Merchant Seaman Joseph Étienne Cottreau—Perished at Sea May 21, 1942

 Joseph Étienne Cottreau was born at Wedgeport, Yarmouth County, on September 2, 1904, the son of Arthur Xavier and Ada Hélène (Doucet) Cottreau. Arthur and Hélène married at Tusket Wedge on June 4, 1901. Their first child, a daughter Marie Cécile, was born in 1902, but passed away four years later. Joseph was the couple’s second child.

Joseph Cottreau's Name on the Halifax Memorial, Point Pleasant Park

Before the end of the decade, three more children—two girls and a boy—joined the Cottreau family. While Anne Louise (DOB November 13, 1905) and John Roger (DOB August 3, 1907) lived into adulthood, the youngest child—Hélène Cecilia, born on October 17, 1909—passed away at age five months. Even more tragic was the death of the children’s mother Ada Hélène, who died two and a half weeks after Hélène Cecilia’s birth.

Left with four young children to raise, Arthur took up residence at Wedgeport with his younger brother George, his wife Emily Beatrice, and their son Louis Henry. While Arthur and Joseph—Arthur’s oldest surviving child—were living with George and Emily at the time of the 1911 Canadian census, Joseph’s two younger siblings are not present in the home, suggesting that they had been taken in by relatives in the community.

Arthur earned a living at sea, an occupation that took him to various ports along Nova Scotia’s Atlantic coast. Some time after his wife’s passing, Arthur visited the busy fishing port of Canso, where he met Mary Rose “Rosie” Boudrot, a native of Petit-de-Grat, Richmond County. Rosie was also a widow, having married Fred Manuel, a native of Canso, in 1902. Fred’s sudden passing in 1910 at age 42, left Rosie with four young children—two sons and two daughters—to raise on her own.

On October 18, 1914, Arthur and Rosie were married in a ceremony held at Canso. The couple’s only child, a daughter Mamie Louise, was born the following year. Joseph also relocated to Canso with his father. At the time of the 1921 census, Arthur and Mamie’s home included six children, five of whom were from their previous marriages. The eldest, Joseph, had already joined his father at sea, where the pair earned a living as fishermen.

As the years passed, Joseph left Canso to work aboard merchant vessels. During that time, Arthur and Rose appear to have relocated to Wedgeport, where 61-year-old Arthur passed away from acute nephritis at Yarmouth Hospital, Yarmouth, on October 27, 1934. Rosie may have returned to the Canso area following Arthur’s death, as her daughter Mamie married Richard Edgar Hanlon at Star of the Sea Roman Catholic Church, Canso, on November 3, 1926.

By 1942, Joseph had joined the Canadian merchant marine and was employed as a watchman aboard the Canadian cargo ship SS Torondoc. Built at Newcastle-upon-Tyne, UK, in 1927, for Paterson Steamships Ltd., Fort William, Ontario, the vessel had operated on the Great Lakes, transporting grain, coal and pulpwood, until 1941, at which time the Canadian government requisitioned the vessel for war service with the Canadian Merchant Navy.

SS Torondoc (unknown location)

 

Under the command of Captain François Xavier Daneau, SS Torondoc carried a crew of 22, including its master. On the morning of May 21, 1942, the unescorted vessel was located 60 miles northwest of the Caribbean island of Martinique, en route from the Virgin Islands to Trinidad. At the time, its cargo consisted of bauxite, an ore used in the production of aluminum. At least 10 of its merchant seamen were Canadian—seven from Quebec, two from Ontario and one—Joseph Cottreau—from Nova Scotia. Nine others were natives of the colony of British Guiana, located on the northern coast of South America.
 
At 7:53 am May 21, German U-boat U-69, under the command of Kapitänleutnant Ulrich Gräf, surfaced and fired a torpedo, striking the Torondoc amidships. As the vessel went under, some of its crew were able to abandon ship, launching four lifeboats and two rafts. The German vessel surfaced, questioned survivors and then departed, leaving the crew to their fate. None survived their ordeal at sea.

Halifax Memorial, Point Pleasant Park

38-year-old Watchman Joseph Étienne Cottreau was one of the 22 merchant seamen who perished in the aftermath of the Torondoc’s sinking. His name is engraved on the Halifax Memorial, Point Pleasant Park, Halifax, alongside those of his Canadian crew mates.

