Teacher Resource Centre

HMCS Haida

HMCS Haida docked at her current home in Hamilton, ON
© Parks Canada 2005

Overview:
This lesson plan focuses on the history of HMCS Haida - the last of the Tribal class destroyers. Students will learn about the important role HMCS Haida played during World War II, the Korean War and the Cold War. Students will examine the process for nominating a person of national historic significance in order to ensure important aspects of Canadian history are not forgotten by future generations.

Curriculum Connections:
For a complete list of curriculum connections, please go to the Teacher Resource Centre website at www.pc.gc.ca/education .

Estimated Time:
75-150 minutes

Required Resources:

• "HMCS Haida , Rescue at Sea" Illustrated Booklet - download from the Teacher Resource Centre web site.
• Appendix A - "HMCS Haida - Canada's Fightingest Ship"
• Appendix B - HMCS Haida - Tribal Class Fact Sheet
• Appendix C - HMCS Athabaskan - Tribal Class Fact Sheet
• Appendix D - Biography of Harry DeWolf and glossary
• Appendix E - Biography of Jack Hannam and glossary
• Appendix F - Transcript from Jack Hannam's Video: "Motor Cutter Odyssey"
• Appendix G - Background information on the process for designating a national historic site, person or event
• Appendix H - Teacher Sample Assignment

Suggested Additional Resources:

Class set of "Rescue at Sea" Illustrated booklets (30) and copy of video (5 mins) "In a Class of Her Own". Contact HMCS Haida National Historic Site of Canada to order - 905-526-0911 or email haida.info@pc.gc.ca

Video - " Historylands - HMCS Haida " available through Goodearth Productions - Educational Distributor, McNabb & Connolly,
60 Briarwood Ave.
Port Credit, ON
L6G 3N6
Telephone: 905-278-0566
Fax: 905-278-2801
E-mail: mcnabbconnolly@homeroom.ca

Teacher Background:

During WWII, 27 Tribal class destroyers were built for the Royal Navy (16), the Royal Canadian Navy (8), and the Royal Australian Navy (3). Of these ships, 13 were sunk during the war and another 13 were scrapped after the war. HMCS Haida is the only one remaining of this famous class of ships.

What is a Tribal class destroyer?

The following quotation from author Dr. Barry Gough best answers that question:

"Her tale is Canada's best kept secret. Her Majesty's Canadian Ship (HMCS) Haida ranks as one of the finest warships of historical record. Haida 's service was as worldwide as it was various.

Her class, or design, derived from the era between the First and Second World Wars. This class of fleet destroyers resembled pocket cruisers, for they boasted a powerful armament to match their remarkable engines and hull design. As such, they heralded an age of sea warfare in which inshore and channel operations, as well as offshore cruising and patrol duties, called for a special type of destroyer. That class bore the name "Tribal".

They were a breed of their own: fast, heavily-gunned, and capable of working independently, in groups, or in conjunction with larger units, including battleships, cruisers and aircraft carriers. Their duties extended beyond fleet protection and distant surveillance. Their tasks included blockade and convoy work, support for amphibious operations, and providing aid to partisans ashore. Their obligations involved shore bombardment, "train busting", patrol work, and surveillance. Their work also ranged to hunting and killing submarines. Not least, their duties encompassed search and rescue, humanitarian relief, ceremonial functions, and "showing the flag", that indispensable duty of naval services everywhere". (Gough, Barry. HMCS Haida : Battle Ensign Flying, Vanwell Publishing Limited: St. Catharines, ON. © 2001, p xi.)

"The number of warships still surviving that were involved in D-Day and the invasion of Normandy (6 June 1944) can be counted on the fingers of one hand. Haida is the only Canadian warship, of that famous day in the liberation of France from Nazi tyranny, to survive. The others are the cruiser HMS Belfast , London; the battleship USS Texas , Houston; the Polish destroyer Blyskawica , Gdynia; and one Liberty Ship, Jeremiah O'Brien , San Francisco. Apart from the celebrated corvette HMCS Sackville (in Halifax), Haida is the last surviving RCN [Royal Canadian Navy] warship of the Second World War. Canada's largest historical artifact, her importance grows with time. Her significance is emerging from the mists of the past". (Gough, p xi)

Included within this lesson plan is the illustrated booklet entitled, "HMCS Haida : Rescue At Sea" , which describes the true story of a daring rescue at sea during World War II. The Captain and crew of HMCS Haida risked it all to save the men of their sister ship HMCS Athabaskan which was sunk by enemy fire on April 29, 1944. The sinking of the Athabaskan was Canada's greatest naval loss during World War II. The motor cutter rescue that is described within this story was extraordinary in its heroics because command was not in charge, and the individuals involved acted on their own accord. The booklet is available as an Adobe Acrobat file that can be downloaded from the Parks Canada Teacher Resource Centre web site . If you wish to use copies of the booklet in your classroom, class sets are available for purchase. Please contact us for more information (see Suggested Additional Resources ).

HMCS Haida was very fortunate as she avoided the scrapyard, and was declared a national historic site in 1984. She is now located on Pier 9 in Hamilton, Ontario. The ship is open to the public from mid-May to mid-October. For further information please call 905-526-0911.

Note of Interest:
You may want your students to research and discuss the history of HMCS Sackville , which is the only surviving Flower-class corvette in the world. The Sackville participated in the Battle of the Atlantic and World War II. HMCS Sackville is a national historic site, located in Halifax, Nova Scotia. For additional information, please refer to their website at: http://www.hmcssackville-cnmt.ns.ca .

Part A: Understanding HMCS Haida 's Important Role in Canadian History

Procedure:

HMCS Haida - Canada's Fightingest Ship (3 page article)

• Have the students read the article entitled, "HMCS Haida - Canada's Fightingest Ship" (Appendix A) which provides an overview of Haida 's career with the Royal Canadian Navy and describes events that occurred after she was decommissioned in 1963.

After reading the article, have the students reflect on the career and contributions of Haida , by asking the following questions:

1. Which aspects of Haida 's career support her being referred to as "Canada's most famous war ship".
2. Write a short paragraph describing the role Haida played in representing Canada during World War II.

HMCS Haida - Rescue at Sea (14 page illustrated booklet)

Pre-reading Activity

• Divide the class into groups of 3. Using the illustrated booklet , provide each group with a copy of the image at the top of page 7 (scramble net image) and a copy of the image at the bottom of page 7 ( Haida with lights shining and survivors in the water).
• Examining these 2 images, students are to answer the following questions:
  What do you think has taken place?
  Describe what the people are doing. (Be specific)
  What do you think happened after this?
• The students will now read the illustrated booklet entitled, "HMCS Haida - Rescue at Sea" which chronicles the true story of a daring rescue at sea during World War II. The Captain and crew of HMCS Haida risked it all to save the men of their sister ship HMCS Athabaskan , which was sunk by enemy fire on April 29, 1944.

Part A - Activity 1

After reading the illustrated booklet, have the students answer the following questions:

1. Why were Haida and Athabaskan out on patrol alone on the night of April 29th, 1944? Do you think they should have been sent out alone? Why or why not?
2. Does this story give you a better appreciation of the role of Canada's navy during WWII? Why? What is the role of the Canadian Navy today?
3. Only two of the three men from Haida who jumped into the motor cutter to help pick up survivors were awarded "Mention in Dispatches", a form of commendation for bravery. Jack Hannam was not decorated for this event. Why do think that decision was made? Do you agree with the decision? If not, write a nomination (2 short paragraphs) for a MID (Mention In Dispatches), describing the role Jack played in this event and why he is deserving of such recognition.
4. The sinking of HMCS Athabaskan was the largest Canadian naval loss during WWII. Why do you think information about this event is not well known? How does it differ from the more famous attack on Pearl Harbour or the D-Day landings?

Part A - Activity 2

Writing Exercise

Each year, a memorial service is held at HMCS Haida on the Sunday before the 29th of April to remember those who died as a result of the sinking of the Athabaskan . You are asked to write a poem, a short story, or a half page article, (to be read aloud during the ceremony), describing the sinking of the HMCS Athabaskan and the sacrifices Haida 's crew made that night in trying to rescue the survivors.

Part B: Nomination Process for Designating a Person, Place or Event as Nationally Significant

The timeline in the article, "HMCS Haida - Canada's Fightingest Ship" (Appendix A) , indicates that Haida was declared a national historic site in 1984. Such designation is granted when a place has a direct association with a nationally significant aspect of Canadian history. There are over 900 nationally historic places, people and events designated throughout Canada.

Procedure:

• Teacher reads Appendix G (Process for Designating a Person, Place or Event as Nationally Significant) to become familiar with the criteria and process used to designate a person, place or event as nationally significant.
• Teacher explains to the students the criteria for designating a place as national historic significance.
• Teacher has the students refer back to the article, "Canada's Fightingest Ship" and have the students do the following exercise:

Part B - Activity 1

In 1984, HMCS Haida was declared a national historic site. Which aspects of Haida 's history would you include on the Historic Sites and Monuments Board of Canada's designation plaque in order to effectively describe Haida 's role and contributions toward Canadian history and the important events she was involved in.

• Teacher asks the class to share some of the items they felt should be included on the plaque text. Teacher then writes the HMCS Haida 's plaque text on the blackboard for all students to read.

HMCS Haida 's National Historic Site's Designation Plaque

The Historic Sites and Monuments Board plaque text reads:

HMCS HAIDA is the last of the Tribal Class destroyers which saw heavy action with the Australian, British and Canadian navies during World War II. Built for the Royal Canadian Navy at Newcastle, England, in 1942, this ship served on the frigid Murmansk run and in clearing the English Channel for the Normandy invasion. She helped sink 14 enemy vessels. HAIDA was recommissioned in 1952 and served two tours of duty with the United Nations in Korea, taking part in shore bombardment, blockades, and attacks on trains.

• As a class, students are encouraged to discuss the items they proposed to be included in the plaque text, versus what the plaque actually states. Do you agree with this text? Which of Haida 's events/honours do the students feel should have been mentioned in the plaque text? Why?

Part B - Activity 2

• Teacher explains the criteria for designating a person of national significance to the class.

IMPORTANT NOTE: the criterion states that a person cannot be nominated until he/she has been deceased for at least 25 years. Explain to the students, that although DeWolf and Hannam do not meet this criterion (DeWolf died in 2000, and Hannam is still alive), their significance to Canada warrants a nomination to become designated as a person of national significance.

• Teacher reviews the nomination process and explains each of the eight sections for the submission (using the student worksheet provided)
• Teacher explains to the students that they will be writing a submission for either Vice Admiral Harry DeWolf, or LCdr Jack Hannam, to designate him as a person of national significance. Note: The three Haida crew members who helped to rescue Athabaskan survivors in Haida 's motor cutter Bill Cummings, William McClure and Jack Hannam are all worthy of national recognition. For the purposes of this lesson plan, we chose Hannam for designation.
• Teacher distributes copies of Vice Admiral Harry DeWolf's biography and glossary (see Appendix D ), along with a copy of "HMCS Haida Rescue at Sea" illustrated booklet to those students who are writing DeWolf's nomination.
• Teacher distributes copies of LCdr Jack Hannam's biography and glossary (see Appendix E ), along with the transcript from "HMCS Haida 's Cutter Odyssey" (see Appendix F ) to the students who are writing Hannam's nomination.
• Students conduct independent research on these two individuals to find additional information about the place, events and ship(s) he served in.

Using the attached student worksheet, have the students write the nomination for either Vice Admiral DeWolf or LCdr Jack Hannam as a person of national significance. The students should prepare their nominations according to the criteria for submission to the Historic Sites and Monuments Board of Canada.

