Pilot Officer Franklyn Richard Pye—Killed in action near Köln, Germany, August 28, 1942

 Franklyn Richard Samuel “Frank” Pye was born at Ecum Secum Bridge, Halifax County, on December 5, 1916, to Archibald Alexander and Margaret Jane Florence (Jewers) Pye. Both of Frank’s parents were Ecum Secum natives. Archibald was the son of Samuel Pye and Emily Pace, while Margaret was the daughter of Isaac and Sarah Jewers.

Pilot Officer Franklyn Richard Pye

 

Archibald and Margaret married at Ecum Secum on November 11, 1914. Sadly, their first child—a son, Archibald Isaac—died shortly after birth in September 1915. Frank was their oldest surviving child and was joined in subsequent years by two sisters—Patricia Emily (October 8, 1918) and Dorthy Pearl (c. 1922)—and one brother, Percy George (January 1921).

Frank attended Ecum Secum Bridge Public School from 1923 to 1933. Upon completing his Grade XI year, he found work cutting pulpwood with Scotia Lumber Co., Sherbrooke. He moved on to identical positions with D. J. Turner, Moose River, and William Lowe, Sheet Harbour, before landing a job as an “edgerman and general mill work[er]” with the Sheet Harbour Lumber Co. in 1936. Two years later, Frank went to work for Anson Lively at his Sheet Harbour sawmill.

In May 1940, Frank relocated to Truro, where he continued to work as an “edgerman” in a sawmill owned and operated by William Taylor. In mid-August 1940, he submitted an application to the Royal Canadian Air Force (RCAF) and continued to work at the mill until December, when he received word of his acceptance.

On December 16, 1940, Frank attested for service with the RCAF at Halifax, NS, and commenced his military training with the rank of Aircraftman Class 2. Two days later, he reported to No. 1 Military District, Toronto, ON. On January 8, 1941, he was temporarily assigned to CFB Picton, ON. At month’s end, Frank received a transfer to Camp Borden, where he completed basic training.

Frank’s aviation instruction commenced at No. 1 Initial Training School, Toronto, ON, on April 22. For a young man from a small, rural Nova Scotia community, he performed remarkably well in his classroom courses, achieving an overall grade of 88 % and placing first in a class of 10 observer trainees. Instructors quickly recognized his potential:

“Very quiet, cool, methodical airman who appears to be very mature and… steady… appears to be excellent observer type. Will apply himself and give his best at all times on any job. Steady, reliable airman who is very serious about his work.”

Upon completing the ITS program, Frank was promoted to the rank of Leading Aircraftman in the Aircrew Observer trade. Assigned to No. 1 Air Observers School, Malton, ON, he logged 70.05 hours aboard an Avro Anson aircraft. His performance continued to be impressive—Frank placed “1st out of 39 [trainees]. An excellent man in the air, keeps busy and rarely makes a mistake. Has almost perfect plotting technique and keeps a neat log.”

In his ground training, Frank continued to perform well, achieving an overall grade of 83.6 % and placing fifth in a class of 39 trainees. Instructors commented that he was a “very high calibre student, [the] result obtained being as much due to hard work as brilliance.” Described as “reliable and conscientious,” Frank achieved an “excellent” rating in both air observer and air navigator assessments.

On August 17, Frank reported to No. 1 Bombing & Gunnery School, Jarvis, ON, for the next phase of training. Over the next six weeks, he logged 35.15 hours air time in a Fairey Battle aircraft. His bomb aiming results were rated “above average,” while he received an “average” assessment for his air gunner performance. Frank achieved a grade of 77.8 % in his course work, placing 10th in a class of 40 trainees.

Instructors commented that, despite a limited educational background, “he has been near the top in all subjects. He is most reliable and may be counted upon to carry out an assignment to the letter.” Furthermore, for the first time since his enlistment, instructors noted Frank’s leadership potential: “Further association in the service will no doubt improve him as a leader[,] in which event he will become fine officer material.”

Having completed the requirements for Air Observer Special, Frank received his badge and was promoted to the rank of temporary Sergeant with pay on September 27. He then proceeded to No. 2 Air Navigation School, Pennfield Ridge, NB, for an “advanced observers’ training” course. Frank logged a total of 30.55 hours flying time as an air navigator and placed 11th in a class of 42 trainees in his course work. Described by his instructors as a “good man, neat and concise,” Frank received an “Above Average” rating as an air navigator. Other comments described him as a “keen[,] hard worker” with “above average ability.”

Frank finished his course work at Pennfield on October 27, placing 8th overall in his class, with a grade of 81 %. Promoted to the rank of Pilot Officer, he was recommended for a commissioned rank following completion of his combat service: “Good officer material, will be a good man in Aircrew.” Having completed his training, he received three weeks’ embarkation leave and likely returned home for a visit before returning to duty.

