebuilt the damaged Kai Tak Airport entirely by hand. In other locations, POWs in Japanese custody worked in mines, docks and railway yards. Perhaps the most brutal treatment was the use of POWs to build a railway through the dense jungle of Burma.

As the war progressed, Japanese authorities relocated some of the Hong Kong POWs to camps in Japan. The first of four transfers occurred in September 1942 and continued into 1943. In total, approximately 1,100 Canadians were transferred there during the war. Conditions in these camps were very similar to those in Hong Kong—uncomfortable living quarters, lack of food, and widespread sickness.

The facilities in Japan were mainly labour camps established to support the war effort. The men were required to work long hours in conditions that were physically demanding and often unsafe. Accidents and injuries were commonplace, as was illness.

Irvin Ray was among the Hong Kong Canadian POWs transferred to Niigata 5B, located in the seaport of Niigata about 320 kilometres northwest of Tokyo. Situated on the west coast of Honshu Island adjacent to the Sea of Japan, the location was known for its cold and snowy winters. The camp opened on September 3, 1943, with the arrival of 300 POWs from Hong Kong, most of whom were Canadians.

It is not known for certain whether Irvin was part of this initial transfer, but later events suggest that he likely was. The 200 Canadians and 200 other POWs made the journey from Hong Kong in the small hold of a Japanese collier, Manryu Maru, in August 1943. Upon landing at Osaka, the Canadians travelled by train to Niigata. In early October 1943, 350 American POWs arrived in the camp.

The men were housed in a single two-storey wooden building surrounded by a small yard. Approximately 30 men were crammed into each of its 10 rooms, provided only with a cotton blanket and a hard pillow. The sole water source was one outdoor pump—no other washing facilities were available. The outdoor toilet at one end of the barracks was totally inadequate for the number of men, many of whom developed chronic dysentery. A small hut in the yard served as a cook shack.

The men’s work day commenced with roll call at 6:00 am, followed by a march to their workplace. The POWs toiled until 5:00 pm and then marched back to camp. Work assignments continued regardless weather, despite the fact that men lacked proper footwear and clothing for inclement or winter conditions.

The POWs worked in several locations around the city. One group at the Rinko Coal Yard loaded coal into small cars, then pushed them along rails mounted atop an ancient 30-foot trestle. The  coal was then dumped into stockpiles or rail cars below the trestle.

A second group of POWs worked at the Shintetso Iron Foundry, a primitive and hazardous operation. The sole benefit was that the men were inside and warm during the winter months. A third group laboured as stevedores at the Marutsu Dock Yard, where they often pilfered food and other valuable commodities and then smuggled them into camp.

Medical treatment initially consisted of a Japanese Medical Corpsman who had been a dental assistant prior to the war. In late October 1943, a Royal Army Medical Corps Major, Bill Stewart, arrived in camp and established a 30-mat sick bay in a barracks room. As winter set in, many of the POWs quickly contracted pneumonia, due to the lack of warm clothing, poor diet and inappropriate shelter.

While it is estimated that only 10 % of the POWs were healthy enough for physical labour, the Japanese authorities insisted that they work regardless of their condition. Of the original 300 Canadians who arrived in Niigata, 102 died from disease, sickness, or work injuries. While there are no official statistics to support the claim, the POW death rate at Niigata was reputed to be the highest of any Japanese labour camp. Many of the survivors suffered from health issues for the remainder of their lives.

Rifleman Irvin Kirwin Ray was among the men who fell victim to the horrible conditions at Niigata. On November 13, 1943, Irvin died in Camp 5B from a combination of pneumonia and starvation. Another Canadian POW, Geoffrey Marsden, Oshawa, ON, was identified as the “witness” on his death certificate. As was the Japanese custom, Irvin was cremated and his ashes were interred in a Niigata cemetery.

Commemorative grave marker, Niigata Cemetery

On February 17, 1944, Major General H. F. G. Letson wrote to Joseph Ray, informing him that Canadian military authorities “had learned of the death of your son, F29946 Rifleman Irvin Kirwin Ray, who gave his life in the service of his country in Tokyo [sic] on the 13th day of November 1943. From official information we have received, your son died of illness whilst a prisoner of war.”

A second letter from Canadian authorities, dated January 11, 1947, informed Joseph that “the remains of your son… have now been interred in… [the] Canadian section of the British Commonwealth War Cemetery at Yokohama, Japan. This is a recognized burial ground which will receive care and maintenance in perpetuity.”

Of the 1,685 men taken prisoner in Hong Kong, only 1,428 returned to Canada after the war. A total of 264 men died in Japanese POW camps, almost as many as were killed in the Japanese attack on the British colony.

Joseph Ray passed away at St. Mary’s River on September 11, 1955. His second son Alex left home at an early age and eventually established residence on Little Tancook Island, Lunenburg County. He died at Fishermen’s Memorial Hospital, Lunenburg, on January 12, 2006. Joseph’s oldest son Russell remained in the Sherbrooke area throughout his life. The date and place of his death are unknown.

Special thanks to Kelly Kaiser, Sherbrooke, NS, who provided information about Irvin Ray's family circumstances.

Flight Sergeant James Anthony Osborne "Jim" Strachan—Killed In Action October 9, 1943

 James Anthony Osborne “Jim” Strachan and his twin sister Honora “Nora” were born in Antigonish, NS, on Easter Sunday, April 4, 1920, the oldest of John Osborne and Clara (McMillan) Strachan’s seven children. Early documents record the family surname as “Strahan,” but its spelling transitioned to “Strachan” after the First World War.

Flight Sergeant James Anthony Osborne Strachan

The Guysborough Strachan family traces its roots to George Strahan, born in Scotland c. 1750. George served as a Sergeant with the 78th Highland Regiment during the American Revolutionary War. Following the war, he chose to remain in British North America, receiving a land grant of 87.5 acres at Manchester, Guysborough County, on June 2, 1785. Three years later, he married Elizabeth Taylor, a descendant of another pioneer Scottish family. The couple’s son, George Robert, was born in Manchester on November 22, 1788, and later married Sally Whitman, a native of Weymouth, Massachusetts.

George Sr. passed away around 1817. By that time, the Manchester settlers realized their land was ill-suited to agriculture. In response, many families abandoned their farms and moved elsewhere. George Sr.’s widow Elizabeth, her son George Robert and his wife Sally moved to Auld’s Cove—then known as Gut of Canso— where they were among the location’s first permanent residents.

George Robert and Sally’s son, John Ashberry “Berry” Strahan, was born in Auld’s Cove around 1818. On February 8, 1841, he married Margaret Marie McDonald, daughter of Duncan and Sally McDonald, in a ceremony held at Havre Boucher. The day prior to his marriage, church records indicate that Berry was baptized into the Roman Catholic faith.

Three of Berry and Marie’s children married into the family of Timothy McKeough, a Loyalist descendant, and his wife Mary Anne Wright, Little Tracadie (Linwood). Duncan, one of Berry and Marie Strahan’s sons, was born in Havre Boucher on April 24, 1848, and married Hannah Maria McKeough at Havre Boucher on February 10, 1874. Duncan and Maria settled in Port Mulgrave, where their oldest son, John Osborne, was born on November 16, 1874.

Seven more children joined the Strahan household over the subsequent years—Margaret Ann (1876 - 1928), Elizabeth Maria (1878 - 1882), Isabel Jane (1880 - 1956), Elizabeth (1883 - ?), Duncan James (1886 - 1977), Joseph Timothy (1888 - 1930), and Stephen Francis “Frank” (1890 - 1977). At the time of the 1901 census, Duncan, age 53, was employed as a “deck hand” on a local vessel. Also in the Strahan household were Duncan’s wife Maria, age 47, and their four youngest children—Lizzie M., age 17; Duncan J., age 14; Joseph T., age 12, and Stephen F., age 10.

The couple’s three oldest surviving children—John Osborne, Margaret Ann and Isabel Jane—had left home by that time. According to a family source, John Osborne was in the United States by the early 1900s, working aboard the Gloucester fishing schooners. His name does not appear in the 1901 or 1911 Nova Scotia census records. His younger brother, Duncan, later joined him and the pair operated their own schooner until the vessel was lost in a fire.

Sometime after 1911, John Osborne returned to Mulgrave, where he worked in the local fishery. On December 20, 1915, he enlisted with the 106th Battalion (Nova Scotia Rifles) at Antigonish, NS. While his attestation document does not include a birth year, it states that John was 39 years old. Genealogical documents suggest that he was likely two years older than his stated age at the time.

Headquartered in Truro, NS, the 106th Battalion trained in Nova Scotia throughout the winter of 1915-16 and departed for the United Kingdom on July 15, 1916. In the aftermath of significant Canadian casualties incurred at the Somme during the month of September 1916, many of the units encamped in England were disbanded and their members dispersed to battalions already in France..

The 106th was one of the units to suffer this fate. On September 27, 1916, John was transferred to the 26th Battalion (New Brunswick) and crossed the English Channel to France the following day. He joined his new comrades in the forward area on October 15 and served with the New Brunswickers in the sectors near Arras, France, throughout the winter of 1916 -17.

The 26th Battalion participated in the Canadian Corps’ historic April 9, 1917 attack on Vimy Ridge. During the fighting, John was “[struck] by a piece of shrapnel which entered the skin of the right side of [the] muscle of [his] upper [right] arm. [The] piece of shrapnel [is] thought to have been removed after receiving the wound.”

The following day, John was admitted to No. 2 Stationary Hospital, Boulogne, where he remained for four days before being invalided to the United Kingdom. He spent three months as a patient in Merry Flatts War Hospital, Govan, Glasgow, Scotland. On July 21, John was transferred to the Canadian Convalescent Hospital, Bromley, Kent, England, where he remained for two months.

On September 21, John was assigned to the 13th Reserve Battalion. After returning to duty, he began to experience soreness in his leg muscles. Diagnosed with rheumatism in January 1918, he remained in the United Kingdom for the duration of the war. A second medical examination, conducted in mid-November 1918, determined that John was suffering from “myalgia” caused by “exposure to wet and cold” during his time in the trenches.

In early December 1918, John departed for Nova Scotia aboard SS Olympic. Following a final series of examinations, he was discharged from military service as “medically unfit” on January 17, 1919, and returned home to Mulgrave.

John’s younger brother, Duncan James, returned to the Halifax area following his time in the United States. On November 14, 1911, he married Nellie H. Mills, a native of Halifax, in a ceremony held there. Duncan was employed with the “Dining Car Service ICR [Intercolonial Railroad]” at the time of his marriage.

Duncan also served overseas during the First World War. On November 4, 1915, he enlisted with No. 7 Stationary Hospital (Dalhousie Unit) at Halifax, and served with the unit in France from June 1916 to March 1919, returning home the following month. Duncan passed away in New Brunswick in 1947.

On June 16, 1919, John Osborne Strachan married Clara McMillan, daughter of James and Catherine McMillan, Mulgrave. Jim and Nora, their first-born, arrived the following spring. In subsequent years, five more children joined the household—Duncan J. (1922 - 1988); Walter Alphonse (1924 - 1940); twins Mary (Sr. Mary Strachan, CND, 1926 - 2012) and John Coleman “Buddy” (1926 - 2006);  and Claire Louise (1928 - ).

