Honourably released, 1946

Enlisting in the R.C.A.F. required plenty of paperwork, but so did leaving the service. 

With the end of the war in sight, the air force wanted to maintain its strength and redirect its men into three other opportunities: (a) service in the “Pacific Theatre of Operations,” (b) the “European Theatre / European occupation force,” or (c) the “Western Hemisphere.” It was assumed that servicemen would choose from these three options, but the air force could override their choices. Paragraph 6 noted, “It is the intention to employ personnel in accordance with their preferences, but no guarantee can be given that this can be accomplished.”

 

Declaration for Continuing Service in the R.C.A.F., side 1

Men would do well to read the fine print. Paragraph 13, in all caps, stated “YOU MUST MARK YOUR CHOICE AGAINST ONE OR MORE OF A, B and C.” Servicemen were given a day to think it over “to allow you to make a studied decision.”

Only below this directive, and half way down side two, was a fourth choice (“D. DESIRE RELEASE”) offered, with the proviso “RELEASE OF INDIVIDUALS CAN ONLY BE EFFECTED IF THEY BECOME SURPLUS TO REQUIREMENTS.”

 

Declaration for Continuing Service in the R.C.A.F., side 2

Murray Fraser was not swayed, and did not need 24 hours to think it over. He chose option D. The word “No” written on the top right of side 1 was likely a clerk’s notation when sorting. Add it to that pile with all the others wanting to just go home.

 

And of course there were regulations associated with a discharge from the RCAF. A Discharge Certificate outlined specific rules about wearing the uniform and referenced Section 438 of the Criminal Code of Canada. Violators could risk fines and imprisonment.

 

The R.C.A.F.’s Discharge Certificate also warned about maintaining secrecy, even in peacetime. “All ranks are bound by the official Secrets Act to respect the confidence of much information, both during and after Air Force service, and infractions of this order would constitute a criminal offence.” This directive included the need to maintain secrecy in job interviews, for instance.

 

Murray Fraser was officially discharged on February 7, 1946, and he signed the Discharge Certificate to acknowledge that he would abide by its orders.

Upon being “honourably released and transferred to the Reserve, General Section, Class E,” he was issued the Canadian War Service Badge. It was established in 1940 “for members of the Naval, Military or Air Forces of Canada who have declared their willingness, or who have engaged, to serve in any of the said forces on active service beyond Canada and Overseas, and who have been honourably ceased to serve on active service.”

The War Service Badge had its own rules, of course. Penalties for wearing it illegally or defacing it were severe.

"This Certificate must be carried whenever badge is worn."

Cpl. Fraser, R.101661, arrived back in Canada on January 1, 1946. Before returning to civilian life, the air force gave its servicemen an exit interview of sorts, recorded on R.C.A.F. form R307 H.Q.885-R-307, below:

 

On February 2, 1946, the counsellor added the comment, "Good Service Record. No entry on Conduct Sheet." Murray Fraser's post-service plans were to attend university and pursue a career in aero engineering.
There was no mention of farming.

A March 8, 1946 letter from Group Captain T. K. McDougall to the Department of Veterans Affairs confirmed Cpl Fraser’s release from the RCAF.

It's official. As of February 7, 1946, Murray Fraser had completed his voluntary service and was now a veteran.

The Application for War Service Gratuity was likely one form Murray Fraser was happy to complete.

Cpl Fraser served 1750 days in the air force (including 287 days overseas), but 141 days of "non-qualifying" leave were subtracted in the calculation for gratuity payments.

The total war service gratuity of $509.87 would be paid in five monthly payments of $101.97.

The R.C.A.F. paid $7.50 for each period of 30 days served, and an additional 25 cents per diem for overseas service.

The comprehensive Record of Service Airmen (below) tracked every move. It listed postings, promotions, medical history, trade and character, coursework, leave, awards, and more. Movement between units was recorded as SOS (Struck off Strength) when leaving, and TOS (Taken on Strength) when joining a unit.

The Record of Service summarized Murray Fraser's career in the air force.

There was one more piece of paperwork that was especially meaningful and valuable:

"Should certificate become lost, no duplicate can be obtained."