While the students are conducting research and deciding what to include in their submission, have them consider details such as:

1. When the Athabaskan was hit, (then Commander) DeWolf ordered Haida 's crew that, "All boats that will float to be lowered and let go without crews" (pg 6, HMCS Haida Rescue at Sea.) What does that say about the character of Jack Hannam?
2. Before the end of his career, Commander DeWolf received the "Distinguished Service Order". What does this honour mean?
3. What honours / special recognitions have DeWolf and Hannam received in the past?

NOTE: Appendix H contains a completed sample worksheet for teacher reference.

Nominating A Person of National Significance - Student Worksheet

1. Identification of Applicant
   Name:

   Address (street, city, province, postal code):

   Phone Number:

2. Identification of the subject
   Name of the proposed person :

   Describe the individual's field of endeavour:

   What are the significant dates (birth and death of the person)?

3. Criteria
   Explain briefly the national importance of the proposed person, in keeping with the relevant HSMBC criterion and/or guideline from the "Criteria, General Guidelines and Specific Guidelines" (see Appendix G ).
4. Existing historical recognition
   List additional designations relating to this person. If these have resulted in a commemorative plaque, provide the text(s) of these plaques and the name of the authority responsible for the designation.
5. Documentation
   Where claims of historical significance are made, they must be supported by references. Cite the source of your historical information: books, reports, oral tradition, or other. Documentation should also include historical photographs or other graphic materials.
6. Suggestions for further research
   These may include: historical sources, photograph collections, documentation, literature, references, personal contacts, etc.
7. Federal Riding
   In which federal riding is the person located? This information helps with the ceremony planning should the person be designated of national historic significance.
8. Proponents / Interested parties
   List the names, addresses, telephone numbers, and affiliations of individuals or organizations who may be affected by, or in favour of, a potential designation of this person.

Part B - Activity 3

Inform the students their nomination was accepted by the Historic Sites and Monuments Board of Canada to designate their person as nationally significant! Using the nomination submission they wrote in Activity 2 , students are now required to write the text for the bronze plaque designating the person as nationally significant.

Guidelines for Writing the Plaque Text:

• Maximum ten lines of text (or 3 to 5 sentences). Shorter texts are acceptable providing the purpose for national significance is adequately described
• Ensure the text can be understood by the general public. This plaque may be the first time the reader has heard about this important person, so ensure the language is easily understood.
• When writing the text, use an active voice wherever possible (avoid was and were)

Once the students have written their plaque text, have them write a short paragraph justifying the location as to where they feel the bronze plaque should be erected (in the person's home town? At HMCS Haida in Hamilton, ON? At one of Canada's naval bases?)

Rubric : Part A, Activity 2

A written piece (poem, short story, or half page article) to be read at a memorial service for those who died during the sinking of the Athabaskan

A quality piece should:

• describe the sinking clearly and accurately
• note the sacrifices of the Haida crew in the rescue efforts clearly and accurately
• demonstrate an understanding of the nature of duty, heroism, and sacrifice
• should have impact on the audience so that the ideas are communicated effectively and with some depth of feeling

Criteria	Superb Performance	Sound Performance	Weak Performance
Description of sinking: how accurate is the account?	Completely accurate with no factual errors and easy to follow	Accurate with only minor details missing or unclear	Accurate with at most one error or major detail missing. Easy to follow
Account of sacrifices: how well is the nature of sacrifice understood?	Thorough understanding of the concept of sacrifice. Links to related concepts of duty and / or heroism	The nature of sacrifice is understood though not clearly linked to related concepts	The nature of sacrifice is partially understood in fact it is referred to in the account though not developed
Reading of the text: does this convey the mood of the ceremony?	Read so that audience might imagine / feel what is what like to be there	Solid, clear reading though lacking in emotional impact	Clear reading with minor hesitations and / or stumbles over words

Rubric: Part B Activity 3

Writing the text for the plaque

A quality performance should include:

• meeting the requirements for the amount of text
• clearly written for a varied public audience
• an informed reasoned justification for the plaque's location

Criteria	Superb Performance	Sound Performance	Weak Performance
Designation of a person of national significance: how well does it fulfill the requirements?	All requirements met (maximum text length, name and designation of person, national significance clearly indicated and justified)	Most requirements met (maximum text length, name and designation of person, national significance indicated)	Most requirements met (maximum text length, name and designation of person, national significance not clearly indicated)
Text for plaque: how clear is the text?	Anyone over 10 years old would find the explanation clear and easy to follow.	Adults would find the text easy to follow.	Some minor gaps may require explanation to first time readers with no prior knowledge of the designated person
Justification for location paragraph: what criteria is used to justify the location? how well is this presented?	Clear, reasoned informed justification for located of plaque	Justification obvious and defended with minor gaps in facts or logic	Justification may be well presented but not effectively supported by clear evidence

Rubrics written by:

John Myers
Curriculum, Instructor
Teacher Education Program
Secondary and Elementary Pre-service
Ontario Institute for Studies in Education, University of Toronto

APPENDIX A

HMCS Haida : "Canada's Fightingest Ship!"
By Sara Wilson, Parks Canada

It is hard to imagine that a ship made of 1,927 tons of steel could have contributed so greatly to Canadian and world history. HMCS (Her Majesty's Canadian Ship) Haida represents the Canadian naval experience during World War II, the Korean War and the Cold War. Her rich history and numerous battle honours have dubbed Haida "The Fightingest Ship in the Royal Canadian Navy."

HMCS Haida is the last remaining Tribal Class Destroyer in the world. Twenty seven of these ships were constructed in England between 1937 and 1945 to serve the British, Australian and Canadian navies. The Canadian 'Tribals' were modified so that they could handle the harsh conditions of the North Atlantic and Arctic Oceans. The improvements in the ship's structure and technology played an integral role in Haida 's long career.

HMCS Haida at sea
© Department of National Defence

Haida represents a time in our history when Canada's international reputation was budding. Canadians made numerous wartime contributions on land, in the air and at sea. These achievements began molding our identity as a strong and independent nation.

In the late 1930s with the threat of war looming, the Canadian navy was quickly growing. The Royal Navy was designing stronger state-of-the-art destroyer ships that were equipped with new technology and more armament than ever before. With this improved design the British hoped to rival the brawny destroyers of the Italian, German and Japanese navies.

Canada viewed these ships as their best tool for battle at sea. The Canadian navy purchased a total of 8 Tribal Class Destroyers. The ships had many victories and played an indispensable role with the allied forces during World War II.

HMCS Haida 's keel was laid in England in 1941. She was commissioned into the Royal Canadian Navy in 1943, which marked the beginning of a tremendous 20-year career at sea.

Haida gun crew firing Bofor guns
© Department of National Defence

Her first task with the Royal Navy at Scapa Flow, was escorting supply convoys to Russia on the dark and frigid waters of the Murmansk Run. This job was dangerous as many German U-Boats (submarines) were littered below the ocean surface. It was here that Haida earned her first battle honour.

In December of 1943 at the battle of North Cape, Haida helped lure the hiding German battlecrusier Scharnhorst into battle with HMS Duke of York . The Scharnhorst was sunk and Haida had her first triumph.

In 1944 Haida joined the 10th Destroyer Flotilla with Polish and British naval units in Plymouth, England. The mission of the Flotilla was to clear the English Channel of enemy ships in preparation for the historic D-Day landings. During this time Haida earned her reputation as a ship to be reckoned with. Haida was involved in the sinking of 14 enemy vessels, more than any other ship in the Royal Canadian Navy.

Late in April 1944. Haida and her sister ship Athabaskan were off the coast of France when they surprised two German destroyers. The Canadian 'Tribals' pursued the German ships. A torpedo struck the Athabaskan causing a large explosion and her eventual sinking. Haida continued on alone, pinning one of the German ships hard ashore and driving the other away. Haida 's captain, Harry G. DeWolf, and a brave crew returned to the Athabaskan to rescue their fellow seaman now afloat in the water. Haida 's boats were lowered and nets were hung over the side of the ship for the exhausted crew to climb up to safety. Haida waited seventeen minutes before the ensuing daylight forced her back across the Channel. The bravery of Captain DeWolf and Haida 's crew saved 48 men that day.

Sadly, 85 Athabaskan sailors went to POW camps and 128 lost their lives in this tragic event. Haida continued fighting, anxious to avenge the honour of her fallen sister ship.

Haida was instrumental in protecting the allied transportation paths to the beaches of Normandy for the pivotal events of D-Day on June 6, 1944. As well, Haida successfully blockaded German supply convoys in the Bay of Biscay, giving allied forces an advantage over the Germans.

In the final months of World War II Haida was sailing in familiar territory, back on duty escorting supply convoys on the Murmansk Run. She also participated in the liberation of Norway in 1945.

Members of Haida 's crew washing the hull
© Department of National Defence

After World War II Haida underwent a major refit and her radar, sonar and communications systems were upgraded. In the 1950s Haida 's new destiny was to participate in anti-submarine warfare. She was converted into a Destroyer-Escort and her pennant number was changed from G63 to 215. This redesign was fully completed in 1952, as Cold War tensions were building.

Haida had two tours of duty in Korea between 1952 and 1954. She fought alongside the United Nations forces blockading supply lines, protecting aircraft carriers and destroying communist supply trains, (also called "train busting".) After the Korean War the remaining decade of Haida 's career was peaceful. She participated in various training missions with the North Atlantic Treaty Organization (NATO) in the Canadian Atlantic Fleet.

Despite her outstanding battle record Haida 's fate, as most other ships in history, rested at the bottom of the ocean or in the scrap yard. Of the 27 Tribal Class Destroyers that were built, 13 were sunk during World War II and the other 13 were scrapped. Haida was decommissioned in 1963 and she too was scheduled to make her way to the scrap yard until a group of businessmen (HAIDA Inc.) rallied to save Canada's most famous war ship. They purchased the ship and opened it as a floating museum in Toronto. In 1970, Haida was purchased from HAIDA Inc. by the Ontario Government and was docked at Ontario Place in Toronto in 1971. She became a training facility for sea cadets and a proud monument to the Canadian navy.

In 1984 Haida was designated a National Historic Site by the Historic Sites and Monuments Board of Canada. The ship was recognized for being the only surviving Tribal Class Destroyer in the world as well as for her many contributions during World War II, the Korean War, the Cold War and assisting the UN and NATO.

In 2002 ownership of HMCS Haida was transferred to the Parks Canada Agency (federal government). Haida underwent a 9-month restoration process in preparation for her move to a new port in Hamilton, Ontario. Haida 's hull was severely corroded and would need to be repaired before she could re-open as a museum. Over 12,000 cultural artifacts were taken off the ship and stored until the restoration was completed. Haida left the lagoon at Ontario Place in December of 2002 and was tugged across Lake Ontario for restoration in the Port Weller dry dock. Four tons of steel hull plates were replaced and extensive work to her superstructure was completed before she sailed to her new home in Hamilton. Haida officially reopened during a ceremony in August of 2003, 60 years after her commissioning.

HMCS Haida is the last of the Tribal Class Destroyers and her international contributions during wartime make her an invaluable symbol of Canadian history. The journeys and experiences of Haida and the crew that served in her is evocative of the many Canadians who fought and died in the Royal Canadian Navy in the twentieth century. HMCS Haida National Historic Site of Canada will remain a floating tribute to the bravery and tenacity of all Canadian veterans.

HMCS Haida Time Line

1941
Aug. 30th, Construction of Haida begins in Newcastle, England

1943
Aug. 30th, Haida is commissioned into the Royal Canadian Navy.
Oct.-Dec., Haida escorts supply convoys on Murmansk Run to Russia.