Throughout Jim’s early years, his younger brother Duncan was a constant companion. The siblings shared a love of sports. Jim attended school in Mulgrave from 1927 to 1938, leaving after completing Grade X. Following a year of unemployment, he was hired for “extra section work” with Canadian National Railways in 1939. Two years later, he landed a position as “car man.” During that time, Jim was “called for [compulsory] military training,” a month-long program for young men of military service age implemented under the National Resources Mobilization Act (1940).

Jim Strachan in civilian life

On July 14, 1941, Jim completed an application to the Royal Canadian Air Force. In his submission, he requested “ground duties” and expressed a particular interest in developing “welder acetylene” skills. A later Employment History form also mentioned “welding work” as a possible career after his time in uniform.

Jim attested with the RCAF at Halifax on August 13, and commenced service with the rank of Aircraftman Class 2. Initially, he was assigned to the “SGD” (Security Guard)  stream. A comment in his file noted that he “wanted aircrew… but did not want to wait for it.” Jim commenced training at KTS (Composite Training School) Trenton, ON, in late August, before moving on to No. 5 Bomber & Gunnery School, Dafoe, MB, on September 21. Promoted to the rank of Aircraftman Class 1 on November 13, he was briefly hospitalized for treatment of an unspecified illness at month’s end.

Jim advanced to the rank of Leading Aircraftman on February 13, 1942, and received a two-week leave before returning to duty. At some point during the following months, his military path took a different direction. On June 12, Jim reported to No. 2 Service Flying Training School, Saskatoon, SK. The following day, he applied to “re-muster” as an “Air Gunner.” Supervisors made several complimentary remarks on his application: “Satisfactory type. Keen to fly. Fairly alert…. Polite, mannerly, pleasant, neat appearance. Fit [for] full aircrew.”

On July 20, Jim received his certification as a Security Guard. That same day, he reported to No. 5 Bombing & Gunnery School, Dafoe, MB, where he logged 15.5 hours of daytime flying in a Fairey Battle aircraft while training in a Bristol turret. Described by an instructor as the “quiet, persistent type… who should do very well in aircrew,” Jim placed 18th in a class of 27 cadets.

Jim was promoted to the rank of Temporary Sergeant and awarded his Air Gunner’s badge on October 9. The following day, he commenced the standard two-week pre-embarkation leave. Jim departed for overseas on October 28 and disembarked in the United Kingdom one week later. After reporting to the RCAF Personnel Reception Center, Bournemouth, on November 6, he awaited orders to commence the final stage of training.

On December 8, Jim was assigned to No. 82 Operational Training Unit. OTUs provided new personnel with the first opportunity to train in actual combat aircraft. Air crews were also assembled at this stage, allowing the men to become acquainted and learn to work as a team. Formed at RAF Ossington in June 1943, No. 82 OTU trained night bombing crews aboard Vickers Wellington aircraft.

During his time with No. 82 OTU, Jim sent several letters to people at home. A December 28, 1942, letter to a female acquaintance named “Dot” described his first Christmas overseas:

“I went to Bournemouth in the south of England. It is very nice there. Some of my pals were there so I spent Christmas with them rather than go to London[,] where I know nobody and everything is strange and I would be lost I am afraid. Anyway[,] I had a good time and had turkey for dinner. Not so bad hey.

“Canadians are very popular here[,] especially with the girls. They are very nice and friendly but are much too serious. Their [sic] in love with you before you know it, but I don’t think I’ll be saying ‘I do’ for awhile, ha!”

Winter weather in the UK was quite different from his native Nova Scotia: “…it is very damp and cold here and… at the present time has been quite cold at night with ground and puddles frozen in the morning. It reminds me of the fall of year at home.”

On January 10, 1943, Jim wrote to his parents, describing a recent visit to London:

“I spent some time at the Beaver Club[,] which is a swell place. You can get some good feeds [sic] there and they cook them like they do in Canada…. The club… is down near the Parliament buildings and is just opposite Trafalgar Square. Pop [John] I bet knows where that is. Westminster Abbey is about five minutes walk away from there. It’s a very large city and the buildings are all old and ancient[,] although there are many modern buildings. It is so big a city that it would take three days to see everything about the city. I wouldn’t want to live there.”

Jim also mentioned visits to Derby and Nottingham in the Midlands. The latter was of particular interest, as it had an “ice rink” that “much to my disappointment… [was] not open.”  Throughout his correspondence, Jim frequently commented on winter sports, particularly hockey, an activity that he dearly missed. He also inquired about local sports results and was delighted when Dot sent him several collections of “hockey clippings” from local newspapers.

On April 9, 1943, Jim was promoted to the rank of Temporary Flight Sergeant. Five days earlier, he once again wrote to John and Clara, describing the early arrival of spring overseas:

“It is very nice here and everything is beginning to blossom. Even potatoes are coming up already. It would be good weather for trout fishing if I was home. Mom, that’s what I often think about as I walk along the road on fine days.”

A second letter, written on April 28, describes Jim’s memories of springtime in Mulgrave:

“Has the ice gone out yet, Mom? The lobster fishery will be soon starting and it makes me think of when I would wake up in the morning and you could hear all the motor boats in the Strait. How I used to like that sound.”

In mid-May, Jim’s crew was assigned to No. 1662 Heavy Conversion Unit (HCU), where airmen made the transition to four-engine aircraft. Established in January 1943, 1662 HCU operated out of RAF Blyton, providing training aboard four-engine Avro Lancaster and Handley Page Halifax bombers.

Jim spent one month training aboard 1662 HCU’s aircraft  before his crew was assigned for duty with No. 12 Squadron on June 17. Initially formed as a Royal Flying Corps fighter squadron in February 1915, the unit re-formed as a bomber squadron at RAF Northolt, West London, on April 1 1923. Following the May 12, 1940 German invasion of France, Belgium and the Netherlands, its personnel moved to France, where they flew Fairey Battle aircraft in bombing raids against invading German forces.

The squadron returned to RAF Binbrook, Lincolnshire, in June 1940, as German forces overran the Low Countries and forced French forces to surrender. Before year’s end, personnel transitioned to Vickers Wellington bombers. After relocating to RAF Wickensby in 1942, No. 12 Squadron commenced flying four-engine Avro Lancaster aircraft.

After a one-week leave in late June 1943, Jim’s crew was attached to No. 1656 HCU, RAF Lindholme, for additional training. It was common for crews to fly combat missions at HCUs, so the young airmen may have seen action during their time aboard No. 1656’s Lancaster bombers. Unfortunately, details of the crew’s service at 1656 HCU are not available online.

During his time at Lindholme, Jim and his mates received one week’s leave at the end of each summer month. As the only Canadian on a crew with six Royal Air Force recruits, Jim couldn’t visit family during these breaks. In response, one of his mates, William G. “Bill” Adamson, took Jim to his parents’ home at Hazlerigg, Newcastle-upon-Tyne.

In an August 18 letter home, Jim asked his parents to pick up a Royal Canadian Air Force crest for Bill, who “would like to have one.” He also mentions Bill’s parents,  who “have been so good to me that I would like to give them something in return.” Bill suggested a pipe for Mr. Adamson, “as he smokes a lot,” and stockings for his wife, as “she tells me they have a hard time getting them.” Unbeknownst to Jim and his parents, the relationship that he established with the Adamsons later became an important channel of information for John and Clara.

During the month of August 1943, Jim flew several missions as rear gunner with No. 12 Squadron crews. On the night of August 2/3, he departed on a bombing mission to Hamburg, Germany. “Static conditions and icing” forced the crew to jettison their bombs “to regain control as A/C [aircraft] got into a dive.” The Lancaster, piloted by Flight Sergeant H. A. Adams, managed to safely return to base.

One week later, Jim departed on a mission to Mannheim, Germany, with another crew. The pilot, Flight Sergeant F. S. Smitheringale, described the assignment as “an uneventful trip and a good attack.” On the night of August 15/16, Jim was once again in the rear gunner’s seat as the Smitheringale crew completed a bombing mission to Milan, Italy.

After a week’s leave in late August, Jim returned to duty on September 3. Two days previously, his crew’s pilot, Flight Sergeant R. A. Collins, reported for duty with No. 22 Squadron. Partly due to weather conditions, the squadron did not fly any missions until September 21. During that time, its personnel participated in a variety of training activities. While the Squadron’s “Summary of Operations” record indicates that the unit completed five bombing raids before month’s end, none included Collins in the list of participating pilots.

The names of Jim’s crew—pilot Sgt. Ronald Alfred Collins, navigator Sgt. William G. “Bill” Adamson, wireless operator Sgt. Peter Maurice Adams, bomb aimer Sgt. D. J. Bemrose, flight engineer Sgt. Samuel Black Watson, mid/upper gunner Sgt. Ernest Mallin, and rear gunner James Anthony Strachan—first appear in No. 12 Squadron’s operations log on the night of October 1/2, 1943. At 18:33 hours, the crew departed for Hagen, Germany, aboard a Lancaster aircraft, as part of a 16-plane bombing mission.

In a brief report following the mission, Sgt. Collins described “a nice glow under the cloud and a big… blue flash at 21:04 hours. Cloud obscured [the] target[,] making observation impossible.” All aircraft returned safely to base, Jim’s aircraft landing at 00:44 hours October 2. Collins’ brief remarks make no reference to what was actually a harrowing experience for the young crew.

In a letter to his brother Duncan, dated October 6, 1943, Jim described his recent flying experience:

“I have been busy this last week…. Bomber Command has been very busy operating and in the last week I have operated four times. And tonight I was on opps [sic - operations] again but it was scrubbed about six o’clock this evening much to everyone’s delight.

“I went to the Ruhr twice[,] going to Bochum and Hagen besides going to Kassel [and] Frankfurt. We had a shaky time at Hagen in the Ruhr. As you know[,] the Ruhr is the hottest place in Germany. Well[,] at Hagen we got a taste of their flak. We got shot up by flak making holes in the wing of the kite (plane) and hitting the mid-upper turret[,] going through the Persplex [transparent, thermoplastic polymer similar to plexiglas] and smashing one of the guns.

“A close shave for us. I never saw so much flak in my life. It was coming up everywhere for miles and… the only way out was [to] fly through the stuff. There was a lot of cloud below us and that kept the search lights from getting at us. And there was [sic] hundreds of them. But the cloud didn’t keep the flak from coming up at us. The other trips were quite good and we didn’t have any trouble. Saw a few poor fellows getting shot down in flames over the target but you see that on every target.”

Jim also provided Duncan with a brief overview of the crew’s strenuous schedule:

“These trips are all about six hours and after one of these one is about all done in. We get back late and it’s two or three in the morning before getting to bed and we sleep until noon the next day. When we are operating[,] we don’t get much time to write.”

The correspondence with Duncan conveys a real sense of the dangers that Jim and his mates faced on every mission. Perhaps there was a sense of anticipation on Jim’s part as to what was about to transpire in the skies over Germany.

On the night of October 7/8, Jim’s crew logged its second mission of the month, participating in a 19-aircraft raid on Stuttgart, Germany. The Lancaster bomber departed at 20:40 hours and reached its target at 00:15 hours. Sgt. Collins described “[scattered] fires… in two main concentrations. Route good but attack appeared scattered.” The crew landed safely at 04:04 hours October 8. Once again, all squadron aircraft safely returned to base.

The following night—October 8/9, 1943—Jim’s crew was back in the air on the way to Hanover, Germany, as part of a 16-plane mission. On this occasion, two bombers failed to return to the squadron’s base, while a third was badly damaged by flak and suffered the loss of one of its gunners.