On November 21, Frank reported to No. 31 Operational Training Unit (OTU), Debert, NS. During his brief stay there, he completed an application for a commission with the RCAF. On December 8, Frank proceeded to No. 1 “Y” Depot, Halifax, and departed for the United Kingdom. Upon arriving overseas 10 days later, he report to No. 3 Personnel Recruitment Centre, Bournemouth, and awaited further orders.

Frank was initially assigned to No. 2 (Observers) Advanced Flying Unit (AFU), Millom, Cumbria, Scotland, for additional training. He remained there for almost three months before receiving a transfer to No. 25 Operational Training Unit (OTU) on March 17, 1942. OTUs were the final stage in aircrew members’ preparation, providing them with the first opportunity to train in the actual aircraft in which they would serve active combat missions.

Established at Finningley, UK, in March 1941, No. 25 OTU initially trained night bomber crews aboard Handley Page Hampden aircraft. In April 1942, the unit transitioned to training aboard Vickers Wellington aircraft, a twin-engine, long-range medium bomber, and actually carried out several operational raids before year’s end. Frank spent five months with the unit before being assigned to No. 142 Squadron, Royal Air Force (RAF), on August 21.

No. 142 Squadron traced its roots to the First World War. Formed at Ismailia, Egypt, in early 1918 as part of the Royal Flying Corps, its personnel operated a combination of reconnaissance and bomber aircraft. Following the formation of the Royal Air Force on April 1, 1918, the Squadron transitioned to RAF ranks, operating in Palestine and the Suez until it was disbanded on February 1, 1920.

Re-established at RAF Netheravon on June 1, 1934, the squadron initially operated Fairey Battle light bomber aircraft and was deployed to France following the outbreak of war on the continent in September 1939. During the German invasion of Belgium and France in May 1940, No. 142 provided support to the British Expeditionary Force, but suffered heavy losses.

Upon returning to Britain after the Dunkirk evacuation, the squadron was reorganized and began the process of converting to the Vickers Wellington heavy bomber in November 1940. Throughout the next two years, its personnel flew night bombing missions over Germany and occupied Western Europe from several locations in England. In early July 1942, the squadron relocated to Grimsby, where it remained throughout the summer and autumn months.

On August 20, No. 142 Squadron’s operational records book recorded the arrival of Pilot Officer Franklyn Richard Samuel Pye (Air Observer) from No. 25 OTU, in the company of his crew mates—Pilot Officer Alfred Henry Paget (pilot), Sgt. Eric Tupholme (Air Bomber), Sgt. James Bellinger (Wireless Operator/Air Gunner), and Sgt. F. C. Weighill (Air Gunner). At the time of the crew’s arrival, the squadron “was stood down from operations” for several days while its personnel participated in flying and gunnery training, along with “all types of training for new crews.” Simultaneously, ground crews “were busily engaged endeavouring to obtain 100 % serviceability” for the squadron’s aircraft.

Regular operations resumed on August 24, when 12 aircraft participated in a bombing attack on Frankfurt, Germany. One crew returned early “owing to technical trouble,” while the remaining 11 bombers successfully executed the mission and return safely to base. Over the following two days. the squadron “stood by for operations” that were cancelled for unspecified reasons, while normal flying training and local night flying took place.

On August 27, the squadron received orders to attack Kassel, Germany. A total of 15 aircraft participated in the operation, one of which returned early “owing to starboard engine trouble.” Among the 14 planes that continued to the target was Wellington Z-1338, logging its first mission with the squadron. Aboard the aircraft were Pilot A. H. Paget, bomber Eric Tupholme, wireless operator/air gunner James Bellinger, air observer Frank Pye and air gunner F. C. Weighill.

Records indicate that the night was clear, but there was a considerable amount of ground haze over the target. Air crew later reported “many scattered fires” as the area was “well blitzed.” One plane reported “being subjected to intense heavy flak,” while several suffered damage but managed to safely return home. A total of five bombers failed to return. Wellington Z-1338 was among the missing aircraft. The operations record book commented: “This was an unfortunate night, the Squadron losing more aircraft than ever before in one operation.”

On August 29, Wing Commander D. G. Simmons, RAF Station Grimsby, wrote to Frank’s mother Margaret:

“Please accept my deepest sympathies on the sad loss of your son on the night of 27th August. We heard no more news of him after he left this aerodrome, but the target which he was attacking makes it very probable that he is safe as a prisoner of war. If I hear any new[s] to this effect[,] I will of course communicate with you immediately. Your son is a great loss to the Squadron. His vigour and enthusiasm will be hard to replace.”