1944
Feb. 15th, Haida joins the 10th Destroyer Flotilla in Plymouth, England. Charged with the task of clearing enemy vessels off the coast of France for D-Day landings in Normandy.

Apr. 26th, Haida sinks Elbing Class Destroyer T-29 (German).

Apr. 29th, Sister ship HMCS Athabaskan torpedoed by German Destroyer and sinks. Haida forces the enemy away and rescues 48 Athabaskan survivors.

Jun. 6th, (D-Day) Haida protects allied convoy lanes to the Normandy beachheads in 'Operation Neptune'.

Jun. 24th, Haida and HMCS Eskimo sink German submarine U-971 in the Bay of Biscay and rescued 53 Germans.

Aug. 6th, Haida along with other destroyers sink 9 enemy vessels in the English Channel. Two of Haida 's gunners killed in a gun explosion in the Y-turret (the only casualties in her 60 year history).

Sep. 29th, Haida arrives in Halifax, NS for a rest and refit.

1945
May 8th, War in Europe ends and Haida assists with the liberation of Norway.

1949
Nov. 19th, Haida rescues crew from a downed American B-29 Bomber off the coast of Bermuda. Haida begins a major refit to become a Destroyer-Escort to be used in anti-submarine warfare.

1952
Haida 's refit is completed
Nov., Haida 's first tour of duty in Korea with UN forces.

1953
Dec., Haida 's second tour of duty in Korea.

1954
Oct., Haida 's duty in Korea finished.

1955
Aug., Haida becomes part of the first Canadian Destroyer Squadron and participates in NATO training exercises for the next five years.

1960-1962
Sep., Haida joins the Canadian Atlantic Fleet and participates in NATO missions in Canada and Bermuda.

1963
Oct. 11, Haida is de-commissioned and a brief ceremony is held as the crew leave the ship for the final time.

1964-1970
Haida is spared from the scrapyard by Haida Inc., is moved to Toronto and opened as a floating museum and is purchased from Haida Inc. by the Ontario government.

1971-2002
Haida is towed to Ontario Place in Toronto and remains a museum.

1984
Haida is declared a National Historic Site of Canada.

2002
Haida is purchased by Parks Canada and undergoes major hull / structural restoration in Port Weller.

2003
Haida is moved to her new home in Hamilton, Ontario and opens as a museum once again.

Field Trips to HMCS Haida
Climb aboard "Canada's Most Famous Warship" and walk the decks of history with your students! Located at Pier 9 in Hamilton, Ontario this unique National Historic Site is owned and operated by Parks Canada. For more information phone (905) 526-0911 or visit http://www.pc.gc.ca/haida

Exploring Haida on the web
Friends of HMCS Haida : http://www.hmcshaida.ca
National Defence: http://www.forces.gc.ca

APPENDIX B

TRIBAL CLASS FACT SHEET
HMCS Haida G63/DDE 215

HMCS Haida at sea
© Department of National Defence

Brief History

HMCS Haida , the fourth Tribal class destroyer to be built, had her keel laid on 30 August 1941. She was launched on 25 August 1942 from Newcastle-on-Tyne, England. Haida entered service and was commissioned for the Royal Canadian Navy (RCN) on 30 August 1943. She would serve in the defence of Canada for an amazing 20 years. Her record is garnered with many honours and she rightly holds the name of " Canada's famous warship ".

Haida began her career as a convoy escort, guarding merchant ships, which were bringing much needed supplies to our Russian allies. This was a treacherous job and would take her north of the Arctic Circle. This route was known as the "Murmansk Run". In her first few months of service, Haida helped to take part in a major action that crippled the German Navy ( Kriegsmarine ). Haida was escorting convoy JW-55B along with two of her sisters, Iroquois and Huron . She managed to help lure out the massive German battleship Scharnhorst which was then engaged and sunk by HMS Duke of York .

In early 1944 she joined the 10th Destroyer Flotilla based in Plymouth, England. She joined a mixed group of Polish, British and other Canadian ships. Here she played an integral role in helping to clear the English Channel before the invasion of Europe, known as D-DAY.

On the morning of 29 April 1944, Haida and her sister ship Athabaskan , were on patrol near the coast of France. Suddenly, the two ships were engaged in battle with two Kriegsmarine destroyers. In the end, Haida had sunk one and severely damaged the other. Sadly, Athabaskan was sunk as well. Luckily, Haida managed to rescue 48 members of the crew. Unfortunately, they had to leave the others behind because they had to leave the area, since she herself was in great danger and could have easily been sunk as well. To avenge her sister, assisted in the sinking of 11 enemy vessels during the remainder of the war.

Eight days after the Allied troops were victorious in Europe, known as VE Day, Haida along with her sister ship Huron took part in a very special event. They received orders to steam from England to the Norwegian port town of Trondheim. They were selected to go and liberate the town from their occupiers. Once in town, they were welcomed as heroes and a huge celebration was held. Haida then went around the country spreading the message of liberation to the people of Norway. After some time, Haida received orders to return to her base of Scapa Flow in Scotland.

Once there, she received new orders to "Return to Halifax" and she headed home. Upon her arrival in Canada, the crew were welcomed as heroes. Not long after, new orders were given to prepare the ship for war in the Pacific. The ship was to enter refit, but during this time Japan surrendered, meaning that the crew would not have to venture to Asia.

Haida then joined the RCN's reserve fleet, but was brought back into service in 1947. When hostilities broke out in Korea, Haida was once again sent back into action. She performed two tours of duty in Korea between 1952 and 1954. While there, she became part of the United Nations' Train Busters Club by successfully helping to cripple the movement of North Korean supplies via coastal railways.

After going through a major refit to upgrade the ship's radar, sonar, and communications systems, Haida became part of the RCN's anti-submarine fleet. Here she served with the Canadian Atlantic Fleet and operated alongside North Atlantic Treaty Organization (NATO) forces. She did this to protect Canadian and allied waters against the new Soviet maritime threat.

In 1963, Haida made a farewell Great Lakes tour just prior to being paid off. It was then decided that the ship would be turned into scrap metal. During this time a commercial pilot by the name of Neil Bruce toured the ship and felt a profound attachment to it. He along with some businessmen formed Haida Inc. and purchased the ship for $20,000 dollars (a sizeable sum in 1963). Since then the ship has served as museum to the public. In 2002, the ship was brought under the care of Parks Canada and moved from Ontario Place in Toronto to its new home at Pier 9 in Hamilton, Ontario.

HMCS Haida Data

Builders: Vickers-Armstrong, High Walker Yard, Newcastle-on-Tyne; England.
Engine by: Parsons Marine Steam Turbine Co., Wallsend; England.
Laid Down: 29 September 1941.
Launched: 25 August 1942 (by Lord Mayoress of London).
Commissioned: 30 August 1943.
Pennant numbers: G63 / DDE 215
Paid off: 11 October 1963

Unique Story

In November of 1949, Haida was conducting exercises off the coast of Bermuda when a radio call was sent out that an American B29 bomber had gone down and all ships in the area rushed to the site. Haida was the first ship to arrive and she rescued the airmen. In addition to receiving many letters of thanks, because the co-pilot was from Texas, Haida 's crew were given certificates naming them "Honourary Texans" which entitled them to wear cowboy boots, a ten-gallon hat and to conduct themselves as Texans.

Ship's Motto and Badge

HMCS Haida 's motto - Haida does not have a motto.

HMCS Haida had both an unofficial crest during World War Two and an official crest designed by the Royal Canadian Navy.

Her unofficial crest on the left represents the Haida nation divided into the families of the raven (top) and eagles (middle) who are noted for hunting the sea otter (bottom) for their hides, and oil for their lamps and foods. The lines behind the otter represent the northern lights that were seen during convoys to Murmansk.

Her official crest, on the right, demonstrates her relationship with the Haida nation as well. Traditionally, the two-headed thunderbird flaps its wings causing thunder and lightning flashes from its eyes. In HMCS Haida 's case, when the thunder represents the roar of her guns across the sea and the lightning the flash from the barrels.

Sources:

Brice, Martin. The Tribals: Biography of a Destroyer Class. London: Ian Allan, 1971 pp 130-139.

Gough, Barry. HMCS Haida : Battle Ensign Flying, Vanwell Publishing Limited: St. Catharines, ON. 2001.

Proc, Jerry. Friends of HMCS Haida Web Site. October 2005 http://www.hmcshaida.ca

APPENDIX C

Tribal Class Fact Sheet
HMCS Athabaskan (1) G07

Brief History

HMCS Athabaskan was the second Tribal Class Destroyer built for the Royal Canadian Navy (RCN). Athabaskan was commissioned into service on February 3rd, 1943 at Newcastle-on-Tyne, England. Athabaskan served in the RCN for just over a year and two months and her short career was plagued with damage resulting in many trips to the dockyard for repairs.

After successfully completing her trials, HMCS Athabaskan began her career patrolling the Iceland Faeroes Passage in the North Atlantic. HMCS Athabaskan and HMS Bermuda were patrolling when they encountered a storm on March 30th. The two ships were faced with high winds and rough seas. As a result, some of her hull plates began to separate and she spent five weeks in drydock for repairs.

Following this refit, Athabaskan participated in Operation Gearbox III, which took place in June 1943. HMCS Athabaskan and HM Ships Bermuda, Cumberland, and Eclipse provided the Allied troops isolated in Spitsbergen, Norway in the Arctic Circle, with supplies.

On June 18, Athabaskan was returning to Scapa Flow, the Royal Navy's chief naval base, when her steam controls jammed. As a result, she hit HMS Brigate while attempting to dock and, once again, needed to undergo hull repairs. She underwent temporary repairs at Scapa Flow, but then went for a more extensive refit in Plymouth, a naval base in South West England.

Athabaskan 's second refit lasted one month, and, once it was completed she began conducting anti-submarine patrols in the Bay of Biscay, located on the western coast of France. In total, Athabaskan completed five trips to the Bay of Biscay in 1943.

While returning from the first voyage, as part of Force 'W', which began in the early evening of July 19th and ended on July 24th, Athabaskan picked up five enemy sailors who were floating on a life raft. These five men were the only survivors from the German submarine U-558 that was sunk four days earlier by an Allied aircraft. The survivors were brought aboard and given food, blankets and drinks.

In the early hours of August 27th, Athabaskan and HM Ships Grenville, Egret, Rother and Jed set out for Falmouth Bay to operate. It was not long before they encountered eighteen enemy planes carrying one HS 293 glider bomb each. HS 293 glider bombs were radio-controlled missiles with 650-pound warheads that could travel at speeds of more than 600 km p/h. During the battle that ensued, five aircraft approached Athabaskan , launching three glider bombs in her direction. One missile hit the ship near the wheelhouse on the port side, went through the Chief Petty Officers' mess and flew out the starboard side before blowing up. Several crewmembers were injured, three crewmembers died, and the ship was severely damaged and taking on water.

Once again, after miraculously getting their ship back to England, HMCS Athabaskan had to spend two months in drydock in Plymouth. During this period, Athabaskan had a change of command. LCDR John Stubbs was the new Captain taking over from Cdr. George R. Miles. Athabaskan 's first assignment after this refit was a second voyage to the Arctic.

In early 1944, Allied ships began clearing the English Channel, in preparation for D-Day. As part of this operation, Athabaskan joined the 10th Destroyer Flotilla. On the 26th of April, Athabaskan along with HMC Ships Haida and Huron, assisted in the sinking of a German destroyer, T29. As T29 was sinking, her crew continued to fire the guns and one member of Athabaskan 's crew was killed and four others were injured.