Sgt. Collins’ aircraft was one of the two missing aircraft. For several months, there was no word as to Jim’s fate. On April 25, 1944, RCAF officials informed his father John that Air Gunner James Anthony Osborne Strachan, “previously reported missing 9 - Oct - 43 after air operations… (over Hanover, Germany) and subsequently ‘missing believed killed,’ [was] now ‘presumed dead’ 9 - Oct - 43 for official purposes.”

After the end of hostilities in Europe in early May 1945, the fate of missing RAF air crews became a major priority. In some cases, crew members had managed to exit the aircraft, only to be captured by German forces. That was the fate of Sgt. Peter Bemrose, one of Jim’s crew mates. Released from a prisoner of war camp shortly after Germany’s surrender, Sgt. Bemrose wrote to James and Henrietta Adamson, Bill’s parents, describing the events that unfolded in the skies over Hanover, Germany.

On May 25, 1945, Henrietta Adamson wrote to Clara, conveying her feelings before sharing the information she had received from Sgt. Bemrose:

“My thoughts have been with you all, since the finish of the Germans. I thank God for the victory, but it is with mixed feelings. I felt very sad indeed. If our dear boys had only been spared, to rejoice too, it would have put a great joy into our hearts. It was a great shock to me yesterday when I received a letter from Peter Bemrose, and he said our boys hadn’t a chance….

“Bemrose in his letter said, ‘The story of our last operation is short and simple. We went all the way, to Hanover, without incident, bombed successfully at 20,000 feet, and climbed off the target. We had run the short south-westerly leg and set course for base at 22,000 feet, when the aircraft was hit by cannon shells [from a German aircraft]. After diving sharply, the pilot pulled her out, but we were hit again and the starboard [engine] caught fire. After I left the aircraft[,] I saw the aircraft descend in flames, and burn on the ground, and when I landed it couldn’t have been more than 200 yards away. The boys didn’t have a chance.

“ ‘When Ron said, ‘You’d better get out boys,’ the kite [aircraft] was nose down, and the wind was beginning to scream, so I knew we were in a pretty steep dive. I had my chute pack on and my hand on the emergency exit catch, and even then the terrific dive seemed to freeze me when I tried to abandon. What it was like in a less favourable position I hate to imagine, but it is possible some of the boys were spared those last moments of anguish.’

“…Well dear I hope that God will give us all the strength, to bear our Cross, as it feels very heavy now.”

Following the cessation of hostilities, the RAF dispatched numerous investigation teams to the continent, in search of its missing airmen. On March 4 1946, John received a letter from a Royal Canadian Air Force Casualty Officer, providing him with an update on the search for Jim:

“A report has now been received from a Graves Registration Unit on the Continent, which gives information contained in captured German documents concerning the place of burial of yours, Flight Sergeant James Anthony Osborne Strachan.

“According to this report, your son is buried in grave no. K. G. F. A.14, along with Sergeant [Ernest] Mallin, a Royal Air Force member of your son’s crew, in the Military Cemetery at Hamelin, Germany…. Already eminent architects are at work, planning the construction of beautiful cemeteries, and each individual grave will be supported and sustained by the nations of the Empire.”

On August 8, 1947, Flight Sergeant James Anthony Osborne Strachan’s remains and those of his crew mates were re-interred in Limmer British Cemetery, Hanover, Germany.

Special thanks to Rhonda Strachan, Mulgrave, and Wendy Callahan, Halifax, for contributing photos of their uncle Jim Strachan. Wendy also provided copies of Jim's letters home. Thanks as well to Dan Fougere, Havre Boucher, for providing valuable genealogical information on the Strachan family.

Sergeant William Ira Giffin—Died of Illness October 6, 1943

 William Ira Giffin was born in Halifax, NS, on February 8, 1916, the second child and eldest son of Edgar Ethelbert and Maud Isabel (Weatherdon) Giffin. Edgar was the son of Captain Ira P. Giffin, Isaac’s Harbour, and his wife, Abigail Coumans Pride, was a native of Port Medway, NS. Edgar’s grandfather, Simon Giffin, was born in Shelburne, NS, in 1794 and later settled at Isaac’s Harbour. Simon and his wife Thursa Langley raised a family of 13 children—eight sons and five daughters—leaving numerous descendants in the Isaac’s Harbour area.

Sergeant William Ira Giffin

Edgar Giffin spent his formative years in the small Guysborough community before heading to the United States in his early 20s. At the time of the 1900 US census, he was living in Somerville, MA, with Fred Barnaby, and his wife Althea, a sister to his mother. The document states that Edgar had arrived in the US the previous year and was employed as a carpenter at the time.

At some point during the following decade, Edgar returned to Nova Scotia. Canadian militia records indicate that he served for 12 days with the 63rd Regiment, Halifax Rifles, during 1907. On May 8, 1909, Edgar married Maud Isabel Weatherdon, daughter of William and Annie (Snow) Weatherdon, in a Baptist ceremony that took place in Halifax. Born in St. Johns, Newfoundland and Labrador, Maud had arrived in Nova Scotia with her parents in 1895.

Following his marriage, its appears that Edgar returned to the United States—perhaps periodically—for employment. The 1913 city directory for Worcester, MA, lists Edgar as a carpenter, living at 92 Piedmont St. His brother, Otho L., also resided in the city. Later that year, Edgar and Maud’s first child, Nina Edna, was born in Halifax on December 5, 1913.

From that year forward, it appears that Edgar did not return to the US for several years. By 1921, the Giffin’s Halifax household consisted of Nina Edna, age seven, William Ira, age five,  Fred Cyril, age one year, and Myrtle Marguerite, age one month. A fifth child, Bernard Edgar “Bert,” arrived in early 1923. Later that year, Edgar Sr. returned to the United States for the first time since 1913, crossing the border on June 19.

US immigration records indicate that Edgar was once again destined for Worcester, MA, where his younger brother Otho still resided and he planned to work as a carpenter. Six weeks later, Maud and her five children crossed the border on their way to Worcester. The family, it seemed, had decided to relocate to Massachusetts.

Before years’ end, unexpected tragedy struck the household. On December 31, 1923, Edgar passed away at Worcester, the result of broncho-pneumonia. Maud was pregnant with the couple’s sixth child at the time of her husband’s death. She gave birth to her fourth son, Otho Lebaron, on May 7, 1924. Maud and her children eventually returned to Halifax, where she married James Leavey Day, a native of Jeddore, Halifax County, on September 22, 1927.

Seven years old at the time of his father’s sudden passing, William Ira Giffin spent the remainder of his childhood years in Halifax. His military service file mentions civilian employment as a “clerk” and “salesman” for Coca-Cola Ltd. Like his father, William volunteered for militia service, joining the ranks of the Halifax Rifles on October 23, 1931. The experience may have piqued William’s interest in a military career. On November 4, 1935, he enlisted with the Royal Canadian Regiment (RCR) at Halifax. William listed his mother, Mrs. J. L. (Maud) Day, 46  Gottingen St., as his next of kin.

Following the First World war, the Royal Canadian Regiment became one of five military units that constituted Canada’s “permanent force establishment.” The unit maintained several detachments in various locations across Canada, one of which was Wellington Barracks, Halifax.

On the third anniversary of his enlistment—November 4, 1938—William “re-engaged” with the RCR. Within a year, events in Europe significantly impacted the course of his military career. Britain’s September 3, 1939 declaration of war on Nazi Germany prompted William to re-attest for active service with the RCR three days later. After the Canadian government’s September 10 declaration of war, the unit relocated to Camp Valcartier, QC, in preparation for its overseas departure. While encamped there, William was promoted to the rank of Lance Corporal on November 15, 1939.

One month after William’s promotion, the RCR departed for the United Kingdom. On December 30, 1939, William and his companions disembarked at Gourock, Scotland, and made their way by train to Camp Aldershot shortly afterward. Three days after arriving in the UK, William was promoted to the rank of Acting Corporal with pay.

As there was no active combat at the time of the RCR’s overseas arrival, personnel focused on training throughout the early months of 1940. The situation on the continent changed dramatically on May 10, 1940, when German forces launched an invasion of the Netherlands, Belgium, Luxembourg and France. While British, Dutch, Belgian and French units valiantly resisted, German forces advanced rapidly through the “Low Countries,” resulting in the surrender of Dutch and Belgian forces before month’s end.

While British and French soldiers trapped in Belgium and northern France were hastily evacuated from Dunkirk in late May and June, German forces continued their advance toward the Channel ports and the French capital of Paris. French resistance prompted the British to order the 1st Canadian Infantry Brigade, stationed in southern England, across the English Channel in support of their efforts.

On June 13, 1940, the first wave of Canadian soldiers—an “advance guard”—landed in Brest, France. That same day, the Royal Canadian Regiment departed Plymouth, UK and disembarked in Brest on June 14. While advance units moved inland by train toward Le Mans, French resistance to the north crumbled as German units rapidly advanced southward. When German troops entered Paris on June 17, the French government requested an armistice.

In response, British authorities ordered the Canadian 1st Infantry Brigade’s immediate withdrawal. Two days before the French armistice request, the RCR’s soldiers boarded vessels at Brest, and disembarked at Plymouth, UK, as German soldiers entered the French capital. While the Brigade left behind most of its vehicles, its artillery units managed to evacuate their guns, despite a general order from authorities to abandon all equipment.

The RCR’s return to Aldershot marked the beginning of a lengthy period of training and home defence assignments. British authorities were well aware of the possibility of a German invasion and Canadian units would prove valuable if such an event occurred. In the meantime, in early July 1940, German forces commenced the “Battle of Britain,” an aerial bombardment campaign that lasted almost four months.

While the German Luftwaffe initially focused on shipping convoys and coastal radar installations, its attention shifted to airfields and radar stations in mid-August. Before month’s end, attacks expanded to include bombing raids on towns and cities across England’s south coast, Midlands and northeast regions. Air raids continued until the end of October, when Germany reluctantly admitted its failure to establish air superiority over Britain and ended the Luftwaffe’s attacks.

Over the ensuing months, William continued his advance through the non-commissioned ranks. On May 1, 1941, he was promoted to Acting Lance Sergeant. During the summer of 1941, he completed a mortar training course. On November 1, William advanced to the rank of Acting Sergeant. Later that month, he completed a second mortar training course.

On February 2, 1942, William was confirmed in the rank of Sergeant. Later that month, he was attached to the 1st Canadian Infantry Brigade’s No. 1 LAD [Light Aid Detachment] for a “camouflage course.” Over the next three months, he received nine-day and seven-day leaves before settling in for another summer of training.

William’s training was interrupted on August 10, 1942, when he was admitted to No. 4 Field Ambulance for unspecified reasons and immediately transferred to No. 5 Casualty Clearing Station. Four days later, he was admitted to No. 14 General Hospital, where he remained for six weeks. In late September, William was assigned to No. 1 NETD [Non-Effective Transit Depot]. Throughout this time, he remained in hospital with a classification of Category “E”—unfit for service, awaiting discharge. His service file contains no explanation for his overseas hospitalization

On October 2, 1942, William departed for Canada and was admitted to hospital at Halifax upon arriving home. A Medical Board evaluation, dated December 7, 1942, officially placed him in Category “E” and noted that “accordingly [he] is under consideration for discharge.” William was officially released from military service on January 12, 1943. A comment on his discharge papers described his character as “exemplary.”