Chief Engineer Officer McGregor McKinley—Perished at Sea May 8, 1942

 McGregor McKinley was born at Spanish Ship Bay, Guysborough County, on August 16, 1902, the fourth child and second son of Seth and Caroline May “Carrie” (Baker) McKinley. Seth’s family traces its Guysborough roots to Jacob McKinley, a Loyalist soldier who served with the South Carolina Royalist Regiment during the American Revolutionary War and settled at Country Harbour, Guysborough County, after the war.

McGregor McKinley

 Among Jacob’s children was a son Aaron, born on May 3, 1794. Aaron eventually relocated to Liscomb, where his son, John W., was born around 1823. John and his wife Susan resided at Marie Joseph, where they raised a family of five children. McGregor’s father, Seth—their youngest child—was born there around 1862.

On January 12, 1897, 34-year-old Seth married 18-year-old Caroline May “Carrie” Baker, daughter of William and Elizabeth Baker, in a ceremony held in the bride’s home community of Liscomb. By 1901, two children—a daughter Lillian and a son Oswald—had joined the McKinley family’s Spanish Ship Bay household. Also residing in the home were Seth’s older brothers, Levi, age 52, and Urias, age 50. All three McKinley brothers listed their occupation as “fisherman.” In subsequent years, Seth and Carrie raised a family of 11 children—five sons and six daughters, born over a span of 25 years.

The sea has traditionally provided many Guysborough County’s eastern shore families with a living. While his father and McKinley uncles were fishermen, McGregor chose another path. At the time of his May 30, 1925, marriage to Bessie Blanche Blackett, daughter of Levi and Marguerite Blackett, Charlottetown, PEI, McGregor was employed as a marine engineer. While the ceremony was held at 81 Morris St., Halifax, later documents indicate that the couple resided at Liscomb while McGregor worked at sea. Bessie and McGregor did not have any children.

By 1942, McGregor was a member of the wartime merchant marine, working as the Chief Engineer Officer aboard the SV Mildred Pauline. Built at Placentia, Newfoundland, in 1919, the 300-ton, three-masted schooner was initially named the Herbert Fearn. In 1930, J. T. McRae, St. John’s, NL, acquired the vessel and re-named it the SV Jean F. McRae.

Five years later, Thornhill A. G. -  Sainthill R. W. Company, Sydney, NS, purchased the schooner. Shortly after the outbreak of the Second World War in Europe, the new owners re-fitted the ship with an auxiliary oil-powered engine and twin screw propellors. Re-named the Mildred Pauline, the vessel operated between the British West Indies and St. Johns, NL. The new equipment expanded its crew to seven—a Master, Mate, Boatswain, one Able Seaman, a Chief Engineer Officer, a 2nd Engineer Officer, and a cook.

In the spring of 1942, under the command of Master Abram George Thornhill—he was also one of its owners—the Mildred Pauline made its way to Barbados, where it loaded a cargo of molasses and headed home. Also on board were Chief Engineer Officer McGregor McKinley and 2nd Engineer Officer George Grandy Thornhill, the Master’s son. The crew consisted of one Newfoundlander—Boatswain Samuel Pierce, Fortune—and six Nova Scotians, all residents of the Sydney area, with the exception of McGregor.

By midnight May 8, 1942, the unescorted and unarmed Mildred Pauline was approximately 425 miles southeast of Nova Scotia. At 00.20 hours, the German submarine U-136, under the command of Heinrich Zimmerman, surfaced nearby and fired a torpedo at the vessel. The weapon failed to strike its target, but U-136 pursued the ship. At 01.33 hours, the submarine re-surfaced and fired 102 rounds from its deck gun into the Mildred Pauline’s hull, sinking the vessel.

All seven crew men on board perished in the sinking, and none of their bodies were recovered. Chief Engineer Officer McGregor McKinley and his six crew mates are commemorated on the Halifax Memorial, Point Pleasant Park, Halifax, NS. McGregor’s widow Bessie later married Bruce W. Baker and passed away at Spanish Ship Bay on October 30, 1963.

Two of McGregor’s younger brothers served with Canada’s military during the Second World War. Frederick McKinley, born November 27, 1910, enlisted with the Princess Louise Fusiliers at Halifax, NS, on September 8, 1939. Fred’s unit fought in Italy as part of the 5th Canadian Armoured Division, fielding two machine gun companies in support of the 11th and 12th Infantry Brigades respectively. In February 1945, the Fusiliers relocated to Belgium, where its personnel participated in the liberation of the Netherlands.

