Sergeant (Observer) James Edward "Jimmy" Jamieson—Died in the Line of Duty July 1, 1941

 James Edward “Jimmy” Jamieson was born at Canso, Guysborough County, on August 17, 1913. Jimmy’s mother, Helen “Nellie,” was the daughter of James and Annie “Nan” (Mitchell) Reid, Lossiemouth, Scotland, where Nellie was born. According to Canadian census records, she immigrated to Canada in 1905. Jimmy’s father, Roy Edward, was the son of Edward and Lucinda (Myers) Jamieson, Canso.

Sgt. (Observer) James Edward "Jimmy" Jamieson

Roy and Nellie married at Port Mulgrave, NS, on October 13, 1905. While the couple’s marriage license lists Roy’s occupation as “carpenter,” the Jamieson family had a lengthy history of involvement in the Canso fishery. Roy’s grandfather John was a fisherman, while his father Edward was a master mariner and “wharfinger” (commercial wharf operator).

According to the 1911 Canadian census, Roy and Nellie were residing at Canso, where Roy was employed at a “fish store” and “storage” facility, presumably operated by his father. Sometime after Jimmy’s 1913 birth, the family relocated to North Rustico, PEI, where Roy continued to work in the fish buying and processing business. The couple’s second son, Joseph Thomas “Joe,” was born there on September 8, 1916. Shortly afterward, the family returned to Canso, where a daughter, Jean Lucinda, joined the family on March 19, 1918.

According to available documents, Nellie and her two young sons made at least one trans-Atlantic voyage to Scotland, returning to Canada in June 1920. A later note in Jimmy’s service file indicated that he attended one year of public school at Lossiemouth. The trans-Atlantic passenger records suggest it may have been the 1919-20 school year, not 1920-21 as stated in military documents.

Nellie and her three children were residing at Port Hawkesbury at the time of the 1921 Canadian census, although Roy is not listed among the household’s members. According to his service record, Jimmy attended elementary school at Canso from 1921 to 1923, and completed his public and high school education—Grades 10 and 11—at Port Hawkesbury from 1923 to 1931. During his adolescent years, Jimmy played baseball and was captain of the “1st team” at Hawkesbury High. Family descendants recall that he was an excellent swimmer.

After his Grade 11 year, Jimmy worked as a foreman for his father’s Canso-based company, R. E. Jamieson Ltd. Family sources state that, among other ventures, the company pioneered in the export of live lobster to the United States, packing the crustaceans in barrels between layers of seaweed.

After four years’ employment in his home community, Jimmy decided it was time to broaden his horizons. In the spring of 1935, Jimmy departed for central Canada. According to a reference letter from Canso Mayor Leslie R. Croucher, he planned “to visit Toronto and other places on a vacation.” In the event that Jimmy should seek employment, Mayor Croucher assured prospective employers: “He is a young man of the highest character,… fully qualified to fill any position for which he may apply.”

A second reference from Rev. George E. Levy, United Baptist Church Minister, Canso, described Jimmy as “a young man of good character, temperate habits, worthwhile ideals and a good student. Furthermore, I should say that [there is] no need [to] have any fears in employing Mr. Jamieson in a position [where] honesty, industry and trustworthiness are expected.”

The letters of recommendation earned Jimmy a position as a salesman with White & Co. Wholesalers Ltd., Toronto. During his first four years in the city, he boarded at the Toronto YMCA, 40 College St. When he departed the facility for other accommodations in the spring of 1939, the YMCA’s Residence Secretary described Jimmy’s time there in glowing terms:

“It gives me great pleasure to state that at all times his conduct has been that of a gentleman. He can be trusted absolutely to meet his financial obligations, and he is the type of man whose presence is highly desirable in any Association building or elsewhere.”

Shortly after Canada’s September 10, 1939 declaration of war on Germany, Jimmy applied for a commission as a “provisional pilot officer” with the Royal Canadian Air Force (RCAF). On October 9, he completed the required medical examination at Toronto. The resulting report included only common childhood ailments—measles and whooping cough—on an otherwise clear bill of health. Jimmy listed hockey and cricket as his sporting activities, while boating was a recreational hobby.

The RCAF application process stretched into the following year. On April 29, 1940, Jimmy completed an interview and personality assessment at the RCAF Toronto Recruiting Centre. At the time, he stood five feet six inches and weighed 145 pounds (66 kilograms). Documents related to the interview describe his appearance as “healthy, short, refined [and] clean,” and his dress as “conservative, clean and neat, smart.”