A few days later, on April 28th, Haida and Athabaskan encountered two German destroyers off the coast of France and a fierce battle ensued that lasted until the early hours of the next day. Just after 0400 on the 29th, both German ships fired torpedoes. One spread went in the wrong direction, but the other hit the Athabaskan on the starboard side. The explosion caused a lot of damage and started a fire aboard and all men were ordered to abandon ship. Haida continued pursuing the German ships, but returned to help the Athabaskan . Haida was able to rescue 48 survivors, 128 members of Athabaskan 's crew lost their lives that night, and the remaining 85 were taken as prisoners of war.

HMCS Athabaskan Data

Builders: Vickers-Armstrong, High Walker Yard, Newcastle-on-Tyne; England.
Engine by: Parsons Marine Steam Turbine Co., Wallsend; England.
Ordered: 5th April 1940.
Laid Down: Autumn 1940 (as Iroquois ).
Launched: 15th November 1941 (as Athabaskan by Lady Tweedsmuir).
Commissioned: 3rd February 1943.
Pennant numbers: G07

Unique Stories

Historically, if the name of a ship is changed after its keel has been laid, it is considered to be extremely unlucky for a ship and its company.

When the Royal Canadian Navy decided to build four Tribal Class destroyers, they announced that Iroquois would be the first Tribal launched and Athabaskan would be second although construction of both ships began on the same day, September 19th, 1940. The construction of these Tribal Class destroyers was widely publicized and created a great deal of excitement for Canadians.

At first construction of both ships went smoothly; however, air bombing by the German Luftwaffe damaged the Iroquois and production was going to be delayed. Nonetheless, to avoid disappointment, representatives from the Navy decided that Athabaskan would be launched as Iroquois so they could remain on schedule. The name change was official when Iroquois was launched on September 23rd and Athabaskan 's fate supports this age-old superstition.

Some say that Athabaskan 's mascot, a cat named Ginger, sensed the ship was going to be in trouble. It behaved very strangely before the ship left on her last patrol on April 28th, 1944. Haida and Athabaskan were moored side by side and, as they began to separate and pull away, Ginger tried to jump on to the Haida . This happened a few more times until there was too much distance between the two ships and Ginger had to stay on Athabaskan . On April 29th, Ginger was pronounced MPD: Missing Presumed Dead.

Ship's Motto and Badge

HMCS Athabaskan 's motto is "We fight as one".

HMCS Athabaskan 's official badge was never completed; however, Signalman WG Stewart, who died on April 29th, 1944 designed this unofficial badge that reflects the traditions of the Athapaskans, as the tribe was traditionally called, who settled between the south western US and north western Canada. The Athapaskans were known for their hardy strength and endurance against all odds.

Sources:

Burrow, Len, and Emile Beaudoin. Unlucky Lady: The Life and Death of HMCS Athabaskan 1940-44. Toronto: McClelland and Stewart, 1987.

Brice, Martin. The Tribals: Biography of a Destroyer Class. London: Ian Allan, 1971, pp 66-70.

Gough, Barry. HMCS Haida : Battle Ensign Flying, Vanwell Publishing Limited: St. Catharines, ON. 2001, pp 71-84.

Proc, Jerry. Canadian Tribal Association - Athabaskan . October 2005 http://www.jproc.ca/cta/athab1.html

APPENDIX D

VICE ADMIRAL H.G. DEWOLF
Canada's Most Decorated Naval Officer

'Hard Over' Harry

Henry "Harry" George DeWolf was born in Bedford, Nova Scotia on June 26, 1903. At the age of fifteen, he moved across the country to British Columbia to enter the Royal Naval College of Canada, beginning his 42 years of service in the Royal Canadian Navy. DeWolf, Canada's most decorated naval officer, began his career between World War I and World War II serving in Royal Navy and Royal Canadian Navy ships, and received training in gunnery, torpedo and navigation. This training served him well as DeWolf earned the nickname, 'Hard Over' Harry for his aggressive ship handling.

Early in his career, DeWolf specialized in navigation and served aboard Canadian destroyers as Navigating Officer and Executive Officer . He worked at Naval Headquarters in Ottawa in 1935 and 1936 where he was made assistant director of intelligence and plans. He was then promoted to Lieutenant Commander and attended the Royal Navy Staff College in Greenwich, England in 1937.

HMCS St. Laurent
From October 1939 until July 1940, DeWolf was the Commanding Officer of HMCS St. Laurent , a river class destroyer that had a crew of 230 men. Under DeWolf's command, HMCS St. Laurent was the first Royal Canadian Navy ship to exchange shots with the enemy in World War II. During this time, DeWolf carried out the first of two major rescues of his career.

HMCS St. Laurent was on anti-submarine patrol on July 1st, 1940 when it came across the wreck of SS Arandora Star . This luxury liner was being used by the Royal Navy to transport prisoners of war to Canada and it had 1300 passengers aboard when it was sunk by a German U-boat . Although DeWolf and the crew of St. Laurent were at risk of being sunk, the crew began hauling in as many survivors as possible. Three hours later, St. Laurent had 859 survivors on board who had to be rushed to the lower decks to avoid capsizing the overcrowded ship. St. Laurent 's crew had to find space for the extra passengers until the next day when they landed in Greenock, Scotland.

Following his service aboard St. Laurent, DeWolf spent time ashore working at HMCS Stadacona and HMCS Venture in Halifax, Nova Scotia. During this time, he received many important promotions. In 1940, he was promoted to Commander and Staff Officer in charge of Operations at Stadacona and to Acting Captain in 1941. While at HMCS Venture he served as Chief Staff Officer and Commanding Officer Atlantic Coast. Before DeWolf returned to sea action, he served at Naval Headquarters in Ottawa as Director of Plans in 1942.

HMCS Haida
After spending three years at Naval Headquarters, DeWolf was chosen to command the tribal class destroyer, HMCS Haida , when she was commissioned on August 30, 1943. Haida began her career escorting convoys through the North Atlantic to Murmansk, Russia. In 1944, Haida was transferred to Plymouth, England as part of the 10th destroyer flotilla where she participated in exercises to clear the English Channel for D-Day. As part of the 10th Destroyer Flotilla, Haida helped sink a German Destroyer, T-29 on April 26th. In addition, it was during these operations in the English Channel in 1944, that DeWolf led the second major rescue operation of his career.

During a night patrol on April 29, HMCS Haida and HMCS Athabaskan were pursuing two German ships when a torpedo hit the Athabaskan causing serious damage and eventually sinking it. Haida continued to pursue one of the German ships, eventually forcing it to crash ashore, before returning to aid the Athabaskan . When the crew arrived at the Athabaskan 's last known location, DeWolf decided that all of Haida 's available boats be lowered and that the crew would wait for 15 minutes to rescue as many crewmembers as possible. This decision was especially difficult because DeWolf knew that the Haida was very close to an enemy minefield, German U-boats were in the area and daylight was approaching. Haida 's crew managed to rescue 48 men from the water but, sadly, 128 men lost their lives and another 85 were taken as Prisoners of War.

For the next few months, Haida continued assisting in clearing the English Channel for D-Day. Haida helped sink two German Destroyers, ZH1 and Z32 on June 9th, 1944 who were en route to interfere with the Allied efforts to prepare for the Normandy invasions.

On June 24th Haida and HMS Eskimo were conducting sweeps of the Channel when they were called to the site where U-971, a German U-boat, was detected. The two ships immediately began dropping depth charges causing U-971 to surface and Haida fired, hitting it and eventually sinking it.

On July 1st, shortly after the sinking of U-971, DeWolf was promoted to the rank of Captain. During July, Haida began patrols off the coast of France in the Bay of Biscay to interfere with German shipping efforts.

Haida assisted in the sinking of three German ships in the Bay of Biscay and she received credit for sinking a German trawler on July 15, 1944. Almost one month later, Haida helped sink two German ships during a battle off the coast of France.

Haida crossed the Atlantic in September for a refit in Halifax, NS and DeWolf left the Haida on December 18, 1944 after assisting in the sinking of 14 ships.

Post HMCS Haida
DeWolf returned to Naval Headquarters as Assistant Chief of Naval Staff in January 1945 where he was promoted to Acting Commodore . He remained at Headquarters until 1947 when he returned to sea duty as the Commanding Officer of the aircraft carrier HMCS Warrior from January 18th, 1947 to April 1948. Following this he commanded HMCS Magnificent (aircraft carrier) until September 1948.

DeWolf spent the remaining years of his career on shore. Upon leaving the Magnificent DeWolf went to the naval base in Esquimalt, British Columbia and was promoted to Rear Admiral and he occupied the position of Flag Officer Pacific Coast until August 1950. He returned to Naval Headquarters as Vice-Chief of Naval Staff in 1950.

In 1952, DeWolf was sent to Washington, DC to represent the Canadian Navy on a number of important international committees. Among other things, DeWolf was the Representative of the North Atlantic Treaty Organization (NATO) Military Committee and the Principal Military Advisor to the Canadian Ambassador.

In 1956 DeWolf returned to Naval Headquarters to take over the post of Chief of Naval Staff and was promoted to the rank of Vice Admiral , which is the highest rank a person can hold in the Royal Canadian Navy. Admiral DeWolf retired in 1961 after 42 years of service.

Dewolf's Honours
DeWolf's contribution is demonstrated by the amount of recognition he received from the Royal Canadian Navy and his international peers.

He was awarded Mention In Dispatches (MID) on four separate occasions. He received his first two MIDs while he was aboard HMCS St. Laurent for his command of the ship during the early convoy escorts and work in the evacuation of France. His third MID was awarded for his bravery and skill in anti U-boat operations in the English Channel. His final MID was awarded for the Haida 's role in the sinking of U-971 on June 24th, 1944.

DeWolf was awarded the Distinguished Service Order (DSO) in August for the Haida 's role in the English Channel on the 26th and 29th of April, 1944 when the Haida helped sink the German ships T-29 and T-27.

In addition, DeWolf received the Distinguished Service Cross (DSC) for his courage, skill and devotion in action with German destroyers in the summer of 1944.

DeWolf also received international recognition from Britain, the United States, France and Norway. He was awarded the Commander of the British Empire (CBE) after being appointed Assistant Chief of Naval Staff in January 1945. He received the United States Legion of Merit - Officer. France recognized him with two awards: Legion of Honour (Officer) and the Croix de Guerre avec Palme en Bronze on August 29th, 1947. In addition DeWolf was also awarded King Haakon VII Cross of Liberty from Norway.

Following his retirement, DeWolf received additional recognition from Canada. In 1992, a park located on the waterfront in Bedford, Nova Scotia was named after him. In 1998, DeWolf was given the Admirals' Medal in recognition of his life accomplishments as one of Canada's most highly respected Naval Officers. Admiral DeWolf died two years after receiving this award on December 18th, 2000.

Sources:

"Blue Star's S.S. Arandora Star : One of the Lucky Five." Blue Star Line Web Site. October 2005 http://www.bluestarline.org/arandora.html

Burrow, Len, and Emile Beaudoin. Unlucky Lady: The Life and Death of HMCS Athabaskan 1940-44. Toronto: McClelland and Stewart, 1987.

Gough, Barry. HMCS Haida : Battle Ensign Flying, Vanwell Publishing Limited: St. Catharines, ON. 2001.

Leblanc, Daniel. "Obituary: Harry DeWolf: Vice-admiral was navy's most decorated officer." Globe and Mail . 22 December 2000: R18.