William remained under medical care throughout the months following his discharge. On a date not specified in his service file, he was transferred to Christie St., Hospital, Toronto, ON, where he passed away on October 6, 1943. Only after William’s death did his service file identify the nature of his illness.

Documents describe the cause of death as “myocarditis [inflammation of the heart muscle], degenerative with failure. Infarction [blockage in blood flow to the heart muscle]. Death was due to service.” Sergeant William Ira Giffin’s remains were transported to Nova Scotia, where he was laid to rest in Camp Hill Cemetery, Halifax.

William was survived by his mother, maternal grandmother, and all five of his siblings. At the time of his death, Nina Edna (Mrs. Arthur Hatt) was living in Beech Hill, Lunenburg County, while Myrtle Marguerite (Mrs. Harold Jackson) resided in Spryfield and Frederick Cyril “Fred” was living on Creighton St., Halifax. William’s two remaining brothers were both in uniform—Otho LeBaron was stationed at Camp Debert, while Bernard Edgar “Bert” was serving overseas with the Canadian Army.

William’s mother Maud passed away at Halifax on January 22, 1952, at age 62, the result of heart disease. His maternal grandmother, Annie Weatherdon, died at Beech Hill, Lunenburg County, on June 17, 1957, at 93 years of age. Both Maud and Annie were interred in Camp Hill Cemetery, Halifax.

Flight Sergeant Lawrence Fabian Joseph Power—Killed in Action August 18, 1943

 Lawrence Fabian Joseph Power was born in Mulgrave, Guysborough County, on January 16, 1916, the son of Rose (O’Neill) and William Patrick Power. Fabian had Irish roots on both sides of his family. His mother’s patrilineal O’Neill ancestors traced their roots to Henry O’Neill, born at Lisnafudy—now known as Lisnafeedy—Armagh, Ireland. Henry and his Irish wife, Rosanna Donnelly, immigrated to Nova Scotia at an unknown date. The couple settled in the Strait of Canso area, where they raised a family of 11 children—five boys and six girls—all of whom are believed to have been born in Nova Scotia.

Flight Sergeant Fabian Power

Henry and Rosanna’s youngest son, Joseph, was born at Auld’s Cove on August 17, 1852, and married Elizabeth Jane O’Neill, daughter of Samuel Joseph and Mary (Fraser) O’Neill, at St. Lawrence Church, Mulgrave, on January 30, 1873. Samuel Joseph’s grandfather, William O’Neill, was born in Wexford, Ireland, around 1805 and had immigrated to Nova Scotia at an unknown date.

In 1827, William obtained a 100-acre grant at Morristown, Antigonish County. He married Elizabeth Mahoney, an Antigonish County native, and spent at least a decade at Morristown before relocating to Grosvenor, Guysborough County, before 1841. One of William and Elizabeth’s sons, Samuel C., was born at Morristown around 1831 and married Mary Fraser. Samuel and Mary’s oldest child, Elizabeth Jane, was born in Grosvenor on May 29, 1852, and married Joseph, son of Henry and Rosanna O’Neill, thus connecting two separate O’Neill lineages. The first of Joseph and Elizabeth’s 13 children—a daughter, Rose, Fabian’s mother—was born at Cape Porcupine on December 18, 1873.

On his father William Patrick’s side, Fabian was a descendant of David B. Power, born in County Waterford, Ireland, around 1795. David immigrated to Nova Scotia at an unknown date and married Isabella Anderson, a native of Morristown, Antigonish County, in a ceremony held at Arisaig around 1820. The couple followed Isabella’s brother, James Anderson, and her nephew, Donald Daniel Anderson, to Havre Boucher, where the Anderson clan established mercantile, hotel and shipping businesses over the subsequent years.

David Power passed away in Mulgrave on June 21, 1861, while Isabella died in the same community on July 6, 1874. The couple’s second son, William, was born in Havre Boucher on March 15, 1827, and married Mary Sarah Higlan—also spelled “Highland” and “Hyland”—daughter of Bridget (Farrell) and Pierce “Pierre” Highland, at St. Paul’s Church, Havre Boucher, around 1851.

Land records indicate that William and Mary purchased a house and five acres of land at Havre Boucher shortly after their marriage. On April 8, 1862, the couple acquired a second parcel of land at Melford—later known as Mulgrave—from a Thomas and Mary Power. Oral family history claims that Thomas and William were related, but the exact nature of the connection is unknown.

The 1871 Canadian census lists William and Mary, both 44 years of age and natives of Nova Scotia, living in the Melford district of Guysborough County, where William worked as a “fisherman.” At that time, the Power home included eight children—John J., age 17, fisherman; Mary Ann, age 15; Bridget, age 13; William Patrick, age 12; Lawrence B., age nine; Michael J., age seven; Sarah, age four; and Walter, age one.

A decade later, the five youngest children still resided in the Power family’s North Melford home. By 1891, William Sr.’s occupation was listed as “Hotel and Store Keeper.” Still part of the household were sons William Patrick, age 30, and Michael, age 23, both “fishermen” by occupation, and their younger sister Sarah, age 21.

On January 15, 1896, William Patrick Power married Rose O’Neill in a ceremony held at St. Lawrence Roman Catholic Church, Mulgrave. At the time of the 1901 Canadian census, two children—a daughter Mary Elizabeth “Blanche,” age three (DOB September 15, 1897), and a son William Joseph, age one (DOB September 12, 1899)—had joined the family.

Over the ensuing decade, another six children arrived—Francis John “Frank” (DOB January 1902); Samuel Sylvester (DOB October 1903); Bernard Ambrose (DOB January 1905); Margaret Loretta (DOB December 1907); Catherine Clotilda (DOB October 1909); and John O’Neil (DOB April 1911). Also in the home at the time of the 1911 Canadian census was William Patrick’s mother Mary, age 87. His father, William Sr., had passed away at Mulgrave on March 23, 1903.

Three more sons joined the Power household after 1911—Michael William (June 15, 1914); Lawrence Fabian Joseph (January 16, 1916); and Charles Patrick “Pat” (c. 1919). A fourth son, Donald, died in childhood prior to 1921. During these years, William Patrick worked as a carpenter with Canadian National Railways, one of Mulgrave’s main employers. The family also accommodated boarders. On April 13, 1916, William Patrick’s mother Mary passed away at Mulgrave and was laid to rest alongside her husband in St. Lawrence Roman Catholic Cemetery.

Fabian attended Loggie St. School from September 1921 to June 1929. He then moved on to Mulgrave High School, where he completed a year’s studies before leaving in December 1930, midway through his Grade 10 year. It was a difficult time to enter the work world, as the impact of the Great Depression resulted in few employment opportunities. Fabian worked at odd jobs in the community and helped out at home.

Finally, in October 1937, Fabian found work as a miner at the Chester Basin Facey Gold Mine. The following spring, he relocated to a mining operation at Seal Harbour. In September 1938, he was hired as a “rough carpenter” by the “Work Services” branch of the Royal Canadian Engineers. The unit was busy constructing and repairing defensive structures along the Strait of Canso, in anticipation of the outbreak of war in Europe.

The position allowed Fabian to return to the Mulgrave area, where he once again resided with his parents. Following the outbreak of war in Europe in September 1939, he began to contemplate enlistment. Finally, in early March 1940, Fabian submitted an application to the Royal Canadian Air Force (RCAF) at Halifax, NS. After a wait of almost eight months, he attested for service with the RCAF on October 26, 1940.

Fabian was initially recommended for “Standard General Duties” and received the rank of Aircraftman Class 2. One month after enlistment, he was assigned to No. 5 Bomber & Gunnery School, Charlottetown, for guard duty. On January 26, 1941, Fabian was promoted to Aircraftman Class 1. In late March, he was attached to No. 17 Elementary Flight Training School, Stanley, NS, for duty. While serving there, Fabian was promoted to Leading Aircraftman (LAC) on April 26, 1941.

On June 4, 1941, Fabian was transferred to No. 2 Air Navigation School, Pennfield Ridge, NB. Three months later, he was promoted to the rank of Acting Corporal with pay. It appears that while serving at these various locations, Fabian was also engaged in training. On November 23, 1941, he qualified as  Security Guard Class C.

Throughout the winter of 1942 - 43, Fabian remained on duty at the Pennfield Ridge facility. In the spring of 1942, the trajectory of his military service took a different direction. On May 27, 1942, Fabian was assigned to a Flying Instructor’s Course at No. 34 Operational Training Unit (OTU), Pennfield Ridge. During his time there, he completed more than 90 hours of solo and almost 80 hours of dual flight training aboard Harvard and Moth aircraft.

While instructors commented that he “lacks confidence,” they were certain that “experience should overcome this…. This NCO [non-commissioned officer] will make a steady and conscientious instructor. He has a thorough knowledge of sequence and only needs experience to polish his technique.”

Fabian remained in New Brunswick until October 26, 1942, at which time he was posted to No. 9 Bombing & Gunnery School, Mont Joli, QC. While his service record provides no details, it appears that he was no longer a candidate for flying instructor. Two weeks later, he re-mustered as an “Air Gunner Standard.” The change meant that Fabian now commenced training for active combat duty at Mont Joli.

Over the next three months, Fabian logged 12 hours of flying time as an Air Gunner while completing ground training courses. He placed 21st in a class of 73 cadets, achieving an average of 71.4 % in his course work. On February 5, 1943, Fabian received his Air Gunner’s Badge and was promoted to the rank of Temporary Sergeant. Instructors noted that he was a “good student, co-operative, hard worker, popular, neat in appearance.”

After a two-week embarkation leave, Fabian reported to 1Y Depot, Halifax, on February 20, 1943. Two weeks later, he was formally assigned to the Royal Air Force (RAF) Training Pool and departed for overseas on March 9. Upon arriving in the United Kingdom eight days later, he reported to No. 3 Personnel Reception Centre, Bournemouth.

On April 13, 1943, Fabian was assigned to No. 22 Operational Training Unit (OTU), Wellesbourne Mountford. OTUs provided airmen with the first opportunity to train aboard the aircraft on which they would fly combat missions. Formed in April 1941, No. 22 OTU trained night bomber crews aboard two-engine Vickers Wellington aircraft.

After completing the OTU’s program, Fabian proceeded to No. 1659 Heavy Conversion Unit (HCU) on June 17, 1943. HCUs were designed to transition air crew from two-engine to four-engine aircraft. Based at RAF Topcliffe, No. 1659 HCU provided training experience aboard four-engine Lancaster bombers. Fabian spent three weeks with the unit, after which he was assigned to active duty with No. 419 Squadron on July 10, 1943.

Established at Mildenhall, UK, in mid-December 1941, Fabian’s new unit was known as the “Moose” Squadron, in honour of its first Wing Commander, John “Moose” Fulton. The squadron initially flew two-engine Wellington aircraft, but began the transition to four-engine Halifax bombers in November 1942.

At the time Fabian and his crew mates reported for duty on July 15, 1943, the squadron was “in stand down” for a period of training. The novice airmen completed their maiden mission on the night of July 27/28 when their Halifax II bomber participated in a 14-aircraft raid on Hamburg, Germany. Fabian occupied the second gunner’s position in the aircraft. All planes returned safely to base, although “several sustained damage by flak.”

