HMCS VANCOUVER (I)

HMC Destroyer VANCOUVER was acquired by the Royal Canadian Navy, along with HMC Destroyer CHAMPLAIN, in 1928.  After her commissioning on 1 March that year at Portsmouth, England, she proceeded to the west coast of Canada and there served out the remainder of her operational life.  Engaged chiefly in training men of the permanent and reserve forces in the Navy, she made cruises to local ports and, during the winter months, to Central American and Caribbean waters where she joined in exercises with ships of both the Royal and Royal Canadian Navies.  At the close of 1936, she was paid off and, in the spring of the following year, sold for scrap.

The early days of the RCN had been marked with struggle, often bitter.  But forces within the organization had always been persistent, refusing to submit either to inertia or outright hostility, and had gone on to bring about a gradual and sure increase in the fighting capability of the Navy.  In 1910, the year of the passage of the Naval Service Act, the RCN began with the acquisition of HMC Cruisers RAINBOW and NIOBE.  At the outbreak of war in 1914, the submarines CC-1 and CC-2 were added.  On 1 November, 1920, HMC Cruiser AURORA and HMC Destroyers PATRIOT and PATRICIAN were commissioned to replace the old cruisers.  The submarines, CH-14 and CH-15, were also acquired, they being commissioned on 3 March, 1921.  A retrenchment in 1922, which carried with it a cut of a million dollars from the already lean naval vote, caused the paying-off of the submarines on 30 June and of AURORA on 1 July, 1922.

HMC Ships PATRIOT and PATRICIAN carried on until 1927, the former paying off at the end of October of that year and the latter on 1 January, 1928.  PATRICIAN had served her last years on the west coast, stationed at Esquimalt, B.C.  There, much like VANCOUVER afterwards, she had made training cruises in British Columbia waters, exercised with visiting HM ships, visited ports on the US Pacific seaboard and sailed on pelagic sealing patrols.

Before the two destroyers were paid off, negotiations were entered into regarding replacing them.  Early in 1927, in fact, the first discreet steps were taken.  About that time, the British Government was able to notice with interest that their Canadian counterpart was devoting serious consideration to the question of having destroyers built especially for the RCN.  Final deliberations on the subject resulted in the placing of orders for the construction of two ships of this type in Britain.  But, of course, during the intervening period while the ships were being built, the Canadian Navy could not discontinue its work.  Training could not be permitted to lapse nor could the shores be left protected only by small coastal craft.  It would require for a time the use of two destroyers, already constructed and ready for service.

Thus, also early in 1927, feelers were extended to explore the possibilities of obtaining such ships.  Later during the year, in August in fact, while Commodore Walter Hose, RCN, Director of the Naval Service, was in London, he was informed by the Admiralty that two Thornycroft “S” Class destroyers could be transferred to Canada for £75,000 each, plus an estimated £11,000 each for reconditioning and storing expenses.  This offer was made “in event we cannot at the present time embark on new construction”, [1] for it should be noted that it was not until January, 1929, that deliberations and negotiations regarding the construction of the new destroyers, bore fruit in the awarding of a contract to Messrs. J. I. Thornycroft and Co. Ltd. of Southampton.[2] The offer was later changed to a loan, with reconditioning expenses remaining the responsibility of the Canadian Government.  Full equipment would accompany the vessels free of charge, while any items required in excess of full equipment would have to be supplied by repayment.  During the period of the loan, the Admiralty would expect the equipment to be kept up to the latest approved establishment allowance at the expense of the Canadian Government.  It was also expected that, should an emergency arise, the ships would be ready to play a part in it.[3]

The two ships suggested for the transfer by the Admiralty were Torbay and Toreador.  Laid down in 1917, the construction of these destroyers had not been completed until after the end of the First World War.  They had been in commission in the Royal Navy during 1919-20 and, at the time of the offer, were being held in reserve.[4]  They had completed by this time more than half of their official life expectancy of 16 years.