Proc, Jerry. Friends of HMCS Haida Web Site. October 2005. http://www.hmcshaida.ca

"Top Command To Change August 1: Vice Admiral DeWolf Retiring After 42 Years in RCN." Crowsnest Magazine April 1960: 5.

Glossary For H.G. DeWolf's Biography

Commander - Order of the British Empire (CBE) - With WWI lasting longer than expected and no suitable way to reward services to the war effort by civilians at home and servicemen in support positions, King George V created another order with five levels. The first two levels confer knighthood, and since 1935, have not been available to anyone retaining Canadian Citizenship. The three levels - Commander, Officer and Member - have been available to Canadian citizens. The order could be given generously for services to the Empire at home, in India and in the Dominions and colonies. The order was created mainly to award non-combatant services to the war and was to include women, whom most existing orders excluded. When the order was created in 1917 it had only one division, but was divided into Civil and Military divisions in 1918. The order at any level can be awarded for gallantry as well as for service.

Reason for DeWolf's award:
Commodore De Wolf has held various administrative appointments, including that of Director of Plans, at Naval Service Headquarters at a time of rapid expansion in the R.C.N. As Commanding Officer of one of HM Canadian Tribal Class Destroyers (HMCS Haida ), he served at sea with unparalleled success during the invasion of the Continent. On being re-appointed ashore, he now holds the position of Assistant Chief of Naval Staff, which appointment is being filled with perspicacity and ability.

Commissioned - In military organizations, a commissioned officer is a member of the service who derives authority directly from a nation's ruler or head of state (such as the Queen), and as such holds a commission (the authority to undertake certain functions) from that power. Similarly, when a ship is commissioned it is formally entered into service with the navy. Commissioned officers usually study military science at a college, university or military academy and intend to make a career in the military. In contrast, non-commissioned officers tend to receive much less training and education before they are put to work and often leave the military after the end of their initial term of commitment.

Destroyer - A class of warship very fast relative to its length, generally equipped with torpedos, anti-submarine equipment, and medium-calibre and anti-aircraft guns.

Distinguished Service Cross (DSC) - Originally designated the Conspicuous Service Cross (1901-1914), the Distinguished Service Cross was awarded to naval personnel, from Warrant Officer to Lieutenant, for the performance of meritorious or distinguished services before the enemy. In 1939, Commanders and Lieutenant-Commanders were also made eligible for the DSC. Members of the air force or army serving with the fleet were also eligible.

Reason for DeWolf's award:
For outstanding courage, skill and devotion to duty in H.M. Ships Tartar, Ashanti, Eskimo, Javelin, and H.M. Canadian Ships Haida and Huron in action with German destroyers

Distinguished Service Order (DSO) - The order was established for rewarding individual instances of meritorious or distinguished service in war. This is a military order for officers only, and while normally given for service under fire or under conditions equivalent to service in actual combat with the enemy, it was awarded between 1914 and 1916 under circumstances which could not be regarded as under fire. After January 1, 1917, commanders in the field were instructed to recommend this award only for those serving under fire. Prior to 1943, the order could be given only to someone Mentioned-in-Dispatches. The order is generally given to officers in command, above the rank of Lieutenant-Colonel and awards to ranks below this are usually for a high degree of gallantry just short of deserving the Victoria Cross.

Reason for DeWolf's award:
For gallantry and distinguished service as Senior Officer of Destroyers in successful destroyer night actions in the English Channel on 26th and 29th April 1944.

Executive Officer - the position held by the officer aboard a ship who is second in command.

King Haakon VII's Cross of Liberty - Instituted: May 1945.

Reason for DeWolf's award:
For outstanding and decisive contributions to the Norwegian cause during World War 2.

The (French) Legion of Honour - The Legion of Honour is France's highest decoration. It was created by Napoleon Bonaparte in May 1802 and first bestowed on July 15, 1804. It is awarded for gallantry in military action or twenty years distinguished service in military or civilian life for work that enhances the reputation of France through scholarship, arts, sciences, politics, etc.

Reason for DeWolf's award:
For services at sea in the war against the enemy.

Legion of Merit - Authorized on July 20, 1942, and amended on March 15, 1955, this was the first United States decoration created specifically as an award for citizens of other nations, and it is the first award to have different "degrees" to conform with the decorations of other countries. It is awarded to members of the United Nations Armed Forces for exceptionally meritorious conduct in the performance of outstanding service to the United States. Originally awarded to both officers and enlisted men, the Legion of Merit has been continuously upgraded since its inception. Currently the recipient must occupy a position of great responsibility and would normally be a high ranking officer of staff or flag rank.

Reason for DeWolf's award:
For exceptionally meritorious conduct in the performance of outstanding service while serving as Chief Staff Officer to Rear-Admiral G.C. Jones, RCN. He frequently conferred with Commander Task Force Twenty-four and his staff in connection with planning and the operational control of the surface forces under Commander Task Force Twenty-four. His excellent professional grasp of strategic and tactical situations, together with his intelligent and cooperative attitude, contributed materially to the success of operations conducted by Commander Task force Twenty-four.

HMCS - During WWII "His" Majesty's Canadian Ship - after the death of King George VI in 1952 it became "Her" Majesty's Canadian Ship for Queen Elizabeth II.

HMCS Stadacona - the barracks or living quarters for naval personnel when they were stationed to the east coast of Canada. It was located in Halifax, NS. The quarters included accommodation, sports and recreations facilities, shore patrol facilities and detention cells. It also included the naval gunnery and torpedo antisubmarine schools.

HMCS Venture - A "depot" ship that was assigned by HMCS Stadacona to provide human resources functions to the ships. In 1941, it was assigned to the 3rd Royal Navy Squadron to accommodate Royal Naval seamen attached to the Admiral's staff. Today it is a Junior Officers Training Facility in BC.

Mention in Dispatches (MID) - Dispatches are official reports from senior officials, which detail action that took place and mention the names of people who made significant contributions.

Refit - the placing of a ship into a drydock to allow for work to be done on the hull or equipment changes to prepare and equip it for future use.

U-boat - is any of the German submarines of World War I, World War II or later. The term is from the German Navy's system of naming its submarines with U- followed by a number, where the U stood for Unterseeboot (literally, "undersea boat"), the German word for submarine.

Rank Structure for the Royal Canadian Navy (from lowest to highest)

Ordinary Seaman - The lowest normal grade of sailor. They are not trained in any special task. They are required to work at physically hard tasks of great variety.

Able Seaman - A promotion from the position of Ordinary Seaman.

Leading Seaman - A higher class of Able Seaman.

Petty Officer - A non-commissioned officer who acts as a supervisor to the seamen.

Chief Petty Officer - Advancement to Chief Petty Officer is the most significant promotion within the enlisted Navy ranks. At the rank of Chief, the sailor takes on more administrative duties. Their uniform changes to reflect this change of duty, becoming similar to that of an officer, but with different insignia. Chief Petty Officers also have privileges such as separate dining areas. Unlike Petty Officers and lower ranks, advancement to Chief Petty Officer not only carries requirements of time in service, superior evaluation scores, and specialty examinations, but also carries an added requirement of peer review. A Petty Officer can only advance if the existing chiefs approve.

Midshipman - The rank held by cadets during their training to become commissioned officers.

Sub-Lieutenant (SLt) - the lowest commissioned rank in the Navy.

Lieutenant (Lt) - a commissioned officer above the rank of Sub-Lieutenant and below Lieutenant-Commander.

Lieutenant-Commander (LCdr) - a commissioned naval officer who ranks above a lieutenant and below a commander.

Commander (Cdr) - a commissioned naval officer who ranks above a lieutenant commander and below a captain.

Captain (Capt) - is the rank of a commissioned officer between Commander and Commodore. Naval officers below the rank of Captain who are assigned to command a ship are addressed as captain while aboard that ship, by nautical custom. A naval captain traveling aboard a vessel s/he does not command is never referred to by rank to avoid confusion with the nautical captain, who remains in charge of the entire ship.

Commodore (Cmdre) - is the rank of a commissioned officer between Captain and Rear Admiral. An Officer who commands a squadron of ships.

Rear-Admiral (RAdm) - the lowest rank of admiral and the level at which an officer can be considered a "Flag Officer".

Vice-Admiral (VAdm) - the Canadian navy's highest rank.

Admiral (Adm) - the highest naval rank found in most of the world's navies.

APPENDIX E

LCdr. Jack Hannam
Royal Canadian Navy (Ret'd)

Born June 19, 1924 in Vancouver, BC son of John Leslie Hannam and Evelyn Lavina (nee Kendall). Jack's father was killed in a car accident when he was only five years old. After the death of his father, Jack's family moved to Victoria, BC to live near his maternal grandparents. From an early age, his grandfather, who was a Master Mariner in sail and steam, influenced Jack's desire to serve at sea. Jack's main ambition was to serve in the Royal Canadian Navy, so he left high school while in Grade 10 in 1940 to work for the Island Tug and Barge Company. Here he worked as a mess-boy and got the opportunity to be an Engineer's apprentice before taking the job of seaman aboard a ship commanded by his uncle, Captain Arthur Gosse. Captain Gosse taught him the basics of navigation and helped him prepare for his exams for coastal "ships mate".

After working on the decks of the steam ships, Jack joined the Royal Canadian Navy in 1941. He completed seamanship training at HMCS Naden in Victoria, BC and became an ordinary seaman . In February 1942, he was posted to HMCS Stadacona in Halifax, NS for a gunnery course and in April of that year he was posted to sea in HMCS Camrose . Camrose was an ocean escort ship for the Atlantic convoys from St. John's, Newfoundland to Londonderry, Ireland and later was involved in the "triangle run" of escort duties off the coast between Boston, Halifax and St. John's. During one action in the Mediterranean, the crew of HMCS Camrose rescued 129 merchant seaman whose ship had been sunk by an enemy submarine.

In May 1943, HMCS Camrose returned to Halifax for a refit and Jack was given a month of home leave. When he returned to Halifax, he was told he was being posted to the newest Tribal Class Destroyer, HMCS Haida , which would be commissioned in Newcastle-upon-Tyne, England. As a result he began courses in the barracks of HMCS Stadacona to qualify as a Leading Seaman and upon completion of this course, was posted to HMCS Niobe to await pre-commissioning courses to become familiar with Haida 's armament .

Haida commissioned on August 30, 1943 and then joined forces with the Royal Navy based in Scapa Flow , Scotland where she began her career escorting convoys to Murmansk, Russia. Early in 1944, Haida joined the 10th destroyer flotilla with other Canadian, Polish and British ships based in Plymouth, England. During the Spring of 1944, the Haida had two major encounters with the German enemy fleet and it was during one of these engagements that HMCS Athabaskan as sunk. This was the occasion in which Jack was one of three men who rescued 6 members of Athabaskan 's with Haida 's motor cutter that is highlighted in the illustrated booklet HMCS Haida Rescue at Sea.

When Haida was sent to Halifax for a refit in September 1944, Jack was posted to HMCS Cornwallis in November 1944, for a higher gunnery course, Quarters Rating second class. On completion, he joined HMCS Levis , a frigate , for anti-submarine duties off Halifax until the end of the war.

In February 1946 he married and requested discharge from the service to take advantage of the returning servicemen's educational opportunities but was told that he had to complete the 7 year contract he signed in 1941. Instead of being discharged he stayed in the Navy and began courses to qualify as a Petty Officer .

He then served in HMCS Uganda , a cruiser , and was then offered a promotional advancement to Halifax as acting Petty Officer in the summer of 1948. He chose to go there and was posted back to HMCS Haida . In Haida he was the Petty Officer in charge of supervising the men who maintained the ship. In Spring 1949, he was sent to the re-opening of HMCS Cornwallis to assist with new entry training. Jack trained all the men in the Haida division before being posted to HMCS Stadacona .