Jimmy’s personality assessment describes his demeanour as “very polite and gentlemanly,” his intellect as “quick, organized [and] accurate,” and his personality as “confident, mature [and] pleasant.” Overall, Jimmy received an “average” rating, his examiners recommending him for training as an “observer.” Considering his educational background, this was his likely RCAF path, as standards for the “pilot” training stream favoured at least partial completion of a post-secondary program.

On June 6, 1940, Jimmy formally attested for “air crew std. [standard]” service with the RCAF at Toronto. Before month’s end, he commenced “Course No. 3” at No. 1 Initial Training School (ITS), Toronto. Comments on his “Air Observer Pupil Report” describe Jimmy in these words: “Good reliable type. Will make a good observer.”

Jimmy completed his initial training on July 20 and enjoyed eight day’s leave before departing for No. 2 Air Observers’ School, Edmonton, AB. From August 5 to October 26, he completed Course No. 4, a program that consisted of two components. One portion involved daytime and night-time flights as 1st and 2nd Navigator in a Lockheed Anson. Altogether, Jimmy logged 52.5 hours of flight time, eight of which took place at night. His flight assessment report described him as “good material” for the role.

The second component—ground training—involved navigational and flight-related courses, covering such topics as compasses and instruments, signals, maps and charts, meteorology, photography and reconnaissance. Jimmy scored 758 out of a possible 1,000 points and placed 16th in a class of 40 air observer cadets. Comments on his final report described him as a “conscientious, careful worker.” While his Air Navigation rating was “average,” Jimmy earned an “above average” rating as an Air Observer.

On October 27, Jimmy reported to No. 2 Bombing and Gunnery School, Mossbank, SK, where he commenced Armament Training Course No. 1. Over the ensuing six weeks, he logged 8.45 hours of bombing drill and 2.30 hours of gunnery training, all daytime flights. Jimmy achieved a score of 204 out of 300 points in bombing, and 137 out of 200 point in gunnery. Overall, he earned a percentage mark of 77 and ranked fourth in a class of 36 cadets.

An evaluation report made several comments on Jimmy’s performance. With regard to bombing, instructors stated: “Will be a very good bomb-aimer. Some inexperienced pilots. Bombs could not be plotted on B 6 exercises because of snow.” In reference to his air gunner training, “inexperienced pilots” meant that there was “insufficient time to complete [the] exercise.” Overall, Jimmy received a very positive assessment: “Thorough, studious[,] and at the same time, a very good, soldierly airman. Should be considered for commission[,] pending results of A. N. S. [Air Navigation School]. Air work above average.”

On December 9, 1940, Jimmy received his Air Observer’s Badge and was promoted to the rank of T[emporary]/Sergeant. That same day, he commenced Course No. 4 at Air Navigation School (ANS), Rivers, MB. Jimmy logged 32.50 hours in the air as 1st and 2nd Navigator, under both daytime and night-time conditions. His performance warranted a score of 185 out of 250 points and another positive assessment: “Keen worker, will improve with experience.”

In the ground training component, Jimmy completed a course in Astronomical Navigation (Plotting and Training), achieving 170 out of 250 points. While his rating was “average” and he placed 28th in a class of 36, written comments were once again impressive: “Hard worker, has grasped the subject well…. Resourceful. Should make a dependable air observer.”

While stationed at Rivers, MB, Jimmy completed his RCAF Officers’ Application, listing a total of 73 hours and 35 minutes of flying time. His final ANS assessment, dated January 13, 1941, stated that Jimmy had passed with an overall mark of 73.6 percent and a rank of 15 in a class of 36 cadets. Assessed as “above average,” his superiors recommended Jimmy for a Commissioned Rank, with the supporting comment: “Quiet and gentlemanly. Should make a good officer.”

On January 26, Jimmy was assigned to No. 3 Manning Depot, RCAF Station, Rockcliffe, located along the banks of the Ottawa River, east of the national capitol. Upon arrival, he was placed in the Embarkation Pool, which contained RCAF personnel destined for overseas service. On February 8, Jimmy was officially “taken on strength” by Eastern Air Command Embarkation. One week later, he departed for the United Kingdom, and was officially “taken on strength” overseas on March 2.