A subsequent letter to Margaret from Canadian military authorities, dated September 12, 1942, confirmed that “your son, Pilot Officer Franklyn Richard Pye, is missing as the result of air operations on the night of 27th/28th August, 1942. Your son was air-observer of a Wellington aircraft which set out to bomb a town in western Germany and was not heard from again.”

The Pye family received no further news on Frank’s fate for several months. Finally, on January 5, 1943, a telegram from military officials addressed to Mrs. Archibald Pye informed her that Pilot Officer Franklyn Richard Samuel Pye, “previously reported missing 27-8-42 after air operations (overseas), and subsequently reported missing believed killed, [is] now ‘presumed dead’ 28-8-42, for official purposes.” Six weeks later, authorities dispatched a Memorial Cross to Margaret, in memory of her deceased son.

In the months following the end of the war, RAF authorities meticulously pursued the fate of hundreds of air crew members lost over occupied Europe and Germany. Some were located among the prisoners of war held in German camps. One of Frank’s crew members, F. C. “Tiny” Weighill, a native of Davidson, SK, was released from captivity in the months following the war’s end. He had survived the crash that claimed the lives of his four crew mates near Cologne [Köln], Germany. Authorities later located their remains in South Cologne [Köln] Cemetery.

As the graves of RAF and Commonwealth airmen were spread across much of western Germany, the Commonwealth War Graves Commission (CWGC) decided to consolidate their remains into several final resting places. One of the locations chosen was Rheinberg, Germany, where the present-day Rheinberg War Cemetery contains the graves of 3,326 Commonwealth airmen who were initially interred in cemeteries spread over an area between Dortmund, Dusseldorf and Köln [Cologne].

In December 1947, Canadian military authorities informed Margaret that Frank’s grave had been located and his remains exhumed for final interment in Rheinberg War Cemetery. On January 6, 1948, Margaret responded to the news:

“It is with deep sorrow that I learned through your letter… about the exhumation of my son’s body and positive identification…. I always hoped that he may yet turn up alive and well, but alas, now I know that he is really gone, as so many of our boys have.”

Pilot Officer Franklyn Pye's headstone, Rheinberg War Cemetery

An April 22, 1948 CWGC Final Graves Report lists the four crew members of Wellington Z-1338 who were reinterred in adjacent graves at Rheinberg War Cemetery. Beside Pilot Officer Franklyn R. Pye’s final resting place are the graves of his three RAF crew mates—Pilot Officer A. H. Paget, Sergeant J. Bellinger and Sgt. E. Tupholme.

Franklyn’s younger brother, Percy George, was stationed at the Royal Canadian Air Force’s No. 8 Depot, Souris, MB, at the time of his death. Percy went on to serve with the RCAF in the United Kingdom. While overseas, he met Doris Wickren Renshaw, a native of North Shields, UK, on the doorstep of a local bakery. Doris had enlisted with the Royal Air Force and was a bomb trailer driver at a nearby RAF base, transporting munitions to bombers on the tarmac.

The couple were married in 1944 while overseas, and their first child, Franklyn Arthur, was born before war's end. Doris was pregnant with their second child—a son Allan—as she made her way to Canada by boat in 1946. Two daughters—Sylvia Belle Avis (1948) and Florence (1949)—joined the family after Percy and Doris settled in Ecum Secum.

After returning to civilian life, Percy initially worked in the woods. He was later employed at a Decca navigation site established in the community, part of an international communication system established after the Second World War. Percy passed away at Ecum Secum in 1986.

Flight Sergeant John Laurence Douglas Brophy—Accidentally Killed August 16, 1942

John Laurence Douglas “Doug” Brophy was born at Mulgrave, Guysborough County, on October 17, 1919, to John and Rose Ann (O’Neill) Brophy. Rose Ann was a native of Auld’s Cove, the daughter of James and Margaret (Diggins) O’Neill. Rose Ann’s grandfather, Henry O’Neill, was born at Lisnadill, County Armagh, Ireland, and arrived in Halifax, NS, in 1818. Henry eventually settled in the Strait of Canso area, where he married Roseann Donnelly and raised a family of 12 children.

Flight Sergeant John Laurence Douglas Brophy

Doug’s father John was the son of John Brophy Sr., Mulgrave, and Margaret Tate, Grosvenor. The couple married at Sand Point in 1860, and John Jr. was born at Mulgrave on February 9, 1864. He and Rose Ann were married at St. Lawrence Roman Catholic Church, Mulgrave, on February 21, 1900. The couple established residence in Mulgrave, where they raised a family of nine children while John worked as lineman for Western Union.