While in England prior to the Italian campaign, Fred met Evelyn Blows. The couple married on March 21, 1942, and their first child, a son Ian John, was born overseas before year’s end. Following the end of fighting in Europe, Fred returned to Canada, where he was discharged on August 24, 1945. Evelyn and Ian joined him at Spanish Ship Bay the following year. A second child—a daughter Gillian Florence—joined the family on July 3, 1947. Frederick McKinley passed away at Spanish Ship Bay on February 24, 1977.

Aaron McKinley, McGregor’s youngest sibling, was born at Spanish Ship Bay on March 11, 1923. He enlisted during the Second World War, and served in Canada and the United Kingdom. According to family sources, foot problems prevented him from seeing active duty on the continent. Following the war, Aaron returned to Guysborough County, where he later married Etta Mae Zinck, a native of East Dover, Halifax County. Aaron passed away at Sherbrooke Hospital, Sherbrooke, NS, on September 25, 1994.

Thanks to John McKinley, Sherbrooke,NS, and Gillian During, Dartmouth, NS, who provided information on McKinley family genealogy, and Jeanie Bezanson, Dartmouth, NS, who provided a photograph of McGregor's pre-war portrait.

Flight Sergeant David Reid Cox—Accidentally Killed April 14, 1942

 David Reid Cox was born at Isaac’s Harbour, Guysborough County, on August 3, 1918. His father, Harry Joseph Cox, was also an Isaac’s Harbour native, the son of Abraham Bigelow and Lorinda (Pride MacMillan) Cox. Harry married Lucetta Emma Reid, a Port Hilford native and daughter of Abner and Patience (Rood) Reid, at Isaac’s Harbour on October 3, 1917.

Flight Sergeant David Reid Cox

 

The young couple initially resided with Harry’s parents at Isaac's Harbour, where Harry earned a living as a purser on a local steamer. He later worked as a book-keeper. David was the oldest of the couple’s two children, while another son, Robert Arnold, joined the family in 1922. David attended public school at Isaac’s Harbour from 1924 to 1937, after which he commenced work as a time-keeper at Forest Hill Gold Mines in July 1937.

When the mine ceased operations in October 1938, David completed an Elementary Book-keeping correspondence course sponsored by Nova Scotia Technical College. Upon finishing his studies in May 1938, David relocated to Halifax, where he obtained employment as a time-keeper and carpenter’s helper with W. MacFayden, a local contractor who was under contract to the Department of National Defence.

Prior to the outbreak of the Second World War, David showed an interest in military service, applying for admission to the Royal Canadian Air Force (RCAF) in February 1939 and again three months later. On both occasions, he did not receive a response. On July 15, 1940, David applied for a third time and was accepted. On August 17, 1940, he attested for service with the RCAF at Halifax and requested consideration for the trade of “Air Crew Gunner [or] Wireless [Operator].”

Following his enlistment, David departed for Brandon, MB, where he completed basic training. An interview report, dated September 23, 1940, recommended David for the role of air gunner. On October 23, David was transferred to No. 4 Service Flight Training School (SFTS), Saskatoon, SK, where he commenced his air gunner training.

In mid-November, David was re-mobilized for the trade of “Aircrew Pilot or Observer.” On December 11, he was transferred to No. 1 Initial Training School, Regina, SK, where he placed 85th in a class of 148 trainees. Promoted to the rank of Leading Aircraftman (LAC) on January 14, 1941, David was assigned to No. 8 Flight Training School, Vancouver, BC, where he commenced training for the trade of “Airman Pilot.”

During the subsequent six weeks, David completed almost 54 hours of flight training in a De Havilland Moth aircraft. Instructors described him as a “good average” pilot who was “reliable and conscientious.” On March 18, David returned to No. 4 SFTS, Saskatoon, where he completed an additional 50 hours of flying time in a Tiger Moth Crane aircraft. His ground training performance elicited a positive assessment: “Above average student; intelligent; possessing keen ability. Keen, hard worker.”

Of greater interest were instructors’ comments on his flying skills. David was rated “above average” in all categories and recommended for “heavy bomber” duty. In addition, it was suggested that he be considered for future duty as a Flying Instructor. One comment summarized his performance in the air in these words:

“An exceptionally able pilot. Very smooth on controls. He is precise in his flying and tolerates no errors. Corrections are quick and smooth. Very steady in formation, consistently good on instruments and is a good, safe pilot at night. Good air sense.”