Jimmy was assigned to No. 15 Operational Training Unit (OTU) on March 15, 1941. As the name suggests, OTUs represented the final stage of training before assignment to an active squadron. All air crew trainees completed three months with an OTU before being assigned to an operational squadron. While OTUs training bomber crews occasionally participated in actual missions, their personnel usually performed more routine operations, such as coastal surveillance and home defence. Each OTU focused on training crews for a specific branch of the RAF—bomber, fighter or transport.

No. 15 OTU was formed in August 1940 and was based at Harwell, Berkshire, west of London, at the time of Jimmy’s arrival. The unit was part of No. 6 Group, RAF Bomber Command, and prepared its personnel for service with night bomber crews aboard Vickers Wellington aircraft. The planes flown by OTU personnel had been discarded by operational squadrons and thus were prone to various malfunctions, often resulting in precarious experiences for their crews. In fact, RAF OTUs lost more than 1,600 aircraft during the war, many due to accidental crashes over land and sea. The majority of the lost planes were Wellingtons.

On June 23, 1941, Jimmy was assigned to Middle East Command (MEC), which oversaw RAF aircraft operations in North Africa and the Mediterranean Sea. The major Allied focus at the time was the island of Malta, located south of Sicily. Controlled by the United Kingdom at the outbreak of the war, the small island’s strategic location was crucial to the Allies’ ability to attack Italian supply lines from the air and sea. The opening of a new front in North Africa in June 1940 enhanced Malta’s importance and resulted in a sustained German and Italian campaign to bomb the island into submission. The air assault continued until late 1942, when significant German losses in North Africa finally relieved the pressure.

One of the tasks assigned to RAF crews during the “siege of Malta” involved “ferrying” the required aircraft from the United Kingdom to the island. One week after Jimmy was assigned to MEC, he found himself fulfilling air observer duties aboard a Lockheed Hudson destined for Malta. The twin-engine, American-built plane was designed for light bomber, coastal reconnaissance, transport and maritime patrol duties.

On July 1, 1941, Jimmy’s aircraft was officially reported missing. Family sources state that crew members in an accompanying aircraft later reported observing it explode in mid-air, possibly the result of hostile fire. The aircraft and its crew were never located. A note in Jimmy’s service record states that he was presumed dead, due to a “flying accident [while on] ferrying duty, overseas, continent of Europe.”

Sergeant (Observer) James Edward Jamieson’s name is inscribed on the Malta Memorial, erected at Floriana, Malta, in 1954. The monument is dedicated to the memory of 2,298 Commonwealth air personnel who perished in the Mediterranean Theatre during the Second World War and who have no known final resting place.

Malta Memorial, Floriana, Malta

Jimmy’s younger brother Joe also enlisted with the Canadian armed forces during the war. He was later selected for the First Special Service Force (FSSF), a joint Canadian - American unit organized in 1942 that came to be known as the “Devil’s Brigade.” FSSF personnel served in the Aleutian Islands, Italy and France before the unit was disbanded in December 1944, its members dispersed to other existing units. During his time with the unit, Joe rose to the rank of Sergeant and was awarded the Bronze Star Medal in February 1945, “in recognition of distinguished services in the cause of the Allies.”

Sgt. Joseph Thomas "Joe" Jamieson

After the war’s conclusion, Joe returned to Guysborough County, where he married Sarah “Sadie” Feltmate, took up residence at Guysborough and raised a family of three sons. Joe Jamieson passed away at Guysborough Memorial Hospital on March 18, 2007, and was laid to rest in Fourth Hill Cemetery, Canso.

Photographs of Jimmy and Joe Jamieson courtesy of Paul Long, Guysborough, NS.

Able Seaman Charles Seyward Goodwin—Perished at Sea March 16, 1941

Charles Seyward Goodwin was born at Canso, Guysborough County, on March 18, 1917. Charles’ father, Howard Glenwood Goodwin, was a native of Argyle, Yarmouth County, while his mother, Minnie Olivia, was the daughter of Elisha and Christina Carter, Queensport, Guysborough County. The couple married at Canso on January 24, 1914, and welcomed two daughters—Catherine (1914) and Doris Christine (1915)—into their home before Charles’ arrival. Minnie gave birth two more sons, Laurier Howard (1919) and Reginald (1921), before tragedy struck the family.