Jack attended the Royal Gunnery School in Portsmouth, England to become a Gunnery Instructor. Upon completing the Gunnery Instructor training he joined the Portsmouth Gunnery School from January 1951 to July 1951. He then returned to Halifax and became a staff instructor at the Gunnery School at HMCS Stadacona .

From there he joined the crew of HMCS Magnificent , an aircraft carrier for more sea time experience and was asked to be a part of Haida 's pre-commissioning crew when she was re-commissioned for service in Korea in March 1952. After getting Haida 's gun and fire control crews prepared to fight a war, he was posted off ten days before Haida left for Korea and returned to the staff of the Gunnery School at HMCS Stadacona .

From there he served in HMCS Quebec and was promoted to Chief Petty Officer 2nd Class. He was then chosen to attend Officer's Preparatory School at HMCS Naden before going to the Royal Naval Gunnery School again to become a 'Commissioned Gunner' . After becoming an officer he served in HMCS Ontario for two years. He was then promoted to Lieutenant and went to HMCS Royal Roads as a staff officer to train cadets in pilotage and then was sent back to Ontario as a training officer.

Jack continued to receive leadership and gunnery training throughout the late 1950's and early 1960's including university at St. Mary's in Halifax. In 1966, he was made Unit Tattoo Officer for the upcoming military tattoo to commemorate Canada's centennial. Prior to the end of the Tattoo, he was appointed Commanding Officer of HMCS Porte de la Reine , a Naval Reserve training vessel in 1967. Later that year he was promoted to Lieutenant-Commander . In 1970 he was transferred ashore as the Staff Officer of HMCS Malahat and was on the Admiral's staff as Staff Officer-Reserves.

He later attended the University of Victoria and gained a diploma in Education at the Elementary Level. In 1973, he retired from the navy after an impressive 32 years of service. He started a second career as a teacher, which lasted for 11 years, at which time he retired in 1984.

He and his wife have three children, 2 grandsons, 3 granddaughters and 2 great granddaughters.

Jack is currently Vice-president of the HMCS Haida Association (West) and lives in Victoria, BC.

Jack Hannam in August 2003
© Parks Canada 2003

Glossary For Jack Hannam's Biography

Aircraft carrier - A large naval vessel designed as a mobile air base, having a long flat deck on which aircraft can take off and land at sea.

Armament - weapons and supplies of war used by naval forces.

Commanding Officer - the senior officer in charge of the ship.

Commissioned - In military organizations, a commissioned officer is a member of the service who derives authority directly from a nation's ruler or head of state (such as the Queen) and as such holds a commission (the authority to undertake certain functions) from that power. Similarly, when a ship is commissioned it is formally entered into service with the navy. Commissioned officers usually study military science at a college, university or military academy and intend to make a career in the military. In contrast, non-commissioned officers tend to receive much less training and education before they are put to work and often leave the military after the end of their initial term of commitment.

Commissioned Gunner - normally the highest a non-commissioned officer could go was Chief Petty Officer 1st Class. However, after WWII men from the lower ranks were given the opportunity to receive officer training in order to receive a "commission" and become an officer with a specialization in what they had been trained for as a non-commissioned officer. In this case the commission related to gunnery training so the term Commissioned Gunner was used.

Cruiser - A large, fast, moderately armed warship, intermediate in type between the aircraft carrier and the destroyer.

Destroyer - A class of warship very fast relative to its length, generally equipped with torpedos, antisubmarine equipment, and medium-calibre and anti-aircraft guns.

Frigate - A warship, that is larger than a corvette and smaller than a destroyer used primarily for anti-submarine escort duty.

HMCS - During WWII "His" Majesty's Canadian Ship - after the death of King George VI in 1952 it became "Her" Majesty's Canadian Ship for Queen Elizabeth II.

HMCS Cornwallis - the naval training facility for new recruits to the Royal Canadian Navy. Upon joining the navy, personnel were sent here for their basic training. It was located near Digby, NS.

HMCS Naden - the barracks or living quarters for naval personnel when they were stationed to the west coast of Canada. It is located in Victoria, BC and is now known as "Naden". The quarters included accommodation, sports and recreations facilities, shore patrol facilities and detention cells.

HMCS Niobe - an accommodation "depot" for Canadian personnel assigned to training in the United Kingdom and for ships that were operating in European waters.

HMCS Royal Roads - an Officer Training Establishment for short-term probationary sub-lieutenants in the Royal Canadian Naval Volunteer Reserve in operation from December 1940 to October 1942. It later became the Royal Canadian Naval College of Canada and was located in Victoria, BC.

HMCS Stadacona - the barracks or living quarters for naval personnel when they were stationed to the east coast of Canada. It was located in Halifax, NS. The quarters included accommodation, sports and recreations facilities, shore patrol facilities and detention cells. It also included the naval gunnery and torpedo antisubmarine schools.

Military Tattoo - a ceremonial performance of military music by massed bands.

Refit - the placing of a ship into a drydock to allow for work to be done on the hull or equipment changes to prepare and equip it for future use.

Reserve fleet - reserve fleet or (less formally) mothball fleet is a collection of naval vessels that are fully equipped for fighting but are not currently needed. They may be modified, for instance by having rust prone areas sealed off or wrapped in plastic. The ships will typically have a minimal crew that makes sure the ship stays in usable condition.

Scapa Flow - a body of water in the Orkney Islands, Scotland, United Kingdom. Surrounded by the islands of Mainland, Graemsay, Burray, South Ronaldsay and Hoy, it is best known as the site of the United Kingdom's chief naval base during the First and Second World Wars.

APPENDIX F

"HMCS Haida 's Cutter Odyssey"
© 2000 - Friends of HMCS Haida
Written and Produced by L/CDR Jack Hannam

"I am Lieutenant Commander Jack Hannam, Royal Canadian Navy (Retired).

I was a naval seaman gunner on HMCS Haida when her sister ship HMCS Athabaskan was sunk off the French coast presumably by a mine or a torpedo on the morning of April 29 1944.

As part of the D Day landing operations our two Canadian Tribal Class Destroyers had been ordered to escort and cover an allied mine laying operation about 80 miles from her base in Plymouth, England to an area off the German held coast.

In the early evening of the 28th of April we departed and were close to the ordered position at about midnight. During our transit, Haida received a wireless message from Royal Naval shore authorities that two enemy surface craft were proceeding from St. Malo and hugging the coastline with [the] port of Brest (France) as their possible destination.

Haida and Athabaskan were ordered to intercept and engage. Our ships fired starshell spreads to illuminate these targets, which on sighting were identified as two German Elbing Class Destroyers. One of them reversed course northward the other escaped eastward to the cover of the French shore. Our ships opened fire with our twin 4.7-inch main armaments and got immediate punishing hits on the enemy who returned sporadic and inaccurate fire.

In this brief lull of action our B mountings gun crew of which I was the right breech worker peered into the darkness to discern what was happening. Suddenly, at some distance, into the darkness we saw a momentary brilliant red and yellow flash and a brief silhouette of a ship and heard a tremendous explosion. Someone on deck shouted that the Athabaskan had been hit. Our guns crew stared into the darkness in horror and disbelief.

Immediately our Captain, Commander Harry DeWolf, turned Haida to pursue the fleeing German ship, simultaneously laying a smokescreen around the Athabaskan once we passed her. Haida commenced firing and severely damaged the ship [Elbing class destroyer] whose captain turned his ship towards the coast and drove her hard aground. Haida then reversed course and sped back to the area of the damaged Athabaskan .

On our return there was no sign of her. She had sunk. However there was an eerie array of blinking life jackets spread out over the area indicating the presence of the crew. Ironically these Canadian designed jackets had just been issued to both ships' crew the day before sailing. Commander DeWolf got Haida as close to the main group as he could and ordered the lowering and letting go of all our unmanned boats. With the ship stopped, Haida 's men put the scrambling nets over the side from the top deck and started getting the Athabaskan s aboard. As it was nearly daylight our Captain's biggest decision was just how long he could remain in this area without hazarding his own ship and crew.

All of Haida 's available crew rushed to help with the rescue providing heaving lines and ropes to pull survivors closer to the nets. Some of our members descended the net to assist them up the ship's side.

The combined noise of the winding turbine powered boiler room air intakes, the urging shouts of our crew, and the cries and sounds of the Athabaskan 's wounded amidst their mass of blinking lights gave some of us in Haida an ominous feeling of the reality in this event. It was a stark drama that would never be forgotten by those that beheld it.

I ran from my action station to the boat deck and assisted in the lowering of the port motor cutter [and] as it was not self-disengaging, I volunteered to go down to the water level and let it go. Once afloat, I asked LT. Frewer, the Boat's Officer, for permission to go and pull the survivors to the net. His answer was not discernable and, assuming that I had received permission, I went forward to the cutter and tried to start the motor but it would not run. I then carried on ahead and let the boat rope and the falls go, but by the time I returned to the stern sheets in order to let the after falls free, I found two other volunteers there Acting Leading Seaman McClure and Stoker Bill Cummings.

Cummings hopped into the after canopy and manned the engine controls and attempted to start the motor. The cutter drifted free from the ship but try as he could, the engine would not fire, thus preventing us from getting to the main group of survivors.

Suddenly there was some excited and alarmed shouting on the ship's upper deck along with much hurried shadowed movement of crew. As we noted this on deck movement, Haida 's air intake fans rose to a higher pitch as she slid hastily away in the anxious turbulence of her twin screws , gone in a swirl of smoke leaving only a gleaming phosphorous wake.

We had tried to help in the rescue and now we too were adrift in the disabled cutter amidst the groups of floating survivors. Try as we might, the motor would not start and as we appeared to be drifting away from the main body of survivors, I tore up the cutter's floorboards and the forward canopy's hatch cover from its hinges for use as paddles and got the other two to assist me in paddling towards them. We did not make much speed with this effort in paddling the heavy cutter, but it was moved enough to get alongside two of them. We hauled them inboard in the space between the forward and after canopies. Both [were] covered in the thick greasy Bunker fuel from the ruptured fuel tanks of the Athabaskan . Getting a grip on them in their soggy, slippery life jackets was an arduous task. Once we got them aboard, they never said much to us. Just laid down in the forward canopy and went to sleep. After what they had been through, they were in a state of shock. One had a broken arm but did not complain. On getting them inboard, all of us rested.

During this respite from paddling, the motor was tried again - [it] ran for a minute or so and then stopped. However sufficient distance would be covered to get beside two more and get them aboard. They were in the same oily state as the other two but now [that] we had retrieved four we had only got them out of the cold water, not really saved them. We made another series of attempts to get the engine started resulting in its firing up. With the engine now running at full speed and still having the fixed boat's compass on board we set course north, regretting having to leave the other remaining survivors behind.

As we proceeded for approximately a mile in the dark of the early morning twilight, we were hailed by another survivor in the water. We stopped, pulled him inboard and were surprised to find out it was a Haida crewmember: Petty Officer Ordinance Artificer Murray! He had been down on the scrambling nets assisting survivors up the scrambling nets to Haida 's upper deck. When she got underway, he was dragged along on the net but could not climb up to safety and was washed off. How we found him was a miracle.

Once again we proceeded for a couple of miles only to have the motor quit. As I had taken over as coxswain at this time, I was standing in the stern sheets peering into the quiet darkness when suddenly I observed what I thought to be a log or a buoy. Almost simultaneously on this sighting this object in the water shouted out, "Hey Jack! Is that you?"