Doug, the Brophy family’s youngest child, completed Grades Primary to 10 at Loggie School from 1925 to 1936. In July 1936, he went to work for Cook Construction Co., Mulgrave, as a time-keeper. Doug’s decision to leave school may have been connected to his father John’s passing at Mulgrave on May 30, 1933. In November 1936, however, he decided to return to school for his Grade 11 year. During his early years, Doug was actively involved in local sports. He played baseball and tennis “extensively” and also participated in track and field, hockey and bowling.

In December 1937, Doug obtained employment as a clerk at T. Eaton & Co., Halifax, but was laid off after the Christmas rush. He returned to Mulgrave, where he worked as a meter reader for the Mulgrave Power Commission from January to October 1939, at which time the “regular man returned” to the position. In December 1939, Doug landed a job as a fireman aboard the SS Scotia ferry, which provided transportation for people, automobiles and trains travelling to and from Cape Breton Island.

After a year of working aboard the Scotia, Doug began to consider military enlistment. In February 1941, he submitted an application to the Royal Canadian Air Force (RCAF). In the meantime, perhaps to bolster his chances of acceptance, he enrolled with the Canadian Army Reserve under the National Resources Mobilization Act and trained at New Glasgow from April 17 to May 7, 1941.

Five days later, Doug attested with the RCAF at its Halifax Recruiting Centre and commenced service with the rank of Aircraftman Class 2 (Pilot or Observer). At the time, he stated that he was his mother’s “sole support” and there were “no other brothers or sisters who can help.” Prior to his enlistment, Doug had provided Rose Ann with $50.00 a month, “which includes board money.”

While understandably nervous and tentative at first, Doug did “fairly well on [his initial] tests after settling down.” On May 13, he was assigned to No. 1 Military District, Toronto, and travelled by rail to Ontario. Two weeks later, he was transferred to RCAF Base Trenton, where he completed his basic training.

On July 15, Doug arrived at No.1 Initial Training School (ITS), Toronto, where he commenced the first stage of his flight training. A note written on his Medical Board form two weeks later provided an overall assessment: “He is keen… and has good potentialities. Will probably learn to relax. Good co-ordination when relaxed.”

Doug’s overall performance demonstrated he was suitable for the “pilot” stream. He achieved an overall grade of 86 % in his course work, placing 77th in a class of 182 trainees. He also settled into his new circumstances: “An enthusiastic and conscientious airman. Determined to progress with studies and confident of success…. [He] is calm and cool. Willing and co-operative.”

On August 24, Doug was assigned to No. 9 Elementary Flight Training School (EFTS), St. Catharines, for the first stage of his flight training. Promoted to Leading Aircraftman (Pilot) after completing his ITS courses, he was about to receive his first flight experience. Over the next six weeks, Doug logged 31:40 hours of dual flight time and 29:30 hours of solo flight time in a two-wing Fleet Finch Mark II plane, along with 10:00 hours in a Link Trainer flight simulator.

Doug’s instructors recommended that he continue training on “S.E.” [single engine] aircraft, and described him as a “keen and intelligent pupil. Smooth on controls; needs practice on aerobatics.” Having achieved an overall grade of 67.9 % in his courses and placed 28th in a class of 35 trainees, Doug proceeded to No. 1 Service Flying School (SFS), Camp Borden, ON, on October 7, 1941.

No. 1 SFS offered trainees the first opportunity to train in Harvard and Yale single-engine, single-wing aircraft. Over a period of three and a half months, Doug logged 41:30 dual hours and 22:40 solo hours of flying time in daylight conditions, and a total of 12:00 hours of night-time training. Instructors  recommended Doug for fighter squadron duty in single engine aircraft, a written comment providing this overall assessment of his performance: “A high average pupil who is a willing worker and tries very hard.”

During his time at Camp Borden, Doug wrote to his sister Emily, wife of Leonard “Len” Webb, Mulgrave, who was proprietor of the local Sweet Shoppe. The correspondence, postmarked January 8, 1942, and written on RCAF stationery, provided Emily with an update on Doug’s training:

“Everything is in a hell of a rush right now. We expect to graduate before the 20th. I had quite a cross country trip the other day. There were 15 aircraft left that morning on X country [sic] and only three got through. I was one of the lucky three. We ran into a snow storm shortly after leaving Borden. Nine of our aircraft were forced down and three turned back to Borden. I got off track about a doz. [dozen] times but managed to complete the trip (400 miles). I flew most of the way at about 50 feet above the ground (lots of fun). Before News Years’ leave I got lost on a X country and had to land when my gas ran out. Was down to Montreal for a few days at New Years. Had a swell time. Montreal is quite a place… Remember me to Len, Sheila, baby [Tom] and thanks… for the swell Xmas gift. Be seeing you soon.”