This one wasn't bumf. 

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Earning his stripes

After enlisting in the R.C.A.F. on April 25, 1941, Murray Fraser was soon directed to the No. 1 Technical Training School in St. Thomas, Ontario, where he trained for 18 intense weeks. On an Occupational History Form he completed on June 16 of that year he felt confident in answering "Airframe Mechanic" to the question "state exact trade or occupation for which you feel qualified." He also stated, "I wish to remain in the R.C.A.F." 

He also answered "No" to the question "Do you feel competent to operate a farm?" and that he did not wish to return to his "former employment" as a farm labourer. 

June 16, 1941

Murray Fraser was clearly more interested in his vocational training than in farming, and did well on trade tests that allowed him to steadily advance. Reclassified as Aircraftman 1, he became an AFM "C" on October 11, 1941.

After good test results and the recommendation of Squadron Leader A. G. Vince, Murray Fraser earned his Airframe Mechanic "C" designation, approved by Commanding Officer and Group Captain R. Collis on October 11, 1941

A document dated November 24, 1941 noted Murray Fraser's test results at St. Thomas. By this time he was at No. 6 Repair Depot, Trenton.

A good report card

Effective February 2, 1942, AC1 Murray Fraser was officially appointed as a LAC on the recommendation as "a good steady worker."

October 20, 1942. Murray Fraser gained 17 pounds and much expertise since his first ID card issued May 6, 1941.

By December 1, 1943 Murray Fraser's work was recognized and he earned his A/CPL stripes.

Throughout his career Murray Fraser was a quiet and diligent worker who preferred to manage work rather than people. A born teacher, he led by example. These traits are evident in a "Confidential Personal Assessment" completed when he earned his A/CPL rank in December of 1943. He scored well in all categories. 

December 1, 1943. Murray Fraser is assessed and his promotion to Temporary Corporal is recommended by Wing Commander A. R. Layard, February 1, 1944.

Taking extra Machine Shop classes at Belleville Vocational School, 18km (11 miles) east of Trenton, impressed Murray's superiors. They didn't know he also wanted to work on his Norton motorcycle in Belleville's machine shop. Overhauling his engine there, Murray left its valves on his workbench and was alarmed to discover an overzealous caretaker swept them into the garbage. Luckily, Murray had recorded the specifications he needed, and re-machined valves from Spitfire stock. He laughed to think he had the only Norton with valves from a Merlin engine.

Murray Fraser earned a B+ grade and his Application to Work was Excellent.

Murray Fraser earned his Corporal stripes and served his country well. His RCAF training and experienced served him well, too. He had found his calling.

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You're in the air force now

Prior to his basic training with the Royal Winnipeg Rifles (October 9 to November 7, 1940), Murray Fraser completed attestation paperwork for the Royal Canadian Air Force. On his application dated August 6, 1940 he lists his civil occupation as farming, "all my life." Somehow I hear a groan when I read this. He told us the war was an honourable way off the farm. 

In 1940 his flying experience was limited: 15 minutes as a passenger, perhaps a ride at a country fair.

He answered the question about skills useful to the R.C.A.F. with "mechanical aptitudes, woodworking, modelmaking," and to the sports question: "hockey, skating – extensively, softball, football – moderately."  

We recognize the handwriting of 21-year-old Murray Fraser.

Farming "all my life"

Within a month following mandatory Basic Training in Brandon (October 9 to November 7, 1940), Murray headed to Winnipeg for vocational training at the Industrial Vocational Education Centre on Henry Avenue. He completed this training on April 15, 1941. 

On April 25, 1941 there were more forms to complete for the RCAF Recruiting Centre in Winnipeg, confirming Murray Fraser's attestation and declaration to serve.

The interviewing officer wrote that recruit Fraser was an "intelligent" type with a "neat" general appearance.

Tradesmen like Airframe Mechanic / Metal Standard Trainee Murray Fraser had to sign Appendix A to agree to perform RCAF duties outside of his trade. He also acknowledged the need to pass tests to remuster to a higher trade group.