I recognized the voice of being that of a Haida chum Telegraphist Stuart Turner and yelled back, "Stu, what are you doing out here?"

"Never mind that," he bellowed, "How about a lift?"

"Sure thing! Here we come, Vancouver," I yelled back. It was hometown for both of us.

Amidst the exchange of a few more ribald comments and as cold as he was he managed to swim over to the cutter and I dragged him inboard on the starboard quarter. Without doubt he was slightly hypothermic clad as he was in thin shirt and pants. He was dressed lightly as his action station was in the warm wireless room. When the call came for help with the survivors he had donned his life jacket, ran out on deck and clamoured down the scrambling net to assist survivors to climb up the unsteady net ropes. When Haida had left so hurriedly without warning, he had no time to climb to safety as the ship suddenly churned up to full speed. He had clip hooked himself to the net so as to use both hands to assist those in the water. As a consequence, he could not unhook from this position. He took the drastic action of cutting himself free and was subsequently washed away. After I got him inboard, he passed through into the forward canopy where all the others were sleeping and huddled together for the warmth of mutual body heat.

Having stopped, the engine was cranked over repeatedly to no avail. As the sky was lightening and the horizon becoming more distinct two small ships appeared in the vicinity of the Athabaskan survivors: a cause for alarm in all of us in the cutter. With hurried alarm the engine was tried repeatedly until it fired up enabling us to continue away from the scene. These ships did not pursue us as we continued on our northerly course. We all assumed they were too busily engaged with the survivors and concerned for their own safety in the early morning darkness then to bother chasing us.

During this period, I checked the splashing level of the diesel oil fuel tank. From this sighting, I considered it was nearly half full. What the consumption rate was and how long it would last was anyone's guess. We were heading on a very inaccurate northerly course because the cutter was riding the waves. The compass card wandered resulting in some sporadic steering. In actuality, little did we know that our course was taking us towards the Irish Sea and not England.

During the morning, two planes were sighted forward coming directly right at us. Assuming they were enemy, all hands dove under the canopy for the ill-conceived protection of a covering of canvas and plywood. Someone peeked out as they neared and exclaimed that, "They were ours!" and because they were emblazoned with the Allied forces white stars on their fuselage . We waved and shouted as the P47s flew by but no sign of recognition came from them. Shortly after this episode, the engine stopped once more and would not restart. By this time the sun was well above the horizon and the light morning breeze turned into a southeast wind causing considerable wave action.

The cutter's rolling from the stern sea made it very uncomfortable for all of us but especially so for the injured. I tore down the forward spray curtain and rigged a sail with the splintered floor boards; however having no line or rope to secure it I held it by hand. This worked for a time and allowed us some steerageway yet as the wind increased it was much harder to maintain a grip against the increasing pressure. Reluctantly, I put it aside before I went over the side with it.

After much effort, the Parsons diesel engine was coaxed into running again for a short period. Cummings and I looked under the engine cover to see what could be done with it. I found that the trouble was that the throttle rod of the fuel injector to the starboard two cylinders was out of adjustment and was not moving over far enough for the operation. When I pulled the rod over and held it the engine was given full throttle and the starter pushed. It roared to life and began to run at top speed. With the tiller manned, I sat and held this rod and we proceeded. However after time, seated and cramped as I was with my arm in the engine compartment, I found the exhaust heat unbearable. As soon as I took my hand off the rod, the engine stopped. To jam it into the position, I cut a wedge from the broken wooden floorboards and hammered it under the rod. On pressing the starter button the engine fired up and ran for the rest of the day.

Around mid-afternoon two planes were sighted coming from the stern. As they neared, one approached lower than the other. Thinking they were Allied planes from the coastal patrol, we all stood up and waved at them. To our horror we saw they were carrying black and white Maltese crosses on their wings and bodies. They were German Messhersmidt 109 Fighter planes. Both pilots gave us a friendly wave and flew on but not before all hands had scrambled under the feeble protection of the canopies; however they flew on and ignored us. The next few hours dragged on interminably as the wind decreased in the calm warm sunny afternoon. The survivors were the worst off for having swallowed oil and salt water during their immersion after the sinking.

With the onset of dusk and as the light decreased I was concerned about the remaining diesel oil we had left. Hopefully we still had the capacity for an extended run for a landfall. Just as the day passed into the first stages of evening twilight, two planes were sighted coming directly towards us.

With the combined results of our long tedious, uncomfortable ride the onset of darkness and not knowing exactly where we were heading we were all getting a bit anxious. Without hesitation, after this alarming perception, we all dove under the canopies once again as we had on the previous aircraft sightings. As these planes roared down abreast of us on our starboard side, we identified them as being Royal Air Force spitfires carrying the bulls eye round nose: a most welcome sight.

Those of us that could, waved and shouted wildly since these planes were ours. At least someone in England would now know we were out there and would send some assistance to us. By this time we had been in the cutter for over 16 hours without food or water. All aboard were feeling the effects of hunger and thirst; however this fact was put aside since the elation of the moment overcame any discomfort we had been feeling earlier. Even as darkness was eerily closing in, being rescued and reaching England's welcome shores was most foremost in our minds.

Just as the sun was setting a big bow wave of an approaching craft was seen dead ahead of us. We were momentarily concerned but soon discounted our misgivings because of the supporting spitfires overhead presence. An RAF [Royal Air Force] Air Sea Rescue launch came quickly alongside, got all of us on board, took the cutter in tow, and set off at high speed for Penzance, Cornwall. Once we got aboard the crash boat, the congenial crew gave us large white wool survivor sweaters, aided and treated the injured, and issued all a jigger or two of potent service rum. They gave us some most welcome food and a cup of delicious tea prior to our arrival in port. Some ambulances were at the jetty ready to take us to the Falmouth Civic Hospital.

Prior to our departure from the jetty, the ambulances were boarded by plain clothed secret service officers who warned us not to say anything about what had occurred. This was nearly impossible for any of us to contain information after two large tots of rum on empty young inexperienced stomachs. On arrival at the hospital, the injured were cared for and the remainder of us treated to a hot bath, clean pajamas and another cup of tea and biscuits. It made World War Two seem so remote from this quiet area of Cornwall.

After two days of relaxing and congenial banter with the nursing staff, we were interviewed by two of Haida 's officers about the rescue and the circumstances of our trip across the English Channel. After this meeting they returned our cutter's crew to the Penzance wharf for pictures in and near the cutter. On conclusion of the picture taking we boarded the staff car and headed back to Plymouth to rejoin the ship. And, en route enjoyed a brief stop in a country pub for refreshment and food.

Members of the motor cutter crew four days after the sinking of HMCS Athabaskan
© Department of National Defence, 1944

We entered Devenport dockyard in style, drove up to the ship's gangway and stepped out of the car. What a thrill it was to see Haida again. It was like coming home, not only to the ship, but to all our family crew. When we followed the officers up the brow and saluted the quarterdeck , the gangway staff were all smiles. As were some attending members of the duty watch and others who had been awaiting our return.

Later after I had a couple of good liberty runs at shore, I dismissed the detracting possibilities from my mind. As soon as we stepped on deck we were taken to our Captain's Cabin by the Officer Of The Day who announced our presence to Commander DeWolf. The Captain was in conference with the Admiral in charge of the Plymouth area at this time. He jumped up and hugged us warmly and welcomed us on our safe return. In a toasting celebration a large glass of sherry was had by all present served by the Captain and his steward. On conclusion of this meeting, we were led off to be greeted in the Wardroom mess by the ship's Officers to relate our tale of return and receive a further celebratory libation.

Finally we were led to the seamen's mess deck to meet all those that remained on board waiting for our arrival. What a hilarious welcome we got with lots of hooting and hollering and a tot or two of pusser's rum , which had been saved by the crew for the occasion.

The London newspapers later carried the story of our return and named us the intrepid three. We were back aboard to share and reflect in our good luck at being able to avoid capture and rejoin our ship. With return of the cutter's crew, Telegraphist Stu Turner and PO Murray, Haida 's crew again was intact after the incident. She was a lucky lady and continued to be a very happy ship during all her commissions of active service."

wireless - Radio or the use of radio frequency to send telegraphic messages usually by Morse code

starshell - Ammunition that contains a type of fireworks and a small parachute which floats the light over a large area to illuminate it

breech - The opening in the rear of the barrel of a gun where ammunition can be loaded

smokescreen - A release of smoke from the funnels of a ship in order to mask its movement or location

turbine - Rotors or blades that spin when driven by steam, gas, water or wind

port - The nautical term that refers to the left side of a ship, as perceived by a person facing towards the "bow" (the front of the vessel)

falls - Ropes used for lowering and raising the lifeboats and cargo to and from the decks

sheets - Ropes used to adjust sails at the back (stern) of the boat

screws - Slang word for propellers

Petty Officer Ordinance Artificer - Petty Officer who makes minor repairs on weapons, also does simple carpentry work, and aids in checking and distributing supplies, except rations or water

coxswain - Pronounced cox'n it is the person in charge of a boat, particularly its navigation and steering

Telegraphist - A person who sends messages electrically by wire usually in Morse code

ribald - Vulgar and offensive language

starboard - The nautical term that refers to the right side of a vessel, as perceived by a person facing the bow

fuselage - The main body of a plane to which are attached wings and tail

P47 - An American style airplane used in WWII

steerageway - The minimum rate of motion needed for a vessel to be maneuvered

tiller - A wooden or metal bar fitted on to the top of a rudder in order to move it from side to side

interminably - All the time; seemingly never ending

abreast - When two vessels are side-by-side

launch - A motorboat with an open or half open deck

jetty - A pier or wharf for the use of shipping

brow - The point at which a gangway meets a ship

quarterdeck - The stern (back) end of a ship's main deck

liberty run - Shore leave: leave granted to a sailor or naval officer

pusser's rum - Thick, dark, strong rum issued by the Navy to its men

APPENDIX G

Process for Designating a Person, Place or Event of National Historic Significance

The Historic Sites and Monuments Board of Canada (HSMBC)

Who makes up the Board?

• Members are appointed by the Governor in Council (Governor-General of Canada).
• There are two representatives for each of the provinces of Ontario and Quebec, and one representative for each of the other eight provinces, Yukon, the Northwest Territories, and Nunavut.
• There is a National Archivist and an officer of the National Museums.
• The present HSMBC was established in 1953 by the federal Historic Sites and Monuments Act.

Why does the HSMBC exist?

• There was a growth of interest at the turn of the 19th century in issues of preservation of both natural and cultural heritage and history.
• In 1919, an "Advisory Board for Historic Site Preservation" was established to advise federal authorities on which sites were of national significance.
• The Board met for the first time in 1919 and set about its task to determine the most important historic sites in Canada and appropriate ways to commemorate them.
• The usual method of recognition was to place a bronze plaque on a stone cairn at a location connected with the person, place or event being commemorated.
• Many of the Board's early recommendations emphasized military history, exploration and politics, reflecting the then-current notions about Canada's past.

What is National Historic Significance?

• Any aspect of Canada's human history may be considered for Ministerial designation of national historic significance.
• To be considered for designation, a place, a person or an event must have had a nationally significant impact on Canadian history, or will illustrate a nationally important aspect of Canadian history.

How does the HSMBC decide what to designate?

• The Board receives more than 200 requests each year, of which 50 to 70 generate agenda papers written by Parks Canada historians or archaeologists, to provide background information to the request and evaluate its national significance.
• The Board then considers the person, place or event of national historic significance for designation.
• Recently the Board is giving more attention to enhancing the national system by increasing recognition of under-represented themes and areas of Canadian history: the histories of Aboriginal peoples, women, and ethnocultural communities.