On January 22, 1942, Doug was promoted to the rank of Temporary Sergeant (Special) and received his Pilot’s Flying Badge. Assigned to No. 1 “Y” Depot, Halifax, the following day, he received two weeks’ embarkation leave before being transferred to the Royal Air Force (RAF) Trainees’ Pool on February 8. The following day, he departed for overseas, where he reported to No. 3 Reception Centre, Bournemouth, UK, on February 20 and awaited further instructions.

Doug was assigned to No. 61 Operational Training Unit (OTU) on March 16. OTUs offered recruits the first opportunity to train in the aircraft in which they would perform combat missions. No. 61 OTU was established at RAF Heston in June 1941 for the purpose of training single-seat fighter pilots in Miles Master and Spitfire aircraft. The Miles Master provided the inexperienced recruits with the opportunity to train in a fast, aerobatic dual-seat aircraft before advancing to the single-seat, high performance Spitfire or Hurricane.

Doug logged three and a half months with No. 61 OTU before receiving a transfer to No. 57 OTU on June 30. Formed at RAF Hawarden, Wales, approximately 15 kilometres west of Chester, UK, in November 1940, NO. 57 OTU also specialized in training single-engine fighter pilots. After three weeks at Hawarden, he was promoted to the rank of Temporary Flight Sergeant with pay, a sign that he was nearing the end of his training.

As with other OTUs, personnel trained in groups, completing simulation drills identical to the actual work carried out by operational squadrons. One important aspect involved flying in formation, in close proximity to other aircraft. While all air operations involved risk, tight formation flight was perhaps the most hazardous, as the slightest error could result in tragedy.

On August 16, 1942, Doug was participating in a training session at Green Road, Higher Kinnerton, Wales. While performing an exercise, his plane “collided with another Spitfire aircraft (in mid-air) and crashed at Green Farm, Kinnerton.” Doug was extracted from the wreck and transported to Hawarden RAF Base hospital, where he was pronounced dead upon admission, the result of “multiple injuries.”

Six days later, RCAF officials sent a telegram to Rose Ann, informing her that [Flight] Sergeant (Pilot) John Laurence Douglas Brophy was “killed 16-8-42 as a result of a flying accident” in the United Kingdom. Doug was laid to rest with full military honours in Hawarden Cemetery, Flintshire, Wales. Rose Ann remained at Mulgrave until the late 1950s, at which time she relocated to Guysborough, where her daughter, Estella Leet, resided. She passed away there on January 19, 1967, and was laid to rest in St. Lawrence Roman Catholic Cemetery, Mulgrave, NS.

Photograph of Flight Sergeant John Laurence Douglas Brophy courtesy of Rosalie McAulay, Guysborough, NS. Text of Doug's letter to his sister Emily (Brophy) Webb courtesy of his nephew Douglas Webb, Cochrane, AB.

Lance Corporal Roland Elwood Richardson—Accidentally Killed June 18, 1942

 Roland Elwood “Rollie” Richardson was born at Goldboro, Guysborough County, on February 21, 1921, the son of Howard Edwin and Clara (Cottie) Richardson. Howard Edwin was a native of Isaac’s Harbour on November 4, 1890, the son of Howard Ephraim Richardson and Clarinda—sometimes recorded as Clorinda, Corlinda or Carlinda—Giffin.

Lance Corporal Roland Elwood Richardson

A prospector by occupation, Howard Ephraim was a native of Sydney, NS. His grandfather, Rev. George Richardson, established parishes across the province and built the first Baptist Church at Isaac’s Harbour around 1840. While Rev. Richardson’s extended family settled at Sydney, his grandson eventually relocated to Guysborough County, where he did extensive prospecting.

In 1862, Howard Ephraim located quartz veins in the Isaac’s Harbour anticline. Thirty years later, he began mining gold in an argillite belt, located at Upper Seal Harbour, that still bears his name. Howard Ephraim operated the Richardson Gold Mining Company until his untimely death at age 60 on October 18, 1903. The mine continued to operate as the Boston - Richardson Mining Company until 1908, and was later taken over by the New England Mining Company. Activity continued at the site in some capacity well into the late 1930s.

Howard Ephriam Richardson

Clarinda Giffin was the daughter of George Giffin, Louis Head, Shelburne County, and Matlida J. Langley, an Antigonish County native. The 1871 Canadian census lists George and Matilda living at Isaac’s Harbour, where 18-year-old “Corlinda” was the oldest of their nine children. Howard Ephraim and Clarinda were married at St Mary’s Baptist Church, Melrose, on October 27, 1871, and established residence at Isaac’s Harbour.