Two nights later, the crew participated in a second raid on Hamburg. On this occasion, the bomber’s pilot, Flight Sergeant J. M. Batterton, reported “one blinding flash seen immediately after bombing which lit up the whole surroundings.” Engine trouble forced one aircraft to return to base. The remaining 15 bombers successfully completed the mission without incident.

On the night of August 2/3, 15 aircraft once again departed for Hamburg, On this mission, poor weather conditions forced 11 crews to return to base before reaching the target. Three aircraft dropped their bombs on the German city, while one plane failed to return. Three days after his fourth operational mission—August 5, 1943—Fabian was officially promoted to the rank of Temporary Flight Sergeant.

Two weeks passed before Fabian’s crew returned to action. On the night of August 17/18, a fleet of 596 RAF bombers targeted Peenmunde, Germany, located on the Baltic coast. The mission was an attempt to destroy a secret location where Nazi scientists were developing “state of the art” rocket engines. A total of 17 aircraft from 419 Squadron participated in the massive raid.

The Halifax II bomber on which Fabian was second gunner departed from 419 Squadron’s base at 9:25 pm August 17. Also aboard the aircraft were pilot J. M. Batterton, navigator G. F. Parker, bomb aimer O. Jerome, wireless operator/air gunner D. A. Lloyd, flight engineer K. Dixon, and rear gunner Harold Urban Morris.

Fabian’s aircraft was one of three 419 Squadron bombers that failed to return following the mission. According to the unit’s operational records, “[its] last position… was when it was given a second class fix from Hull at 04.26 18/8/41 [at] position 53 [degrees] 57’ N 03 [degrees] 02’ E. Nothing further has been heard from it since that time.”

A later report indicated that the bomber was forced to ditch in the North Sea approximately 24 miles off the coast of Happisburgh, Norfolk, UK. Its circumstances at the time remain a mystery, as no trace of the seven crew members was ever found. On August 18, 1943, RCAF officials notified Rose Power by telegram that her son Fabian was officially “missing.”

Several months passed before the Power family received an update. On June 23, 1944, a second telegram informed Rose that Flight Sergeant Fabian Power was “now ‘presumed dead’ 18-Aug-43 for official purposes.” As none of the crew’s remains were recovered, their names were inscribed on the Air Forces Memorial later erected at Runnymede, UK, in memory of more than 20,000 British and Commonwealth air crew lost during the Second World War, all of whom have no known graves.

Fabian’s loss was the third tragedy to impact the Power family in less than a year. On November 27, 1942, Fabian’s father William Patrick died from injuries received when he was struck by a truck on Main St., Mulgrave, during a snow storm. He was 84 years old at the time of his death. Fabian’s older brother, Michael William, had enlisted for service with the merchant marine and was completing a training program at the Engineer Instructional School, Prescott, ON, when he was killed in a boiler explosion on June 4, 1943, only two and a half months prior to Fabian’s fatal fifth mission. Two other Power boys, John O’Neil and Samuel Sylvester, served during the Second World War and safely returned home.

Portrait of Fabian Power courtesy of his niece, Martina (MacDonald) Hatchette, Antigonish, NS. Special thanks to Dan Fougere, Havre Boucher, NS, who contributed valuable information on Fabian's Power ancestry.

Flying Officer John Andrew "Jack" Diggins—Killed in Action July 13, 1943

 John Andrew “Jack” Diggins was born in Canso, Guysborough County, on January 12, 1912. Jack’s father, Walter Andrew Diggins, was a native of St. Francis Harbour, the son of William and Bridget (Power) Diggins. His mother, Sarah Elizabeth “Bessie,” was the daughter of Dan and Theresa (McNeil) Ryan, Canso.

Flying Officer John Andrew "Jack" Diggins

Walter and Bessie were married at Canso on January 29, 1907, after which the couple established residence in the fishing community. At the time of the 1911 Canadian census, the Diggins household included 30-year-old Walter, fisherman by occupation, his 24-year-old wife Bessie, and their children Theresa B., age two (DOB September 1908), and William D., age four months (DOB January 1911). A third child, daughter Viola M., was born in January 1910 but died in infancy.

During the following decade, four more children joined the Diggins family—John Andrew (January 12, 1912), Mary Agatha (February 19, 1913), Patrick (c. 1915) and Cecilia (c. 1917). Two other daughters died in infancy. Sarah Elizabeth, born February 25, 1914, died of bronchitis on July 30, 1915. Helena Ethel, born April 13, 1918, died of pneumonia on February 7, 1920.

The day before Helena Ethel’s death, Walter Diggins passed away at St. Martha’s Hospital, Antigonish. He suffered an injury to his hand in mid-January and was admitted to hospital with sepsis on January 28. Walter died of pneumonia on February 6, 1920, and was laid to rest in Canso. He was 40 years old at the time of his passing.

Her husband’s unexpected death left Bessie to care for six dependent children. At the time of the 1921 Canadian census, she was living in New Glasgow, her occupation listed as “washer woman.” Records list all six of her children—Theresa, William, John, Agatha, Patrick and Cecilia—as members of the household. Other documents, however, suggest that at least one of her children was residing elsewhere at the time.

Census records for the Mulgrave area list “John Diggins” as a “nephew” living in the household of Hibbert and Sarah Carr, Steep Creek. Sarah was an elder sister to Walter’s mother, Bridget Power, and thus a great-aunt to young Jack. Documents in his service file indicate that he spent his formative years in the Mulgrave area, during which time he developed a strong attachment to the Carr family.

On May 24, 1924, Jack’s mother Bessie married Frederick William Gerroir, a widowed native of Larry’s River and son of William George and Lillie (Pitts) Gerroir. The ceremony took place at St. Bee’s Rectory, Westville. The couple established residence in New Glasgow, where Fred and Bessie raised a family of five children. Three—Mary, Andrew and—were from Fred’s previous marriage, while Bessie gave birth to two daughters—Charlotte “Lottie” (Fennell) and Rita (Lewis}—from her second marriage.

Jack Diggins completed his elementary and secondary education school in Mulgrave, graduating from Grade XII in 1928. The following year, he completed a business course at Shaw Schools, Halifax. Employment prospects, however, were bleak as the effects of the Great Depression devastated the economy. From 1929 to 1934, Jack worked as a “labourer” at “odd jobs.” Finally, in 1934, he was hired as a “fireman” with Canadian National Railway’s Mulgrave operation.

 At the time, Mulgrave was a bustling hub for railway, vehicle and passenger traffic crossing the Canso Strait to and from Cape Breton. The island’s steel and coal industries produced valuable products for export to mainland markets, transported by rail car ferry to the mainland. A letter of recommendation in Jack’s military file, signed by William McMullen, Supervising Engineer, Ferry Services, SS Scotia, provides a brief description of Jack’s duties:

“[Jack] has been in the employ of the Canadian National Railways since November 21, 1934, as fireman, oiler and water tender, and for the last three years has been assisting the machinist, overhauling and repairing the main engines and auxiliaries on the [ferry] boat off service. During this time, I have always found Mr. Diggins sober, willing, a good workman, and very attentive to his various duties.”

Following Canada’s September 10, 1939 declaration of war on Germany, the Canso Strait quickly became a busy hub of military activity. Artillery batteries were established at Auld’s Cove and Sand Point to defend the entrances to the strategic body of water, and a military barracks was erected in Mulgrave. Soldiers from local militia units manned the batteries, defending the strategic location from enemy attack by water.

As he resided in the Strait area, one might expect Jack to be enticed into service with one of the local militia units. However, he chose a different path, applying for admission to the Royal Canadian Air Force (RCAF) on January 18, 1941. Almost six months passed before he completed an interview at Halifax. The result was not only his acceptance as a “good Pilot prospect.” Jack’s age and maturity were likely a factor in the interviewer’s recommendation that he be considered for a commissioned rank.

On July 8, 1941, Jack attested with the RCAF at Halifax and commenced service with the rank of Aircraftman 2nd Class. He listed his great-aunt and foster-mother, Mrs. Sarah Margaret Carr, as his next of kin on his attestation form. While Jack was “taken on strength” at No. 1 Military District, Toronto, the same day, he did not commence training until September 14, 1941, when he reported to No. 5 Initial Training School (ITS), Belleville, ON.

Upon completing the initial phase of training, Jack was promoted to the rank of Leading Aircraftman on November 7, 1941. The following day, he was assigned to No 6 Elementary Flight Training School (EFTS), Prince Albert, SK, for the first phase of pilot training. Unfortunately, his service file contains no details on his performance at the facility. The fact that he was transferred to Composite Training School, Trenton, ON, on December 10, 1941, suggests that he did not meet the requirements for the pilot stream.

After a three-week leave, Jack “re-mustered” as an “Air Observer” on December 31, 1941. Three days later, he reported to No. 10 Air Observer School (AOS), Chatham, NB, where he logged 77 hours’ flying time aboard an Anson aircraft, mainly in the role of Navigator. Instructors rated his performance as “above average” and described Jack as “conscientious and keen,” with “lots of backbone and perseverance.”

Jack’s performance in “armament” also impressed his supervisors: “This is a very conscientious observer [who] displayed excellent co-operation in the classroom.” Comments on his evaluation form describe Jack as “older and steadier than most observers. Keen to help others.” He placed fifth in a class of 20 cadets, achieving an average of 79 % in his course work. Jack earned an “above average’ rating and a recommendation for future consideration as an instructor.

On April 12, 1942, Jack was transferred to No. 6 Bombing & Gunnery School (BGS), Mountain View, ON, for the next phase of training. Over the next six weeks, he logged more than 37 hours aboard a Fairey Battle aircraft, placing ninth in a class of 26 cadets. While judged “average” in bombing, his gunnery skills were “quite good in all aspects.” Instructors described Jack’s overall performance as “thorough” and “reliable.”

Having earned his Air Observer’s badge, Jack was promoted to the rank of Temporary Sergeant on May 23, 1942. The following day, he was assigned to No. 1 Air Navigation School (ANS), Rivers, MB, for “advanced air observers” training. He logged more than 30 hours aboard an Anson aircraft while placing 8th in a class of 24 cadets. While instructors described his skills as “slightly above average,” they recommended that Jack be considered for instructor duties and an immediate commission.

On July 3 1942, Jack was promoted to the rank of Flying Officer. He placed 76th in a class of 277 cadets now considered ready for overseas service. After enjoying two weeks’ pre-embarkation leave, he reported to No. 31 General Reconnaissance School (GRS), Charlottetown, PE for a “navigation reconnaissance” course. Jack logged more than 23 hours as navigator aboard an Anson aircraft. Supervisors were impressed with his work ethic and concluded that “[w]ith experience he should prove himself to be a useful G. R. Observer.”

Jack was assigned to No. 1 “Y” Depot, Halifax, on August 16 and departed for overseas five days later. After arriving in the United Kingdom, he reported to No. 3 Personnel Recruitment Centre, Bournemouth, on September 2. At month’s end, Jack was assigned to No. 3 (Coastal) Operational Training Unit (OTU) for the final phase of his pre-service training.

OTUs prepared novice air crew for active duty by providing them with flight experience aboard the aircraft in which they would serve. No. 3 (Coastal) OTU was formed at Royal Air Force (RAF) Base Chivenor, on the north coast of Devon, England, in late November 1940. As its name suggests, its focus was the training of air crew for coastal surveillance, as opposed to bombing missions. Its aircraft, however, were capable of deploying weapons, specifically torpedoes that were delayed against enemy shipping, as well as bombs.