April 25, 1941: Appendix A was an Enlistment Agreement for tradesmen.   

 A Movement Order from the Royal Canadian Air Force instructed him to leave Winnipeg on April 28, 1941 at 1830 hours. Murray was to present paperwork to the Orderly Room upon arrival in Toronto at 0630 on April 30, 1941. 

Three days after signing his Special Reserve attestation forms, Murray Fraser was off  to St. Thomas, Ontario, 201 km (125 miles) southwest of Toronto for more specialized instruction at the RCAF's #1 Technical Training School. He studied Airframe Mechanics for 18 weeks and Advanced Metal Work for six, earning the standard rank of Leading Aircraftman.

The scar in Dad's left eyebrow was not a war injury; it was a baseball one. 

After several months of specialized training, and reams of bumf, Murray Fraser was ready to put his skills into practice. April 25, 1941 would be a date he would well remember. 

You're in the air force now.

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A stitch in time

 

Murray Fraser’s RCAF “housewife” sewing kit

Wartime recruits entered a regimented world. A January 1941 issue of The Airman’s Post from Brandon’s Manning Depot explained it well: “After passing through the Record and Pay Offices where the civilian signs his documents, he is directed to the Clothing Stores, where he will receive his complete kit, comprising thirty-nine pieces in all.” [1]

Among those 39 items, recruits may have been surprised to be issued a handy housewife. No doubt the term invited wisecracks, but it was a useful sewing kit needed for keeping a lot of those other pieces in good order.

 

The idea of a small, portable, roll-up sewing kit is neither new, nor exclusively military. An online sewing tutorial explains, “The term housewife (also known as hussif/hussive/hussy) to describe a sewing kit first appeared in a dictionary in 1749 […] but for it to have appeared in a dictionary it had most likely been in use for quite some time beforehand.” [2]

 

Whether domestic or military, new or old, these were practical compact sewing kits. Historians note photos from the U.S. Civil War showing soldiers repairing their uniforms.

A Union soldier during the U.S. Civil War repairing a uniform.  [3] [Library of Congress 1S02987]

The khaki canvas kits issued in the Second World War varied little from those of the preceding World War. Intended to help servicemen maintain their kit, contents could include needles and thread (with a small piece of wax to waterproof that thread), a small pair of scissors, a thimble, spare buttons, yarn to darn wool socks and gloves, a tape measure, safety pins and tailors’ chalk.

A Canadian soldier in the Netherlands (at right) mending his uniform, 1944.  [3] [LAC PA-143931]

Samples of WWII kits found online are rarely complete, confirming that their contents were indeed needed and used. That is true of Murray Fraser’s sewing kit (below), too.

 

Unrolled, his sewing kit measured about 5 x 12 inches (12.75 x 30.5 cm). 

The remaining supplies in Murray Fraser’s sewing kit: darning wool, needles, wax, spare buttons, and a belt buckle.

“A sergeant sews on his own stripes in this cartoon by Sgt. Ralph Stein illustrating a how-to article for YANK, The Army Weekly in 1943.”  [3]

Murray Fraser's kit suggests that servicemen were indeed responsible for sewing on their own insignia.

Murray Fraser’s LAC propellers and shoulder patches, as well as his summer uniform Corporal stripes, all stored in his sewing kit.

A Leading Aircraftman (LAC) tunic, showing the types of patches, buttons and belt buckle found in Murray Fraser’s sewing kit.  [4]

Manufacturer’s label. Let’s hope those stains are grease or oil, not blood.

As its stamped label shows, this housewife was made by S.S. Holden Limited of Ottawa in 1940. Spencer Sutherland Holden worked for Woods, Limited in 1904–1912, before starting his own business. The factory of Grant, Holden, Graham, Limited produced camping gear and workers’ wear, and was well positioned for war contracts. S. S. Holden Ltd. evolved from that company, later becoming a subsidiary of S. E. Woods Ltd. in the 1950s. Boasting a legacy dating back to 1885, Woods remains an “adventure outfitter” to this day. [5]

 

The issuing of sewing kits did not end with WWII. Canadian Forces continued to supply them.