Howard Edwin Richardson was the youngest of Howard Ephriam and Clarinda’s six children. He married Clara Cottie, daughter of Joseph Cottie [sometimes recorded as Coady or Cody] and Margaret Walsh, at Goldboro on August 12, 1920. Clara was living there at the time of the marriage, and the newlyweds established residence in the community, where they raised a family of nine children.

Roland Elwood “Rollie” was Howard Edwin and Clara’s eldest child. According to his military service file, Rollie left public school at age 14. He was employed as a truck driver at Seal Harbour Gold Mines from 1936 until April 1939, at which time he left Goldboro. Before year’s end, he arrived in Timmins, Ontario, where his father was working as a “steel sharpener” at Delnite Gold Mines. Available records indicate that Clara remained at Isaac’s Harbour with the rest of the Richardson children, suggesting that lack of local employment opportunities drew both father and eldest son to the Ontario hard rock mines.

On July 26, 1940, Rollie enlisted with the 1st Battalion Algonquin Regiment’s “D” Company at Timmins. While he stated his occupation as “truck driver,” he was “not working” at the time, which may have been the motivation for his enlistment. Rollie listed his mother Clara as his next of kin and gave her address as Isaac’s Harbour.

The Algonquin Regiment had officially mobilized four days prior to Rollie’s enlistment. Its 1st Battalion  recruited its personnel from the areas north of Toronto, Ontario—North Bay, Muskoka, Huntsville, Haileybury, Cobalt, New Liskeard, Kirkland Lake and Timmins. Recruits initially trained in the Timmins area for several weeks, departing for Camp Borden on September 6 and arriving at their destination the following morning.

"D" Company, Algonquin Regiment, Timmins, ON

That same day, Rollie was admitted to Camp Military Hospital, Camp Borden, suffering from appendicitis. Within 24 hours, he was transferred to Christie St. Hospital, Toronto, where he presumably underwent surgery. Discharged from hospital on September 14, Rollie returned to Camp Borden, where he made a full recovery.

Crowded conditions at the camp prompted military authorities to relocate the Algonquin Regiment to Port Arthur, ON, on October 9. A new camp was nearing completion at nearby Current River and personnel occupied the barracks upon arrival. The remaining construction was completed before year’s end and the unit settled in for the winter.

The battalion spent eight months training at Current River. On January 11 1941, Rollie was admitted to Port Arthur Isolated Hospital with a case of the measles, a common affliction in crowded military barracks. Discharged one week later, he returned to duty. Rollie received two week’s leave in mid-April, although there is no indication as to where he spent this time.The Algonquin Regiment remained in the Port Arthur area until June 4, when personnel travelled by train to Camp Shilo, Manitoba.

The prairie circumstances were not particularly attractive to men used to the wooded environment of Northern Ontario, but the camp’s proximity to Winnipeg offered some consolation while on leave. The summer heat made for uncomfortable days and nights. Nevertheless, the unit’s officers put the soldiers through their paces, moving into advanced training by August. The following month, the battalion participated in a series of combat schemes, including night exercises and dawn attacks.

On November 19, personnel bid adieu to Camp Shilo and travelled by train to Niagara-on-the-Lake, Ontario, where the Algonquin Regiment was tasked with guarding the strategically important Welland and Niagara canals. By this time, the unit had been assigned to the 14th Infantry Brigade, where it served alongside two other Ontario units—the Kent Regiment (Chatham, ON) and the Midland Regiment (Cobourg, ON). The area around the canals was divided into three sections, with each unit assuming responsibility for patrolling one area.

The Algonquins remained at Niagara-on-the-Lake for the duration of the year. The entrance of the United States into the conflict following the Japanese attack on Pearl Harbour, Hawaii (December 7, 1941) changed the complexion of the war significantly and resulted in a re-organization of Canada’s North American defences.

Following the outbreak of war in Europe, the government of Canada agreed to assume responsibility for the defence of strategic assets in Newfoundland, which was a British colony at the time. As a result, Canadian infantry, artillery, air force and navy personnel were deployed at various locations across the island.

In January 1942, the Algonquin Regiment received notice of its transfer to Newfoundland. Later in the month, Rollie enjoyed one week’s “embarkation leave” as the regiment prepared to depart for the island. He was also promoted to the rank of Lance Corporal, an indication that he had impressed his superiors with his leadership potential.

On February 2, 1942, the first group of Algonquin personnel departed Niagara-on-the-Lake for Halifax, where they boarded the Lady Nelson and departed for St. John’s. The party arrived at their destination on February 7. One week later, a second contingent departed Halifax and made its way into St. John’s harbour the following day.