No. 3 OTU trained air crews aboard Bristol Beaufort, Avro Anson, Vickers Wellington and Armstrong Whitworth Whitley aircraft. In late July 1941, its Whitley and Wellington aircraft relocated to RAF Cranwell, while the Beaufort section remained at Chivenor, where it was re-designated No. 5 OTU.

Jack spent five months with No 3. OTU, training aboard a Vickers Wellington bomber. On January 3, 1943, he was officially promoted to the rank of Temporary Flight Officer. Two months later, he was assigned to No. 458 (Royal Australian Air Force) Squadron. Formed in Williamtown, New South Wales, Australia, in July 1941, the unit was officially established in the United Kingdom one month later. Throughout the war, 458 Squadron contained personnel from several countries—Canada, New Zealand and the United Kingdom—as well as its native Australia.

The unit commenced service in the European theatre in late October 1941, flying Vickers Wellington bombers. In late January 1942, 458 Squadron relocated to the Mediterranean theatre. Delays in the arrival of aircraft meant that it did not commence active operations until September 1942, when it re-formed at El Shallufa, north of Suez, Egypt.

The squadron conducted Maritime patrols, convoy escorts and mine-laying operations while operating Wellington bombers. During the first half of 1943, as Allied forces organized for a planned invasion of Sicily, the unit’s aircraft sank or damaged a number of enemy ships, including an Italian destroyer and cruiser.

No. 458 Squadron deployed its personnel in several locations throughout the Mediterranean theatre. One group operated at El Shallufa until March 1943—around the time of Jack’s transfer—when it relocated to Amiriyah, near Baghdad, Iraq. A second section was located at Luqa, Malta, while a third was based at Protville, Tunisia.

Jack was assigned to the Protville detachment and officially joined its ranks on March 11, 1943. Six days later, he flew his first mission as navigator aboard a Wellington, in search of enemy shipping along the Italian coast. Over the following six weeks, he participated in six more surveillance flights, several of which patrolled the area of Capo Gallo, near Palermo, Sicily.

On April 24, Jack participated in his first convoy escort mission. The following month, assignments focused on the Marsala docks at Trapani, Sicily, where Jack’s crew carried out three bombing missions before mid-month. On June 22, his aircraft conducted a “shipping strike” in the Tyrrhenian Sea, between the island of Sardinia and Italy. The crew reported “no enemy sightings. Weather good, with calm sea and good visibility.”

In July 1943, missions expanded to the Italian mainland. On July 11, the squadron dispatched six Wellingtons “on various anti-shipping searches between Corsica - Sardinia, Italy and Sicily, and round the west coast of Corsica and Sardinia.” A seventh plane containing Jack’s crew conducted an anti-shipping patrol over the Naples area. Its report indicated “no incident. Weather fair, sea moderate.” All aircraft safely returned to their Protville base.

On the night of July 12/13, 1943, ten of the Squadron’s Wellingtons “were engaged in shipping searches and strikes in the Tyrrhenian Seas and in the Straits between Corsica and Sardinia. All aircraft were airborne between 2025 hours and 2132 hours.” Patrol sightings during the day had reported two large vessels believed to be troop ships near the island of La Maddalena, located off the northeast coast of Sardinia. In response, six of the 10 aircraft were dispatched to carry out a night attack on the vessels.

Jack’s Wellington, piloted by Flying Officer William Charles Hailstone, Regina, SK, and two other planes were armed with torpedoes, while the remaining aircraft carried bombs. The unit’s operational records provided details on the mission’s outcome:

“Considerable shipping was noted in La Maddalena Harbour as a result of the thorough reconnaissance made by Col. Mackenzie at 100 ft.[,] in spite of considerable light and medium flak. No torpedo attack could be made, however, owing to the proximity of the ships to the islands and the mainland. The bomb carrying aircraft dropped their loads near the harbour and also the railway but no results were observed. Unfortunately the torpedo carrying aircraft of which F/O Hailstone was the Captain failed to return from this operation. A sighting report of vessels seen at La Maddalena was received from his aircraft but nothing further was heard from it…. The remaining five aircraft landed back at base by 0348 hours.”

Aboard the missing aircraft with F/O John Andrew Diggins and F/O Hailstone were Flight Sergeant Francis Gerald Crocker, RAF; Sergeant William Wallace Wright, Departure Bay, Vancouver Island, BC; Sergeant Howard Eldon Bradley, Moose Jaw, SK; Wireless Operator Donald Hyatt McConechy, Paddockwood, SK; F/O Kenneth John Neill, Campbelltown, South Australia; and Sergeant James Tindall, RAF.

A letter from the RCAF Overseas office to Sarah Carr, dated July 30, 1943, informed her that “your nephew, Flying Officer John Andrew Diggins, was reported missing as a result of air operations on the night of the 12/13 July 1943. Your nephew was Navigator of a Wellington aircraft, which took off on the above mentioned date on a shipping search strike against the enemy and failed to return.”

Over the ensuing months, there was no further information on the crew’s fate. A second letter to Sarah, dated June 30, 1944, stated that “your nephew, Flying Officer John Andrew Diggins, is now for official purposes presumed to have died on Active Service Overseas on July 13, 1943.” In mid-July, a telegram to Jack’s mother, Mrs. Frank Gerroir, New Glasgow, provided her with the same sad news.

Following the end of hostilities, military officials dispatched a set of Operational Wings and Certificate to Sarah in October 1946, “in recognition of the gallant services rendered by your nephew.” The final communication to family occurred in late September 1952, when an RCAF Casualties Officer informed Sarah that, “due to the lack of any information concerning [your nephew] since he was reported missing, it must be regretfully accepted and officially recorded that he does not have a ‘known’ grave.”

The letter also described plans to commemorate all missing air crew on “general memorials,” one of which “will be erected at Malta, and the name of your nephew will appear on that Memorial.” Jack’s name and those of his fellow crew members are among the 2,298 names engraved on the Malta Memorial, unveiled in 1954 in memory of Commonwealth air crew who lost their lives in the Mediterranean theatre and have no known graves.

Private Patrick Diggins (second from left)

Two of Jack’s brothers also served overseas during the Second World War. Jack’s older brother William Daniel “Bill” also enlisted for military service with the Canadian Army. Bill passed away at Stellarton, NS, in 1988. A younger brother, Patrick, enlisted with the North Nova Scotia Highlanders and served overseas with the unit. Upon returning home, Pat remained in uniform, serving with the Canadian Ordnance Corps, Windsor Park, Halifax. After leaving the military, he was employed by Health Canada (Food & Drug Division) and the Victoria General Hospital, Halifax. Pat passed away at Dartmouth on April 2, 2008.

Special thanks to Barry Diggins, Dartmouth, son of Jack's brother Patrick, who proofread the manuscript and provided photographs of Jack and Patrick Diggins.

Flight Lieutenant Burton Norris "Burt" Jost, DFC—Killed in Action June 25, 1943

 Burton Norris “Burt” Jost was born on August 2, 1911, the son of Dr. Arthur Cranswick and Carrie Victoria “Tory” (Martin) Jost, Guysborough, NS. The Jost family traces its European roots to Johann Georg Jost, who was born at Strasbourg, Bas-Rhine, Alsace, France, in 1727. Johann immigrated to Nova Scotia in the early 1750s as part of a British initiative to attract “German Protestants” to counter-balance the colony’s predominantly Roman Catholic, Acadian population.

Flight Lieutenant Burton Norris Jost

In 1753, Johann married Susanna Catherine Morash (1735 - 1811) at Halifax. The couple lived in Lunenburg for several years before returning to the capital, where they raised a family of eight sons and three daughters. Johann passed away there in 1775.

One of Johann and Susanna’s sons, John Casper Jost, was born at Halifax in 1763 and married Mary Catherine Hirtle/Hartel at Halifax in 1791. The couple raised a family of nine children. In the summer of 1822, John (1797 - 1883), one of John Casper and Mary Catherine’s sons, arrived in Guysborough with his cousin, William Moir. Both men were shoemakers by trade and had travelled to the area in search of work.

Impressed by the community’s business prospects, John returned the following year with a supply of mercantile goods, purchased in a silent partnership with his brother George. A third brother, Christopher Francis (1805 - 1884), accompanied John. Throughout the summer of 1823, the brothers sold their stock and purchased fish from local fishermen for sale in the Halifax market.

The brothers operated the seasonal business for several summers, initially in a space rented from local property owners. By 1827, the venture proved profitable enough to persuade John and Christopher to permanently relocate to Guysborough, where they purchased waterfront property on the village’s Main Street.

Christopher and John bought out George’s share of the business, built a store on the waterfront lot, and established a mercantile operation known as “J & C Jost.” The brothers remained partners until 1838, when Christopher purchased his sibling’s share of the business. “C. Jost” continued to operate in the original location, while John launched a new venture, known as “The British House,” only a few buildings away.

The year prior to purchasing his brother’s share, Christopher married Harriet Hart in a ceremony held in nearby Manchester. Over the ensuing years, seven children—five boys and two girls—joined the Jost household. Cranswick (1838 - 1927), the couple’s eldest son, entered the ministry and served congregations in several New Brunswick and Nova Scotia communities.

Two of Christopher and Harriet’s younger sons, Burton A. (1842 - 1916) and George Edward (1848 - 1939), eventually purchased the business from their father. Renamed “B & G Jost,” the business operated on a cash and barter basis, often exchanging goods for a wide variety of local products, such as butter, eggs, meat and fish.

Burton and George also owned and operated several vessels that engaged in the Grand Banks fishery and coastal trade. In 1890, the brothers built a four-storey structure to replace the original store. Tragically, the building was destroyed by fire in December 1927, only to be replaced by a more modest structure, owned and operated by Burton’s son, Christopher Arnaud Jost. The family name remained on the business until its sale in 1990.

Burton and George raised their families in houses located on the hill above Main Street. While George moved to Ottawa, ON, in his later years, Burton was a lifelong Guysborough resident. On April 27, 1869, he married Sarah Ann Mercy Norris, daughter of George—also a merchant—and Hannah Norris, Canso. The couple raised a family of 12 children—eight boys and four girls—three of whom died in childhood.

Arthur Cranswick Jost, Burton and Sarah’s fifth child and third son, was born on October 17, 1874. While his younger brother, Christopher Arnaud, eventually assumed operation of the family business, Arthur chose a different career path. After completing secondary school studies at age 15, he attended Acadia University, Wolfville, where he completed a Bachelor of Arts degree.

In the autumn of 1893, Arthur enrolled in the Medicine program of studies at Dalhousie University, Halifax. He subsequently transferred to McGill University, Montreal, QC, where he graduated with a medical degree. Dr. Jost then returned to Nova Scotia, practising medicine at Neil’s Harbour and Advocate before returning to Guysborough.

On July 23, 1906, Arthur married Carrie Victoria “Tory” Martin, daughter of Joseph and Henrietta Martin, Sand Point, in a ceremony held in Guysborough. The couple’s first child, Clyde, was born on September 18, 1907, but died three months later. A second son, Victor Arthur, was born on March 5, 1910. The couple’s youngest child, Burton Norris, joined the family on August 2, 1911.

While operating a medical practice in the Guysborough area, Arthur also served with the Canadian Corps of Guides. The organization was established in 1903 for the purpose of providing intelligence information to the Non-Permanent Active Militia, in the event of war on Canadian soil. A Company operated in each of the country’s 12 military districts and was responsible for providing information to its units. The detachment responsible for Military District No. 6 (Nova Scotia) established its headquarters in New Glasgow, NS.