A standard issue Canadian Forces sewing kit from 1978 [6]

A more contemporary, 1991 version. Made of nylon, it has Velcro fasteners instead of cotton ties. [6]

Sources (accessed November 7, 2023)

1.     Flgt. Sgt. Racine, “From Civilian Into Airman,” The Airman’s Post, Vol. 1, No. 2, January 1941, No. 2 Manning Depot, Brandon, Manitoba
https://frasertrunk.blogspot.com/2017/08/the-clothes-make-man.html

2.    Willoughby & Rose “How to Make an 18^th Century “Hussif” or Housewife” YouTube
https://www.youtube.com/watch?v=vui_-n9Glck

3.    Sharon Adams, “The housewife,” Legion magazine, October 1, 2016.
https://legionmagazine.com/the-housewife

4.    LAC tunic, https://www.germanmilitaria.com/OtherNations/photos/C012082.html

5.    “How did Woods™ Start?” https://www.woods.ca/pages/faq

6.    “Sewing Kit,” Canadian Soldiers website, photos courtesy Ed Storey
https://www.canadiansoldiers.com/equipment/personal/sewing.htm

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Homeward bound on HMT Mauretania

The second RMS Mauretania (above) was named after a famed, favourite and fast ocean liner that operated between 1907 and 1934. [1]

Built in 1938 for the Cunard White Star Line, the new (Royal Mail Ship) RMS Mauretania was designed to carry freight and 1,378 passengers: 486 in Cabin (first) class, 390 in Tourist, and another 503 in Third class. With its two funnels, the 235-metre ship resembled the company’s larger 314.2-metre RMS Queen Elizabeth also launched that year. 

At that time, “the new Mauretania was the twelfth largest and the sixth fastest liner in the world.” [2] She was christened on July 28, 1938 by Lady Bates, the wife of Cunard’s chairman, Sir Percy Bates. Mauretania's maiden voyage to New York left Liverpool on June 17, 1939, returning to Southampton a few weeks later.

The launch of the new Mauretania, July 28, 1938 [1]

Mauretania’s commercial service had barely begun before World War II broke out. Ocean liners like the Mauretania, Queen Mary, and Queen Elizabeth were soon requisitioned by the British government to be used as troop ships. Fitted with guns, repainted battleship grey, and with its portals blacked out, Mauretania sailed to New York in December 1939, and then to Sydney, Australia for her full conversion to (Hired Military Transport) HMT Mauretania.

L-R: Normandie, Queen Mary, Queen Elizabeth, “The Three Biggest Ships in the World,” 1940, New York. It was the only time the three were together. The Normandie (renamed the USS Lafayette) caught fire in 1942 while being converted to a troop ship in New York, and was scrapped in October 1946. [3]

In her new role as a troop ship and without her classic Cunard colour scheme, the elegant Mauretania looked more like a tough battleship than a sleek ocean liner.

“Mauretania, in her grey paint scheme, docked at Newport News, Virginia, with 2,036 German prisoners of war on board, 16 September 1942.” [4]

Gone were the resplendent Art Deco interiors and furnishings. [5]

Cabin Class Lounge [5]

Cabin Class Observation Lounge [5]

Cabin Class Restaurant [5]

Tourist (2nd) Class Lounge [5]

As a troop ship, the grand dame of the seas now wore overalls. Instead of catering to 1,378 passengers for which it was originally designed, Mauretania was refitted to cram in 6,500 servicemen. 

“Cramped troop accommodation on the Mauretania” [2]

“Cramped conditions in the Mauretania’s first-class dining saloon for some of the 6,500 troops the ship could carry.” [2]

HMT Mauretania sailed several seas, transporting 350,178 servicemen and personnel, and logging 542,446 miles as a troop ship. Early in the war she carried Australian troops to Suez, India and Singapore, but later sailed mainly in the North Atlantic. 

Cpl. Murray Fraser

Post-war, the ocean liner made several voyages for the government, repatriating servicemen like Murray Fraser. His photos suggest the ship was less crowded by then. 