The soldiers were initially deployed at strategic locations in the St. John’s area, guarding a nearby airport and the harbour entrance. Within a month, however, the unit boarded the famous “Newfie Bullet” and travelled to Botwood for their primary assignment. The community is located on the western side of the Bay of Exploits, which stretches for 35 miles before reaching the ocean.

Located between Grand Falls - Windsor and Gander, Botwood possessed an airfield that hosted two squadrons of PBY Canso flying boats. Equipped with torpedoes and depth charges, the planes that patrolled the shipping lanes east of the island, in search of German U-boats lying in wait for Allied trans-Atlantic vessels. The nearby deep natural harbour also provided facilities for the export of ore for the production of base metals, as well as pulp and paper.

A new camp had recently been constructed to the west of the town, sufficient to house half of the battalion, while the remainder occupied an older camp on its eastern side. Specific tasks were assigned to each of the battalion’s four companies. One company provided infantry protection to the heavy gun crews located along the shore of Bay of Exploits and maintained a post at Leamington, to the northwest. A second outpost was established at Lewisporte to the northeast, while a small force was maintained at Notre Dame Junction and Bishop’s Falls.

A second company remained ready to move immediately as a counter-attack force, in the event of a German attack on the area. While U-boat activity highlighted the ever-present danger of an assault from the water, the unit had no direct contact with the enemy during its time on the island. On one occasion, however, an observant sentry spotted a U-boat resting on the surface of the bay. By the time he covered a distance of 12 miles on foot to alert his superiors and returned with reinforcements, the submarine had departed.

A third company underwent drill and training at Botwood, while the fourth acted as a “duty” company at battalion headquarters. The companies rotated through these four tasks every two weeks, ensuring that all personnel received a balanced exposure to each.
 
A document in Rollie’s service record describes a minor incident in which he injured his right knee during routine drill. In his own words, at 12:24 pm May 18, “while undergoing training near Canning Rock, at the sound of the instructor’s whistle, I dropped and in doing so struck my right knee on a stone. I then proceeded back to the Regimental Aid Post at camp myself, arriving there about 13.30 hours [1:30 pm].” The report indicates that Rollie was “sick in quarters” following the injury, but was not admitted to hospital.

Regular duty and training continued throughout the spring, with Rollie playing an active role assisting instructors. While most firing drills involved the use of “dummy” ammunition, it is relevant to note that all soldiers were issued two cartons of live ammunition, each containing 24 rounds. The men carried the cartons in an ammunition pouch that was a standard part of their daily equipment. Over time, the cartons broke apart, resulting in loose rounds sitting in the pouch. Occasionally, when a soldier lay on the ground during training, live ammunition fell out of the pouch and onto the ground.

On the morning of June 18, 1942, “D” Company’s Lieutenant W. T. Bater was supervising a squad of six men as they completed a “TOETs” (test of elementary training) in Bren Gun operation. On this occasion, Rollie assisted Lt. Bater, drawing the required supplies—four empty Bren Gun magazines and six clips of “dummy” ammunition—from “D” Company’s stores and proceeding to the Bayonet Course, north of the camp.

As another group of soldiers was “doing [a] Bayonet Fighting exercise,” Lt. Bater moved his charges “off the course to the West.” The tests then commenced, the men completing the first four of six stages on a rotating basis. Each soldier placed “dummy” rounds into a magazine, loaded the Bren Gun, set the sight, aimed and fired at an “aiming disc,” a device used to determine accuracy.

After prolonged firing, the Bren Gun was prone to jamming, requiring the operator to adjust its four-position regulator to feed more gas to the weapon’s piston. This increased the pressure, ensuring that the weapon would continue to fire. As a result, the fourth test involved having soldiers adjust the weapon’s gas regulator before firing a “dummy round” from each of two of the magazines.

For this stage of testing, Lt. Bater instructed Lance Corporal Richardson to use “a bayonet [as a target] in lieu of an aiming disc.” He later explained: “My reason for the use of the [bayonet] as an aiming disc [in this exercise] was because I found that men do not align on their original target on completion of [the] test and an aiming disc assists the instructor in correcting this fault.”

The first four men completed the fourth stage without incident. The last, Private G. A. Lacombe, later recalled what happened when he assumed operation of the gun:

“We were using six clips and 29 rounds of dummy ammunition with two magazines for the test. During my test[,] two rounds were ejected, one from each magazine[,] which I had changed on the gun. When I had finished my test[,] I left one magazine on the gun and the other was on the ground, I do not know if the first magazine had been refilled. I was not wearing my equipment at the time. Pte. [A. R.] Knott was the only man in the squad wearing equipment. He had fired his tests before me. I did not see any ball [i.e., live] ammunition around. I did not refill the magazines I used after the test.”