At the time of the outbreak of war in Europe, Arthur had risen to the rank of “Officer Commanding” (OC), No. 6 Detachment, Corps of Guides. While his age and family obligations presented significant obstacles to active military service, he eventually enlisted with the Canadian Army Medical Corps (CAMC) at Halifax, NS, on March 6, 1916. At that time, a wave of recruitment campaigns were sweeping across the province as representatives of three infantry battalions canvassed rural communities, in search of personnel for the Nova Scotia Highland Brigade.

Almost 42 years old at the time of his enlistment, Arthur volunteered to serve as the 64th Battalion’s Medical Officer and received the commissioned rank of Major. The unit, recruited across the three Maritime Provinces, departed for overseas aboard SS Adriatic at the end of March 1916 and set foot in the United Kingdom on April 9.

When the 64th was dissolved several months later, Arthur was briefly assigned to the 40th Battalion (Halifax Rifles), which soon suffered the same fate as the 64th. Arthur’s age made service on the continent unlikely. As a result, he was transferred to the CAMC Training School, Cheriton Camp, Folkestone, Kent, England, on July 13, 1916.

Before month’s end, Arthur was “detailed for duty as Senior Medical Officer, 6th CTB [Canadian Training Battalion].” During his time at Cheriton Camp, he made a four-day trip to France in late September, probably to visit CAMC facilities in the Étaples area.

In late October, Arthur was posted to the office of the Assistant Director of Medical Services, London Area.  Initially “detailed for duty” at Seaford Camp, Arthur relocated to nearby Brighton on November 19 and assumed the position of ADMS [Assistant Director of Medical Service] Canada for the area. He served in that capacity until early January 1917, when he became ADMS at nearby Shoreham.

The Brighton-Seaford-Shoreham area was dotted with military camps that contained thousands of Canadian soldiers awaiting orders to cross the English Channel to the continent. In addition to providing personnel with routine medical services as required, the CAMC operated Medical Boards responsible for assessing the fitness of wounded or ill soldiers for combat.

As spring approached, unexpected events at home brought Arthur’s overseas service to an abrupt end. In early March 1917, his 43-year-old wife wife Tory suffered an embolism that resulted in paralysis. She passed away on March 25. Six days later, Arthur was granted leave to Canada and departed the United Kingdom aboard a troop transport on April 4. Before month’s end, he was “permitted to resign” his commission.

Arthur remained in Guysborough for six months, during which time his younger sister Bessie (1876 - 1970) agreed to care for his sons, Victor and Burton. On October 15, 1917, he re-enlisted with the CAMC and was appointed Assistant Director of Medical Services for Military District No. 7 (New Brunswick), Saint John, NB. Promoted to the rank of Temporary Lieutenant Colonel in late March 1918, Arthur supervised the provision of medical services to departing and returning soldiers. On August 1, 1919, he was formally discharged from military service and returned to Guysborough.

While Arthur was residing in Guysborough at the time of the 1921 Canadian census, his two sons were living nearby with their aunt Bessie. Arthur eventually relocated to Halifax, where he assumed the duties of public health officer for the province of Nova Scotia. In December 1928, he accepted a position as Executive Secretary, State Board of Health, for the state of Delaware, and established residence in Dover City, Delaware. Arthur became an American citizen in 1934. That same year, he married Mrs. Clara Delene “Dell” (Bastian) Reed in a ceremony that took place in Denton, Maryland, on July 30.

Arthur’s sons spent their formative years in Nova Scotia. Burt commenced his schooling at Guysborough Academy, where he completed Grades I to V. Following his father’s appointment as public health officer for Nova Scotia, Burt relocated to Halifax, where he attended the Morris St. School and went on to complete his high school education at Halifax County Academy. In the autumn of 1928, just prior to his father’s departure for the United States, Burt commenced post-secondary studies at Dalhousie University and graduated in the spring of 1931 with a Bachelor of Science and Diploma in Engineering.

On May 15, 1931, Burt and his brother Victor crossed the United States border by rail at Vanceboro, ME, on their way to visit their father. Six weeks later, Burt completed a Declaration of Intention at Dover, Delaware, stating that he intended to seek American citizenship. In the autumn of 1934, he commenced Mining Engineering studies at Pennsylvania State College, known today as Pennsylvania State University.

Burt had shown an interest in geology while attending Dalhousie University. During one of his summer breaks, he worked as an assistant with the Geological Survey of Canada. While attending Pennsylvania State College, he completed two work terms as an “assistant right of way engineer” with the Delaware State Highway Department. Burt graduated from Penn State College with a Bachelor of Science in Mining in the spring of 1934 and returned to Canada to pursue a career as a mining engineer.

In August 1934, Burt commenced work as a miner with Buffalo-Ankerite Gold Mines, Deloro Township, Timmons, Ontario. Two months later, he accepted a position as a mine engineer with nearby Marbuan Gold Mines. In May 1936, Burt was promoted to chief engineer and mine captain. After three years at the Marbuan operation, he returned to the Buffalo-Ankerite mine, which had purchased Marbuan in 1936.

Burton Norris Jost (civilian photograph)

A passage from a letter of recommendation in Burt’s RCAF service file described the scope and quality of his work at Marbuan and Buffalo-Ankerite:

“His duties are to shape the policy of the underground workings and also to supervise all employees underground…. Mr. Jost is recognized as one of the best mine captains in this district. He is very well liked by all the miners at the mine and is well regarded by the staff there…. He presents a good appearance at all times and has a very good personality. Mr. Jost lives at the property in company-provided quarters and he mixes with the best people in the district. He belongs to the best clubs and is active in local sports…. He is well recommended by his employer for any position of trust.”

On June 10, 1940, Burt applied for admission to the Royal Canadian Air Force (RCAF). The following day, he sat for an interview at Sudbury, ON. The interviewer noted that Burt was “well educated” and “”keen,” and rated him an “above average” candidate. Perhaps considering his age and educational background—Burt was almost 30 years old at the time—the interviewer judged him an excellent candidate for “Navigation Instructor.” A second assessment, dated four months later, mentioned the initial recommendation but commented that Burt had “no teaching experience.”

Burt formally enlisted with the RCAF at North Bay, ON, on December 20, 1940. He commenced service with the rank of Aircraftman 2nd Class and was placed in the “Pilot/Observer Standard” stream. At the time of his enlistment, he signed an “Air Crew Enlistment Agreement,” acknowledging that he would be called upon to perform “other than Air Crew duties” until such time as the RCAF “was in a position to commence” his training.

In mid-January 1941, Burt was assigned to No. 17 Flight Training School, Stanley, approximately 35 kilometers northeast of Windsor, NS. As the facility was still under construction—it did not open its doors to trainees until mid-March 1941—Burt was assigned to “guard duty” at the facility. On March 24, he commenced the first stage of flight instruction at No. 3 Initial Training School (ITS), Victoriaville, QC.

At the end of the three-and-a-half week program, Burt placed 17th in a class of 370 cadets and was recommended for the “Pilot” stream. An instructor observed that he was “quick on the trigger and has a mind of his own - should do well.” Promoted to the rank of Leading Aircraftman on April 20, Burt was assigned to No. 2 Elementary Flight Training School (EFTS), Fort William, ON, the following day.

Over the next two months, Burt logged more than 90 hours flying time in a Tiger Moth trainer, earning the highest possible pilot’s rating of “AA.” A comment on his assessment record described him as “a good steady pilot…. Keen and willing.” Burt’s ground training performance was also impressive—he placed 2nd in a class of 23 pilots and was described as possessing “exceptional ability.” Instructors recommended “bomber squadron training (twin engine),” as well as consideration for a commissioned rank.

On July 3, Burt report to No. 6 Service Flight Training School (SFTS), Dunville, ON. Once again, he logged more than 90 hours’ flying time—dual and solo, daytime and night-time—over the summer months. While his instructor rated Burt “an average pilot,” he noted that he was “above average in navigation. This pilot is very smooth on controls, will improve greatly with more time.”

Burt received an Officer’s Commission and promotion to the rank of Pilot Officer on September 13. the same day on which he received his Pilot’s Flying Badge. Two weeks later, he departed for overseas. Shortly after arriving in the United Kingdom, he reported to No. 3 Personnel Reception Centre, Bournemouth, on October 13 and was immediately assigned to No. 12 Operational Training Unit (OTU), Chipping Warden, Banbury, UK.

Formed in April 1940 to train light bomber air crew, No. 12 OTU was part of No. 1 Group, Royal Air Force (RAF) Bomber Command. OTUs offered air force personnel the first opportunity to train aboard the aircraft they would operate on active service. Burt’s new unit operated two-engine Fairey Battle I aircraft. OTUs also provided the first opportunity for establishment of air crews and their development into cohesive combat units.

Burt spent three months with No 12 OTU, honing is pilot skills. On January 25, 1942, he was assigned to No. 419 Squadron. Formed at Mildenhall in mid-December 1941, the unit became known as the “Moose” Squadron, after the nickname of its first Wing Commander, John “Moose” Fulton.  The unit initially operated two-engine Wellington bombers, but later converted to Halifax (November 1942) and Lancaster (March 1944) aircraft.

On February 16, 1942, Burt flew his first mission with 419 Squadron as “2nd pilot” aboard a Wellington bomber. The aircraft set off on “a nickel raid”—dropping leaflets over Lille, France—but “had to land shortly after taking off as the inter-com failed.” Two nights later, the same crew completed a successful “nickel raid” over the French city.

On February 23, the Squadron became “non-operational” as personnel “commenced intensive training for conversion to Mark III’s, the latest Wellington model to enter combat service. Burt’s missions resumed in early April, at which time he completed seven flights as 2nd pilot in a Wellington piloted by the Squadron Leader. On one occasion, the starboard side of the fuselage was “hit by heavy flak,” but the aircraft safely returned to base.

Burt piloted his first mission on May 17, flying a Wellington bomber on a planned raid on Boulogne, France. Unfortunately, heavy cloud cover meant that the aircraft was not able to drop its bombs. His crew carried out a successful second mission—a bombing raid on the German city of Cologne—in late May.

During June and July 1942, Burt and his crew completed 17 missions without serious incident. While the vast majority were bombing raids on German cities, the air crew also carried out several “gardening” operations, planting “vegetables”—mines—along the approaches to several ports. Burt’s record was quite remarkable, considering the perils involved—the aircraft he piloted suffered no damage during any of its summer missions.

Flt. Lt. Jost (2nd from right) meets King George VI (2nd from left)—June 12, 1942

Over the next two months, Burt logged only two additional missions—August 6 and September 1—as he completed his “operational tour.” Altogether, he logged a total of 31 missions over a six-month span. As a result, Burt was “struck off strength” on September 22 and assigned to No. 22 OTU, Wellesbourne Mountford, Warwickshire, where he used his flying expertise and combat experience to instruct trainees in the operation of Wellington bombers.

On November 2, 1942, Flight Lieutenant Burton Jost was awarded the Distinguished Flying Cross, in recognition of the “courage and determination [displayed] in his operational sorties against the enemy….[W]hile acting as flight commander, [he] has set an inspiring example to those subordinate to him.”