For additional information regarding the Historic Sites and Monuments Board of Canada, visit the following website: http://www.pc.gc.ca/clmhc-hsmbc .

Process for Designating a Person, Place or Event of National Historic Significance

• The HSMBC considers designations on a case-by-case basis.
• Interested Canadians are invited to suggest topics for consideration by the Board by sending a completed application to the Executive Secretary.
• Each year the Board receives over 200 requests, of which 50 to 70 will generate research papers.
• The Board convenes biannually, usually in June and November.
• Up to two years may elapse between the time of application and the Board's consideration of the subject.
• The Board's deliberations and recommendations are presented to the Minister of the Environment in the form of minutes. Approximately 6 months are required between the Board's consideration of a subject and ministerial approval.

Information Requirements for a Nomination

1. Identification of Applicant
   Please provide your full name, address, postal code, telephone number, and email address (if available)
2. Identification of the subject
   Identify whether you are submitting a place, person or event. What is the name of the place, person or event?

   Cite the type of site, the individual's field of endeavour or the nature of the event. For places, please provide the complete civic address.

   What are the significant dates (for example, of design, construction, birth and death of a person; parameters of an event)?

3. Criteria
   Explain briefly the national importance of the proposed place, person or event, in keeping with the relevant HSMBC criterion and/or guideline from the "Criteria, General Guidelines and Specific Guidelines"
4. Existing historical recognition
   Please note any other heritage assessments, reviews or designations. If these have resulted in a commemorative plaque, provide the text(s) of these plaques and the name of the authority responsible for the designation.
5. Specific considerations for a site
   Property owner(s): Provide the name, address and telephone number of the owner or owners of the place and note whether the owner or owners are in favour of this application.
6. Documentation
   Where claims of historical significance are made, they must be supported by references. Cite the source of your historical information: major historical source, oral tradition, or other. Documentation should also include historical photographs or other graphic materials.
7. Suggestions for further research
   These may include: historical sources, photographic collections, documentation, literature, references, personal contacts, etc.
8. Federal Riding
   In what riding is the property located? National historic sites are mapped in a geographic information system using the National Atlas Special Map Series based on federal ridings. This information also helps in ceremony planning should the site, person or event be designated of national historic significance.
9. Proponents/Interested parties
   Indicate the names, addresses, telephone and facsimile numbers and e-mail addresses (where possible) and affiliations of individuals or organizations who may be affected by, or in favour of a potential designation of this place, person or event.

Criteria, General Guidelines and Specific Guidelines

1. Criteria for national historic significance

   Any aspect of Canada's human history may be considered for Ministerial designation of national historic significance. To be considered for designation, a place, a person or an event will have had a nationally significant impact on Canadian history, or will illustrate a nationally aspect of Canadian human history.

   Subjects that qualify for national historic significance will meet one or more of the following criteria:

   1. A place may be designated of national historic significance by virtue of a direct association with a nationally significant aspect of Canadian history. An archaeological site, structure, building, group of buildings, district, or cultural landscape of potential national historic significance will:
      1. Illustrate an exceptional creative achievement in concept and design, technology and/or planning, or a significant stage in the development of Canada, or;
      2. Illustrate or symbolize in whole or in part a cultural tradition, a way of life, or ideas important in the development of Canada, or;
      3. Be most explicitly and meaningfully associated or identified with persons who are deemed of national historic importance.
      4. Be most explicitly and meaningfully associated or identified with events that are deemed of national historic importance.
   2. A person (or persons) may be designated of national historic significance if that person individually or as the representative of a group made an outstanding and lasting contribution to Canadian history
   3. An event may be designated of national historic significance if it represents a defining actions, episode, movement, or experience in Canadian history.
2. General Guidelines

   Considerations for designation of national historic significance are made on a case-by-case basis, in accordance with the above criteria and in the context of the wide spectrum of Canada's human history.

   An exceptional achievement or outstanding contribution clearly stands above other achievements or contributions n terms of importance and / or excellence of quality. A representative example may warrant a designation of national historic significance because it eminently typifies a nationally important aspect of Canadian history.

   An explicit and meaningful association is direct and understandable, and is relevant to the reasons associated with the national significance of the associated person or event.

   Uniqueness or rarity are not, in themselves, evidence of national historic significance, but may be considered in connection with the above criteria for national historic significance.

   Firsts , per se, are not considered for national historic significance.

   In general, only one commemoration will be made for each place, person, or event of national historic significance.

   PLACES
   Buildings, ensembles of buildings, and sites completed by 1975 may be considered for designation of national historic significance, provided five years have passed since the death of those responsible for their design.

   A place must be in a condition that respects the integrity of its design, materials, workmanship, function and/or setting to be considered for designation of national historic significance, insofar as any of these elements are essential to understand its significance.

   The boundaries of a place must be clearly defined for it to be considered for designation as a national historic site.

   Large-scale movable heritage properties that would not normally be considered suitable for museum display may be considered for designation of national historic significance.

   PERSONS
   Persons deceased for at least 25 years may be considered for designation of national historic significance, with the exception of Prime Ministers, who are eligible for commemoration immediately upon death.

   EVENTS
   Events that occurred at least 40 years ago may be considered for designation of national historic significance. Historic events that continue into the more recent past will be evaluated on the basis of what occurred at least 40 years ago.

Specific Guidelines for Persons

There are six categories relating to the designation of persons of national significance. These include:

• Commemoration of Governor-Generals
• Provincial Figures Both Prior to and Subsequent to Confederation
• Commemoration of Prime Ministers
• Individuals of Importance in the Canadian Economy
• Canadians Who Developed an Image of Canada Abroad
• Evaluating Canadian Architects

Canadians Who Developed an Image of Canada Abroad

In exceptional circumstances, Canadians whose major accomplishments took place abroad may be recommended to be of national historic significance irrespective of whether or not those accomplishments had a direct impact on Canada, as long as the individual developed or sustained an image of Canada abroad, as was the case with Dr. Norman Bethune. (Board recommendation in November 1996)

For additional information about the Historic Sites and Monuments Board, and the national historic designation process, please visit the following website: http://www.pc.gc.ca/clmhc-hsmbc .

APPENDIX H

TEACHER SAMPLE (Part B - Activity 2)

Nominating A Person of National Significance - Student Worksheet

1. Identification of Applicant
   Jane Smith
   555 John Street
   Halifax, NS
   B0N 1A0
   Phone Number: 888-555-1212
2. Identification of the subject
   Name of the proposed person: Vice Admiral H.G. DeWolf (Henry "Harry" George DeWolf)
   Describe the individual's field of endeavour: Naval Officer, Royal Canadian Navy
   What are the significant dates (birth and death of the person)? Born June 26, 1903 / Died December 18, 2000
3. Criteria
   Explain briefly the national importance of the proposed person, in keeping with the relevant HSMBC criterion and/or guideline from the "Criteria, General Guidelines and Specific Guidelines" (see Appendix G ).

   Harry DeWolf was a Canadian who developed an image of Canada abroad through his exceptional achievements as an officer in the Royal Canadian Navy (RCN). He distinguished himself on two occasions during WWII when he led the rescue efforts for survivors of SS Arandora Star and HMCS Athabaskan . His outstanding record of destroying enemy ships while serving as commanding officer of HMCS Haida in 1943-44 is unmatched by any other naval officer in the Royal Canadian Navy. Following his exceptional war record, he was promoted consistently to positions of higher and higher authority with the RCN and was chosen to represent Canada's navy in Washington, DC and with the North Atlantic Treaty Organization (NATO). He attained the highest rank possible in the RCN (Vice Admiral) and eventually became the Chief of the entire navy (Chief of Naval Staff) before retiring in 1960.

4. Existing historical recognition
   List additional designations relating to this person. If these have resulted in a commemorative plaque, provide the text(s) of these plaques and the name of the authority responsible for the designation.

   Additional designations related to DeWolf is for HMCS Haida , the Tribal class destroyer he commanded from August 1943 to December 1944. HMCS Haida was designated a national historic site in 1984 by the Historic Sites and Monuments Board.

   Plaque text:
   HMCS Haida is the last of the Tribal Class destroyers which saw heavy action with the Australian, British and Canadian navies during World War II. Built for the Royal Canadian Navy at Newcastle, England, in 1942, this ship served on the frigid Murmansk run and in clearing the English Channel for the Normandy invasion. She helped sink 14 enemy vessels. Haida was recommissioned in 1952 and served two tours of duty with the United Nations in Korea, taking part in shore bombardment, blockades, and attacks on trains.

5. Documentation
   Where claims of historical significance are made, they must be supported by references. Cite the source of your historical information: books, reports, oral tradition, or other. Documentation should also include historical photographs or other graphic materials.

   Secondary Sources:
   Burrow, Len and Beaudoin, Emile. Unlucky Lady. The Life and Death of HMCS Athabaskan 1940-1944. Toronto: McClelland and Stewart, 1987.

   German, Tony. The Sea is At Our Gates. The History of the Canadian Navy. Toronto: McClelland and Stewart, 1990.

   Gough, Barry. HMCS Haida Battle Ensign Flying. St. Catharines: Vanwell Publishing, 2001.

   Russell, E.C. HMCS Haida : A Brief History. Ottawa: Naval Historical Section, Naval Headquarters [1959].

   Schull, Joseph. The Far Distant Ships, An Official Account of Canadian Naval Operations in World War II. Toronto: Stoddart, 1987.

   Sclater, William. Haida . Toronto: Oxford University Press, 1946.

   Video:
   Vice Admiral H.G. Dewolf. Seasoned Sailors 47661 VHS Eng (33 minutes)

   With Harry DeWolf in Haida . Seasoned Sailors 47672 VHS Eng (60 minutes)

6. Suggestions for further research
   These may include: historical sources, photograph collections, documentation, literature, references, personal contacts, etc.

   HMCS Haida National Historic Site photo collection, Parks Canada

   National Archives of Canada, Reports of Proceedings for HMCS Haida 1943-1944.

   Oral history interviews with officers and men who served with Dewolf such as Ray Phillips (Ottawa), Robert Welland (Victoria), Fred Ware (Woodstock), Joe Piercy (Ottawa), Ralph Frayne (Grimsby), Jack Hannam (Victoria), George Mannix (Victoria), etc.

7. Federal Riding
   In which federal riding is the person located? This information helps with the ceremony planning should the person be designated of national historic significance.

   Ottawa, ON and / or Bedford, NS

8. Proponents/Interested parties
   List the names, addresses, telephone numbers, and affiliations of individuals or organizations who may be affected by, or in favour of, a potential designation of this person.
   • Friends of HMCS Haida , 658 Catharine St.N., Hamilton, ON L8L 4V7
   • Haida Association, Preston Centre Postal Outlet,Cambridge, ON N3H 5M2
   • Canadian Tribal Destroyers Association, 1 Hillsboro Drive, Dartmouth, NS B2W 3M9
   • Naval Officers Association of Canada, Ottawa Branch, Box 505, Station B Ottawa, ON K1P 5P6
   • Canadian Navy, 101 Colonel By Drive, Ottawa, ON K1A 0K2
   • Halifax Regional Municipality (City of Bedford) P.O. Box 1749, Halifax, NS B3J 3A5
   • Royal Canadian Legion Dominion Command 359 Kent St. Ottawa, ON K2P 0R7
   • Canadian War Museum 1 Vimy Place Ottawa, ON K1R 1C2
   • Parks Canada, HMCS Haida NHS, 57 Guise St. E., Hamilton, ON L8L 8K4