The fifth soldier, Pte. A. T. Ryan, then commenced his test. He later described what happened:

 “L/Cpl Richardson was lying facing me about five feet away holding a bayonet, the point of which was stuck in the ground and I was aiming at a small hole in the handle of the bayonet, as I had been instructed by Lt. Bater that morning. I cocked the gun and pulled the trigger on the command ‘Fire’—a dummy round was ejected. I then took off [the] magazine and immediately replaced it [with the second magazine] without examining it. I re-cocked the gun and pulled [the] trigger again. I heard the report of a round being fired and felt the shock of explosion in the gun. L/Cpl. Richardson rolled over and I saw blood on one of his wrists. I did not touch the gun after that—neither did anyone in the squad. I saw an empty cartridge lying near the gun but I did not pick it up.”

At the sound of gunfire, Lt. Bater observed Rollie immediately turn over and noticed blood on his cheeks. Rollie was conscious and lay still as Lt. Bater examined him. As the only visible wound was to his wrist, the officer assumed that he could walk to the Regimental Aid Post (RAP) with assistance and immediately dispatched him with an escort. Lt. Bater then went to the RAP, where he reported the accident to the Corporal in charge and the Officer Commanding (OC), “D” Company.

Rollie’s injuries were more serious than first appeared. At 11:20 am, he was admitted to Botwood Military Hospital, where Captain H. E. Fox, Royal Canadian Army Medical Corps, examined him. He first observed that Rollie was “suffering from GSW [gunshot wound] left hand, left shoulder and chest, and from shock.” The bullet had apparently passed through his wrist and struck his upper body. Captain Fox immediately administered “sedatives, intravenous fluids and supportive treatment to combat the shock.”

Dr. Fox soon realized that the bullet had penetrated Rollie’s chest cavity, causing “lacerations to the left lung and concealed haemorrhage. Blood transfusion was prepared but death occurred from haemorrhage at 1450 hours [2:50 pm] before the blood could be given. Death was due to haemorrhage and shock resulting from laceration of the lung.”

A Court of Inquiry, convened that same day, heard evidence from Lt. Bater, Private Knott, Private Adams, Private Lacombe and Captain Fox, as it attempted to determine what had transpired. During his testimony, Private Knott acknowledged that he “filled magazines with dummies before I was tested[,] but I do not know who filled them before Ryan. [Pte. Lacombe, who fired after Pte. Knott, stated that he did not fill either magazine after his test.]”

Pte. Knott continued:

“I was wearing battle order [dress] and had ball [i.e., live] ammunition in the pouches. I had five clips charged and the rest was loose. I had been issued with 48 rounds and do not think I had 48 rounds that morning as I had lost some during battle drill training about five weeks ago. Lt. Bater did not examine my ammunition before the test. After the accident, Lt. Bater examined my ball ammunition and I then knew that I had only 44 rounds. I cannot account for the four missing rounds. I did not notice any fall out of the pouches during the tests. I had not been warned not to carry ball ammunition on parade that morning.”

After hearing the testimony, the Officers conducting the inquiry concluded that “L/Cpl. Richardson died of a gun shot wound accidentally received while conducting the TOETs.” Major-General L. F. Page, General Officer Commanding, Canadian Troops Newfoundland, concurred, adding:

“In my opinion[,] this fatality would not have occurred had the Officer in charge of the test ensured that the safety procedures laid down were being followed. Private Knott should have been checked for live rounds and as dummy rounds were being used during Test No. 4 no aiming disc should have been used.”

Lance Corporal Roland Elwood Richardson was laid to rest in Botwood Protestant/United Church Cemetery, Botwood, NL. Military authorities initially attempted to contact his mother Clara at Isaac’s Harbour, but soon learned that she and her children had joined Howard in Timmins. After receiving notice of their son’s tragic death, both parents wrote several notes to military officials, inquiring about Rollie’s personal effects. A note from Howard, dated July 29, 1942, stated: “We know that he was banking money as his mother’s allowance was stopped in December 1941[,] as he planned on being married and wanted to save his money.”

Lance Corporal Richardson's Funeral

While Rollie’s parents continued to communicate with military officials throughout the remainder of the year and contacted them again in 1945 and 1946, no documents in his service file indicate that any savings were ever located. Howard and Clara did receive their son’s “Last Pay Certificate”—the sum of $64.71—and in July 1945 officials forwarded Rollie’s service gratuity, a total of $172.50.

Special thanks to Rollie's niece Julia Lockie, Sarnia, Ontario, who provided the portrait of Rollie and photograph of his funeral included in this blog post.