Docked in harbour

HMT Mauretania left Liverpool at 5 a.m., Friday, December 28, 1945. In Murray’s pocket calendar, he notes a calm sea under a dull sky that morning. It wouldn’t stay calm, however.

“Last of England fading into the mist. Escort of sea gulls. Pre-shrunk life belt. Hope it doesn’t get used anyway. … Beginning to pitch—some sick.” 

Dad doesn’t write of being seasick himself, but lighter crowds at Saturday’s breakfast suggest others still were:

“Dinner time—more to be endured than enjoyed.”

Not surprisingly, a winter crossing meant snow, wind, and cold temperatures.

 

“Plenty of elbow room at dinner table. … Took a couple of pictures ...Very long day.”

Hold onto your hat! This is likely one of the photos Dad took on December 30.

Another very long and rough day. “Herbert Morrison [Labour Party MP] spoke at 1800 hrs. Lucky he couldn’t hear comments.”

Mauretania docked in Halifax late on January 1, 1946, and passengers disembarked the next day.

January 1, 1946: “Mutton stew, boiled dried peaches, tea. Happy New Year.”

“The port of Halifax welcomes you home.” Happy to be on terra firma January 2, 1946. Probably hungry, too.

Of course, it’s still a long train ride from Halifax to Pilot Mound, but there were Red Cross donuts and coffee. And turkey instead of mutton!

Dad reached Oshawa on January 5, 1946 and “Visited Drummond” the next day. This is likely Robert Drummond, his commanding officer at Trenton, who wrote him a glowing letter of reference. 
Murray then caught a train leaving Toronto on January 7. “Left Union Stn. 10:55 p.m. Tuesday—brush, scrub, rocks, lakes, rivers, snow.

Wednesday!!!”

Dad’s parents and aunt drove from Pilot Mound to his sister's home in Winnipeg on January 8 to welcome Murray home the next day. 

In front of Houldens’ home at 76 Pilgrim Avenue, St. Vital: back, Jack Houlden, Hazel Stevens; middle: Pete and Annie Fraser, Jessie Houlden, Annie Belle Fraser; front: Carole and Murray Houlden. Dot the dog looks on.

The Pilot Mound folks returned home on January 11, and Murray followed on January 15, 1946. The Pilot Mound Sentinel noted his return in that week’s paper:

Notice in the Pilot Mound Sentinel. [7]

Mauretania also returned home. “Weather beaten, scarred and proud,” [6] she was released from government service September 2, 1946 and returned to the Cunard White Star fleet. 

Disembarking 600 passengers in Liverpool, at the end of the ship’s last wartime trip. [6]

In Liverpool the ship was thoroughly reconditioned and refitted. By April 1947 she was again the luxury ocean liner she was intended to be.

Promotional postcard, 1950 [4]

RMS Mauretania sailed the seas until October 1965, when she was sold and scrapped.

In subsequent years Corporal Murray Fraser had no interest in a vacation cruise, even on the most luxurious new cruise ships. 

And he never ate mutton again.

See Mauretania in action and learn more at:

What Happened to RMS Mauretania 2? 22 min. [5]

Sources (retrieved September 13, 2023)

1. "Naval Architecture," Pinterest https://www.pinterest.co.uk/pin/1062638474555854493
2. “The Cunard Liner ‘Mauritania’ of 1939,” Liverpool Ships, http://www.liverpoolships.org/mauretania_1939_cunard_line.html
3. Wikimedia Commons, The three largest ships in the world https://commons.wikimedia.org/wiki/File:The_three_largest_ships_in_the_world,_New_York,_1940_-_photographic_postcard_%283796186285%29.jpg
4. Wikipedia, “RMS Mauretania (1938)” https://en.wikipedia.org/wiki/RMS_Mauretania_(1938)
5. Big Old Boats, “What Happened to RMS Mauretania 2?” (YouTube, https://www.youtube.com/watch?v=hTMPHi5-gFw)
6. Liverpool Ships: “The Cunard Liner ‘Mauretania’ of 1939” http://www.liverpoolships.org/mauretania_1939_cunard_line.html
7. Pilot Mound Sentinel, January 17, 1946, p. 4.

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