 

Howard’s marriage license lists his occupation as “fisherman.” On December 8, 1921, he and a crew-mate were ”overcome with coal gas” while working aboard a fishing vessel near Sekonnet Point, Rhode Island. Howard was rushed to Truesdale Hospital in nearby Fall River, MA, but medical staff were unable to revive him. According to a contemporary item in a local newspaper, Howard’s remains were transported to Canso for interment, although there appears to be no headstone there marking his final resting place.

Left to raise a family of five young children following her husband’s death, Minnie never re-married and remained at Canso, where her family could provide support, for two decades. Charles, the oldest of her three sons, followed in his father’s footsteps, earning a living at sea. Sometime after the outbreak of the Second World War, he joined the crew of the steam merchant J. B. White as an Able Seaman, a rank that implies at least two years’ experience at sea.

Built in 1919 by Skinner & Eddy Corp., Seattle, WA, for the United States Shipping Board (USSB), the J. B. White was initially christened the Jadden. After a lengthy period of service with USSB, the 7,375-ton vessel was placed in its reserve fleet. A shortage of available steam merchants resulted in its transfer to Canada in 1941, at which time the ship was assigned to Atlantic Transportation Co., Montreal, QC, and re-named the J. B. White.

In February 1941, the newly acquired vessel, under the command of Master J. W. R. Woodward, loaded 2,500 tons of steel and 4,500 tons of newsprint at Mobile, AL, and departed for Halifax, where it was assigned to Convoy HX-112. On March 1, the 41-vessel convoy departed for Manchester, UK, traveling northeastward past Newfoundland and the southern tip of Greenland before heading eastward, south of Iceland, across the North Atlantic toward its final destination.

On March 15, German submarine U-110 first sighted the convoy west-southwest of the Faroe Islands and alerted other U-boats in the area. The following day, two submarines—U-110 and U-99—attacked the convoy. U-99, under the command of Korvettenkapitän Otto Kretschmer, sank five vessels and damaged a sixth, while U-110 damaged a seventh vessel. U-99’s first sinking victim was the J. B. White. Master Woodward and 37 crew members successfully abandoned ship. Rescued by HMS Walker, the survivors safely arrived at Liverpool, UK, on March 21.

Two members of the J. B. White’s crew perished in the March 16, 1941 sinking—Boatswain Jack Henry Visser, Braughing, Hertfordshire, UK, and Able Seaman Charles Seyward Goodwin, Canso, NS. Charles’ name is engraved on the Halifax Memorial, Point Pleasant Park, Halifax, NS, erected in memory of military personnel and merchant seamen who perished at sea during the First and Second World Wars.

In the early 1940s, Minnie and her children moved to the Halifax area. Following her passing in 1972, she was laid to rest in Fourth Hill Cemetery, Canso. Minnie and Howard’s oldest child Catherine relocated to Montreal, QC, where she married and raised a family. Her sister Doris married Appleton Hurst Roberts, a Canso native, and settled in Dartmouth. Doris passed away in 2015 at the age of 100.

Minnie and Howard’s son Laurier emigrated to the mid-western United States after the Second World War. After his passing, his remains were returned to Canso, where he was buried. His brother Reginald served in the Royal Canadian Air Force during the Second World War and lived in the Halifax area for the remainder of his life.

Ordinary Seaman Bayne W. Gammon—Perished at Sea September 22, 1940

 Bayne W. Gammon was born at New Harbour, Guysborough County, in 1921. His father Garfield was a native of Tor Bay, the son of Edward and Sarah (Barss) Gammon. Bayne’s mother Lila Belle was the daughter of Joseph and Roseanne Slater, Roachvale. The couple married at Roachvale on November 27, 1912, and welcomed two daughters—Viola Rosanna (DOB September 26, 1913) and Evelyn Melinda (DOB March 9, 1916)—into their home before Bayne joined the family. 

Left to right: Viola, Bayne & Evelyn Gammon

 

On January 31, 1938, Garfield unexpectedly passed away at home. Sometime after his father’s death, Bayne left home and travelled to Hampton, Prince Edward Island, where he found employment as a farm labourer. On June 3, 1939, he wrote a letter to his mother Lila, providing her with an update on his circumstances:

“I have been getting your letters all right[,] but when I am done work in the evening, I feel like dropping in my tracks wherever I may be….[My employer] is a driver…, a pretty hard man to work for, although I like him and his sister pretty good…. I was using the single and gang ploughs this afternoon and I had to drive the three horses and hold the ploughs [at] the same time. Boy, it was hard work and a warm day at that…. It certainly brought the sweat out onto me. I was some hungry and tired when supper time came….