Burt served as an instructor with No. 22 OTU throughout the winter of 1942 - 43, enjoying 10 days of personal leave in mid-March 1943. At some point after returning to duty, he volunteered for a second operational tour. On May 21, Burt was assigned to No. 1659 Heavy Conversion Unit, Topcliffe, Yorkshire, which trained air crew in the operation of four-engine Halifax and Lancaster bombers. He spent three weeks with the unit before returning to No. 419 Squadron on June 12.

One week later, Burt flew his first mission as pilot of a Halifax II aircraft—a successful bombing raid on the Schneider Works, an iron and steel mill located at Le Creusot, France. Two days later, his crew completed a successful mission over Krefeld, near Düsseldorf, Germany. It appeared that Burt’s second operational tour was off to a successful start.

At 10:40 pm June 24, 1943, Burt and his crew departed from No. 419 Squadron’s base at Middle St. George aboard Halifax JD147 on their third mission since Burt’s return. The bomber was one of 16 aircraft assigned to a 600-plane bombing raid on Wuppertal, approximately 35 kilometres east of Düsseldorf, Germany. Aboard the aircraft with Burt was Sergeant Ernest Bailey Pope, RAF, navigator; Flight Sergeant Ashley William Bruce, Royal New Zealand Air Force, bomb aimer; Flight Officer Robert Oscar Goodwin, Niagara Falls, ON, wireless operator/air gunner; Sergeant Julius Bjorn Johnson, Kirkland Lake, ON, flight engineer; Flight Sergeant Lesley Barker, RAF, second gunner; and Sergeant Robert Edward Austin, RAF, rear gunner.

While the 600 bombers shared a common target, the aircraft travelled in small groups and followed different routes to avoid detection. Based on information later provided by surviving crew members and civilian witnesses on the ground, a narrative of the eventful flight was later assembled.

As Halifax JD147 crossed Belgian air space and headed northeastward toward the border with the Netherlands, a German Luftwaffe Messerschmitt Bf 110 night fighter, piloted by Obw. Reinhard Kollak, made contact with the aircraft north of Maastricht, Netherlands. Kollak opened fire on the plane, his first volley missing its target. Managing to avoid return fire from tail gunner Austin, the German pilot brought his aircraft around and below the bomber for a second round of gunfire.

Shells from Kollak’s cannon struck the bomber’s starboard wing, causing its outer engine to burst into flames. The fire quickly spread to the wing, prompting Burt to put the plane into a nose dive in an attempt to extinguish the flames. The maneuver proved unsuccessful and the fire quickly spread to the aircraft’s fuselage. As the incident unfolded, the bomber crossed into Dutch air space.

Realizing that the aircraft was disintegrating, Burt gave orders to jettison its bombs and instructed the crew to exit the plane. He and Sgt. Johnson wrestled with the controls, attempting to maintain an altitude and level flight path to allow the crew to safely evacuate. Bomb aimer Sgt. Bruce jumped out of the burning fuselage near Maastricht, while rear gunner Sgt. Austin left the plane near Leropperweg. As the bomber continued its descent, navigator Sgt. Pope and second gunner Flight Sgt. Barker jumped out.

From his vantage point in the cockpit, Burt could see that the aircraft was heading toward a settled area—the town of Roermond. He fired several flares in a desperate search for open ground where he could make a crash landing. By this time, only three crew members remained on board—Burt, flight engineer Sgt. Johnson and bomb aimer Flight Officer Goodwin. The aircraft was flying at a low altitude, heading directly for the town.

At a height of approximately 900 feet, Goodwin made his way out of the burning plane. Burt and Sgt. Johnson, however, remained aboard, managing to steer the aircraft away from Roermond as it disintegrated in the air. What remained of the bomber struck the ground in a field known locally as Hammer Feld, located between the village of Herten and Roermond. Local firefighters located the separated cockpit section and, after extinguishing the flames, recovered Burt’s and Johnson’s remains.

German soldiers on the ground eventually located and detained Flight Sgt. Bruce, Sgt. Austin, Sgt. Pope and Flight Sgt. Barker. Flight Officer Goodwin’s parachute failed to properly deploy and he was severely injured when he struck the ground. While local residents later recounted hearing his cries for help, he was not located that evening. His remains were found several weeks after the crash, as German authorities removed debris from the site.

At the time of the crash in the early hours of June 25, 1943, the fate of Halifax JD147 was a mystery. No 419 Squadron’s operational record noted that the bomber was one of three aircraft that failed to return to base. Until further details on the crew’s fate surfaced, for official purposes the crew was considered to be “missing.”

On June 30, No. 419 Squadron wrote to Dr. Jost, informing him that Burt was “missing” after an operation on the night of June 24, 1943:

“He was Captain of an aircraft detailed to attack a target in Germany on that night and unfortunately has been unreported since take-off, and I am afraid his loss can only be through enemy action. There is, of course the possibility that he may be a prisoner of war, but news of this could not be expected for some time yet. Burt as you know finished his first tour of operations with us and after a period of rest at a Conversion Unit came back to his old Squadron as Flight Commander of ‘A’ Flight. I had recommended him for Squadron Leader rank…. Your son and I were old and fast friends and I can assure you that I had great respect for his ability as a pilot and Captain of aircraft as well as for his many fine qualities. His happy carefree manner was a real tonic to all who came in contact with him and his knowledge of Bomber tactics was a great assistance to the newer lads on the Squadron. The news of his being missing has certainly thrown quite a cloud over his flight and the Squadron as a whole.”

The news of Burt’s fate reached Arthur at a difficult time. Only days earlier—June 19, 1943—his second wife Dell had passed away at Dover, Delaware. The two incidents may have persuaded Arthur to return to his roots. A note in Burt’s service file, dated December 8, 1943, noted a change in Dr. Jost’s address to Guysborough, NS.

As the months passed, RCAF officials gradually began to assemble information on the fate of Halifax JD147’s crew members. Flight Sgt. Bruce and Flight Sgt. Barker were transported to Stalag Luft L6, Heydekrug, Lithuania, while Sgt. Pope and Sgt. Austin were detained at Stalag 357, near Fallingbostel, Germany. The fate of Flight Lieutenant Jost, Sgt. Johnson and Flight Officer Goodwin, however, remained a mystery.

A statement from Flight Sgt. Barker, obtained on May 7, 1944, through Red Cross channels, indicated that both Sgt. Johnson and Lt. Jost were aboard the aircraft when it crashed. Barker stated: “I don’t know whether they were killed or wounded. I was unconscious for 10 days in a Dutch hospital and don’t remember what happened.”

A second statement, obtained from Sgt. Pope on May 15, 1944, corroborated Flight Sgt. Barker’s recollections:

“Our machine was attacked by enemy fire and set on fire. None of the crew were hit by gun fire. After a futile attempt to put the fire out F/Lt. Jost gave the orders to bale out, which were received by all members as far as I know. The plane was still flying at good altitude in an easterly direction, and F/Lt. Jost was still at his post when I baled out. I was second out of the plane which was by then a mass of flames.”

Sgt. Pope also recalled that the incident occurred near Venlo, Netherlands, which proved to be an important piece of information.

Following the end of hostilities in Europe in May 1945, the search for missing RCAF crew members intensified. RCAF investigators spread out across France, Belgium, the Netherlands and Germany, gathering information on lost aircraft and attempting to locate missing airmen.

Through a family connection, Dr. Jost was able to do some detective work on his own, in hopes of locating his missing son. On August 3, 1945, RCAF officials in Canada forwarded correspondence they had received from Arthur to the Canadian Casualty Branch, London, England. An excerpt from the letter contained specific information about the crash of Burt’s aircraft:

“Two bodies were found in the wreckage of the plane at once. The person first on the scene was C. Van Dyck, a Dutch Police Constable… One injured man, Sgt. Barker, was then found, he being an RAF man. The body of the third airman [Goodwin] was not found for several weeks when the wreckage of the plane was being removed. The first two bodies are in a cemetery, one marked the grave of an unknown RCAF airman, the other as the grave of an unknown RAF airman. This is an error as it is known that all the RAF men were accounted for otherwise. I have other addresses, the Hospital, the address of the physician who looked after Barker, etc. Just now the locality where the third body was buried is not yet known. And I believe that it is yet impossible to identify the individual graves. I still think it is damnably little to your credit that you are only now commencing to trace your missing men.”

An additional letter in Burt’s file, dated September 14, 1945, noted that four of Halifax JD147’s crew—former prisoners of war—were now safely in the United Kingdom. Flight Officer Goodwin’s grave had been located in a Roermond cemetery. The two remaining crew members—Flight Lieutenant B. N. Jost and Sgt. J. R. Johnson—were presumed to have been killed in the crash but the whereabouts of their graves was unknown. The letter concluded with a recommendation that “an investigation be carried out in the vicinity of Venlo in an effort to find out if the above noted officer and airman are buried there.”

The information led investigators to a cemetery in Venlo, where the two unidentified bodies from the June 25, 1943 crash had been buried. The remains, identified as Flight Lieutenant Burton Norris Jost and Sergeant J. R. Johnson, were initially re-interred in Venlo Military Cemetery. As time passed, the Commonwealth War Graves Commission decided to consolidate the remains of soldiers and airmen buried in small cemeteries into larger military cemeteries. On October 2, 1947, Burt and his crew mate were re-interred in Jonkerbosch British Cemetery, Nijmegen, Netherlands.

During the years following the war, the residents of Roermond did not forget Halifax JD147’s crash landing in a nearby field. Determined to preserve the memory of the two crew members who remained aboard until impact, thus sacrificing their lives, the town named a local street “Burton Jostweg” in honour of the Canadian pilot who steered the burning aircraft clear of its boundaries. A plaque bearing the names of Flight Lieutenant Jost and Sergeant Johnson was also erected at the crash site. In Canada, a lake in the Northwest Territories was named “Jost Lake” in memory of Burt.

Burton Jostweg, Roermond, Netherlands (Google Maps street view)

Dr. Jost spent his final years in Guysborough. During that time, he researched and wrote several articles on local history and gathered genealogical information, all of which was compiled into a volume, Guysborough Sketches and Essays, published in 1950. Dr. Jost also provided funds for the establishment of the Burton Norris Jost Scholarship, awarded to a graduate of Guysborough Academy—now Guysborough High School. The scholarship is still awarded annually.

Dr. Arthur Cranswick Jost passed away on March 24, 1958, at the Nova Scotia Hospital, Dartmouth, where he had been a patient for seven and a half months. He was laid to rest in Guysborough, NS.

Arthur’s older son Victor became an American citizen on June 21, 1937, and later went to work as a draftsman with the Delaware State Highway Department’s engineering corps. He enlisted in the United States Army on February 27, 1942, and was stationed at Headquarters, 44 Division Army, Tacoma, Washington, at the time of his brother Burt’s death.

Victor served overseas as a T/4 [Technician 4th Grade] Sergeant with the 44th Division. Upon arriving home, Victor returned to his previous position with the Delaware State Highway Department. On June 3, 1950, Victor married Lillian R. Clarke, a native of Ohio. The couple had no children. Lillian passed away at Dover, Delaware, on May 15, 1972, while Victor died at Ocean City, Worcester, Maryland, on March 30, 1989. He was laid to rest in Odd Fellows Cemetery, Camden, Kent, Delaware, beside his wife Lillian.

Information on the Jost family’s arrival in Guysborough and the operation of the family business obtained from two sources: a) John N. Grant’s “Historic Guysborough—Images of Our Past” and Christopher Cook’s “Along the Streets of Guysborough,” Second Edition.