On July 3, David officially completed the required training for “Pilot (Special Group)”, received his Flying Badge, and was promoted to the rank of Temporary Sergeant with pay. Following a 10-day embarkation leave, he reported to “M” Depot, Halifax, and awaited orders to depart from overseas. Transferred to the RAF Trainees Pool on July 23, he left Canada the following day and reported to No. 3 Personnel Centre, Bournemouth, UK, on August 12.

Four days later, David was assigned to No. 10 Operational Training Unit (OTU), Abingdon, the final phase of his pre-combat training. OTUs provided the first opportunity for air crews to train in combat aircraft prior to deployment with an active unit. No. 10 OTU prepared its personnel for night-time bombing assignments aboard Armstrong Whitworth Whitley bombers, twin-engine aircraft designed for short and medium range flights.

After two months of training with No. 10 OTU, David was assigned to No. 78 Squadron, RAF, on October 19. Based at Croft, UK, the unit had completed its first combat mission in mid-July 1940, flying the same aircraft on which David had trained. As with all new arrivals, David underwent several additional months of training. Promoted to the rank of temporary Flight Sergeant on January 3, 1942, he advanced to the rank of Flight Sergeant one month later.

On two occasions during the months of February and March 1942, David was attached to 1502 BAFT [Beam Approach Training Flight] for a total of three weeks of training on a new “guided landing” system. Based at Driffield, UK, the unit trained pilots in operating the “Beam Approach Beacon System,” an automatic radar landing system designed to replace the SBA (Standard Beam Approach) systems developed in the 1930s.

A transponder mounted in a Hillman van was placed at the end of the runway and communicated with a device installed in the aircraft. The transponder sent a signal to the plane, transmitting dots to represent one side of the runway and dashes for the other. The strength of the signal received by the aircraft’s transponder depended on its location relative to the centre of the landing strip. The device allowed the pilot to determine the plane’s position as it approached the airfield and make the adjustments required to place the aircraft in the middle of the runway.

On March 27, 1942, David was attached to Conversion Unit (CU) 1652, Marston Moor, for an additional stage of training prior to combat operations. Conversion units focused on training pilots to operate the larger, four-engine bombers employed on long-range bombing missions. Formed in January 1942, CU 1652 was equipped with Handley Page Halifax four-engine heavy bombers.

During  CU 1652’s training flights, prospective bomber pilots were introduced to a variety of scenarios encountered during missions. Perhaps the most common occurrence was the loss of one or more engines, due either to mechanical failure or enemy fire. During the early evening of April 14, 1942, David and two other pilots participated in one such exercise, a daytime flight from an aerodrome one mile northeast of Wetherby, Yorkshire, in the company of a flight instructor.

A subsequent “Report on Flying Accident or Forced Landing Not Attributable to Enemy Action” described the events that unfolded during the training exercise:

“The Captain of the aircraft, an instructor of this Unit, was engaged on two-engine flying instruction. One pilot being instructed was in the left-hand seat, the other two watching. The Captain was in the right-hand seat. Dual controls were fitted. The practice involves turning off the petrol to the two port engines and demonstrating the correction of the resulting swing, feathering the port engines and maintaining height on starboard engines only.

“A phenomena of rudder over-balancing often occurs, with which instructor [sic] of this Unit are familiar. The rudder may flick hard over to one side. Firm pressure is then required to restore it to neutral, and stop the resulting spiral.

“The evidence of eye-witnesses establishes that the aircraft port engines stopped and the aircraft spun or spiralled. It recovered but was too low and struck the ground at a flat angle at the bottom of the dive. The port engines were feathered [i.e., the blades were adjusted at right angles to the air flow, eliminating any drag]. The aircraft was moving straight ahead on an even keel, but sinking rapidly when it struck the ground.”

When the plane struck the ground, David suffered a “fractured skull and multiple injuries,” resulting in death. The report also stated that the “accident was not cause by any technical failure,” and that “a minimum height of 5,000 feet has now been ordered for this exercise.”

Flight Sergeant David Reid Cox was laid to rest in Stonewall Cemetery, Wetherby Road, Harrogate, Yorkshire, UK. Eight other RAF airmen perished in the crash. Sgt. Alfred Thomas Howell, a 22-year-old native of Acton Green, Middlesex, UK, and a victim of the April 14, 1942 crash, is buried beside David.