“I don’t have much time to myself, only when I go to bed and on Sundays, but I always have to milk the cows and feed the calves and do all the barn work up before I can go to church, both in the morning and at night. So don’t worry if you don’t hear from me… often, because I am so tired when I am through work that I don’t feel like writing or anything else."

 

Bayne Gammon (school photo)

 

The demands of farm labour may explain why Bayne contemplated finding another line of work. Having been born and raised in a coastal community, it is perhaps not surprising that he decided to pursue a career at sea. Following the outbreak of the Second World War, he enlisted with the merchant marine and was assigned to the crew of SS Frederick S. Fales with the entry rating of “Ordinary Seaman.”

Bayne Gammon (c. 1939)

 

The 10,525-ton merchant marine tanker was built for Oriental Tankers Ltd., Hong Kong at Monfalcone, Italy. Launched in 1939, the ship transported vital fuel supplies from South America to the United Kingdom after the outbreak of war in Europe. In late summer 1940, the Frederick S. Fales loaded its cargo—14,000 tons of fuel oil—at Curaçao, Venezuela, and set sail for Halifax, NS.

Upon reaching its destination, the vessel was assigned to Convoy HX-72, which consisted of 41merchant ships, and spent several days in port before departing for Glasgow, Scotland. On the eve of the vessel’s departure, Bayne sent a postcard with a brief note to his mother Lila, postmarked 11:30 pm September 3: “Dear Mamma, I am leaving on an oil tanker for England in a little while, like it good. Have to go on board again at midnight…. will be gone for a little while.”

Convoy HX-72 departed for the United Kingdom shortly afterward. On September 20, the German submarine U-47 first sighted the convoy as it approached the British Isles and broadcast its location to other U-boats. On the night of September 20/21, German submarines sank three vessels and claimed a fourth victim shortly after daybreak. The losses continued throughout the evening of September 21 as other submarines arrived in the area. One U-boat—U-100—managed to sink an astonishing seven vessels over a 48-hour span.

Among U-100’s victims was the Frederick S. Fales, targeted at 01.52 hours September 22, 1940, while located 340 miles west of Bloody Foreland, Ireland. Struck on its port side by two torpedoes, the Frederick S. Fales’ stern went under in less than five minutes. While HMS La Malouine rescued 28 crew members later that day, the vessel’s Master Frank Ramsay, 19 crew members, and one gunner perished in the sinking. Most of the losses occurred when the sinking ship capsized to its starboard side, striking one of its lifeboats.

Ordinary Seaman Bayne Gammon was one of 19 crew members who lost their lives in the sinking. His name is engraved on the Halifax Memorial, Point Pleasant Park, erected in memory of Canadian military and merchant marine personnel who perished at sea during both world wars.

Halifax Memorial, Point Pleasant Park

Several months after Bayne’s death, an unidentified crew mate—a resident of Musquodoboit Harbour, Halifax, County—wrote a letter to his grieving mother Lila, dated December 1, 1940:

“Dear Madam:

I am a survivor of the Frederick S. Fales [on] which your dear son had lost his life. As I was one of the last to join the ship, I did not know Bayne very well but I knew he was a[n] ordinary seaman and was on duty at the time my ship [sank]. John [“Jack”] Beanland [Montreal, QC] was with him and told Bayne if anything happened to come [to] where he was, and he did. He never said a word and when the boat was going down they lowered a life boat and Bayne was in it…. [T]he bow of the ship struck the boat which Bayne was in and it was the last his ship mate seen [sic] him. As I was a wiper in the engine room, I never seen [sic] much of them on the deck. The ship was torpedoed two times at about 11 o’clock at night. We was [sic] off the Irish coast about 500 miles…. I know it must be sad for those loved ones to realize that their only boy is gone, but he died for his country. If there is anything I could do to help you, I would wish you would let me know….”

Altogether, Convoy HX-72 lost 11 ships, while three other vessels suffered damage. The number represents the greatest losses to that point in the war—a total of six vessels were lost in August 1940. The sinkings increased in subsequent months—German U-boats claimed another 32 vessels in November 1940—and continued at a frightening pace throughout the next three years. It was not until 1944 that Germany’s ability to wage war at sea declined significantly as Allied forces applied increasing military pressure on enemy forces in Europe.

Gammon family photographs and letters courtesy of Gary Sponagle, Dartmouth, NS.