When comparing these ships with PATRIOT and PATRICIAN, it was observed first that, having been completed after the war, they were of superior construction.  Further, it was noted that, since they had not undergone the rough usage or long-running of the older ships, they were in better condition.  Again, their boilers were of the latest design and their engines more economical in operation and more efficient. [5]

Commodore Hose urged acceptance of the Admiralty’s offer.  His recommendation was followed and refits of the destroyers went ahead in 1928.  The Admiralty had originally intended to refit Torbay at Sheerness and Toreador at Portsmouth, but representations made by the officers who had to stand by the ships and did not want them separated, brought about an agreement to have them refitted together at Portsmouth. [6]

With the paying off of PATRIOT and PATRICIAN, men from their ships’ companies began to proceed overseas so that they could be on hand for the commissioning of the new destroyers.  On 16 January, 1928, for instance, transportation from Halifax to Liverpool was arranged for 16 ratings in SS Ascania and, on 6 February, 4 officers and 70 ratings for Toreador sailed in SS Lapland from Halifax to Plymouth. [7]

It was recommended and agreed that the destroyers should be given names closely associated with Canada than the ones they already bore.  All were in accord with regard to CHAMPLAIN for Torbay, the destroyer who was to serve in the east, but the renaming of Toreador, who would replace PATRICIAN in the west, presented more difficulties.  The Canadian Government wished to call her VANCOUVER after the famous navigator, but the name was capable of causing confusion as there was already a destroyer in the Royal Navy of that name.  Commodore Hose suggested MACKENZIE and, as a substitute, FRASER, but, although the Government respected these names and hoped some day to apply them to other ships, [8] they were empathic in stating their preference at that time for VANCOUVER.  What might have developed into an insuperable obstacle was removed when the Admiralty change the name of HMS Vancouver to Vimy. [9]

In February, 1928, the destroyers were placed in reserve commission under the Canadian Government, the Admiralty having been requested to do this in order to facilitate accounting and pay arrangements. [10]

They were fully commissioned into the Royal Canadian Navy on 1 March, 1928.  The change of names took effect at the same time, so that HMS Toreador was commissioned as HMCS VANCOUVER and HMS Torbay as HMCS CHAMPLAIN.  Lieutenant-Commander R. I. Agnew, RCN, assumed command of VANCOUVER, while Commander C. T. Beard, RCN, became Commanding Officer of CHAMPLAIN. [11]

The famous navigator, George Vancouver, after whom the destroyer was named, left his name to Vancouver Island, the city of Vancouver and other geographical features in Canada, Australia and elsewhere.  Born in England on 22 June, 1757, he was, in 1790, given command of an expedition sent in HM Ships Discovery and Chatham to the North Pacific coast, to receive from the Spaniards the British possessions they had seized at Nootka Sound in 1789, and to explore the coastline.  He spent the years 1792-94 carrying out a meticulous survey which included the whole of the coast of what is now British Columbia.  He died in Surrey on 10 May, 1798. [12]

The navigator’s name was used by the Royal Navy only once.  This was to designate the destroyer mentioned above, who lost it to free it for Canadian use.  Renamed HMS Vimy she had been completed in 1918 and was broken up in 1948.[13]

After the ship of the present narrative, a Canadian “Flower” Class Corvette of the Second World War bore the name of VANCOUVER.  She served on both coasts during her service from 20 March, 1942, to 26 June, 1945.

In the Maritime Museum in Halifax, a photograph may be seen of a badge for HMCS VANCOUVER, first of name.  It features “Three maple leaves in chief, ship in sail.” [14]

Following the commissioning, on 17 March, 1928, the ships were visited by the High Commissioner for Canada in London.  The Honourable P. C. Larkin was received by Vice-Admiral Sir Osmond de Beauvoir Brook, KCB, KCMG, KCVO, Commander-in-Chief Portsmouth Dockyard, and Commander Beard, at the Admiral’s residence.  He was accompanied by these officers to the jetty where the ships were moored alongside.  He had luncheon in CHAMPLAIN and then inspected the ships’ companies drawn up on the jetty.  In an address to the men, he stated that he was proud to learn that 90% of them were Canadian-born, a fact which revealed clearly the progress the Navy had made since the days when NIOBE and RAINBOW had been commissioned with ships’ companies recruited largely from the Royal Navy.  After going over the ships, he stepped back to the jetty and watched the lines being cast off and the destroyers moving out into the stream to begin their long voyages to their new homes. [15]

Leaving British shores behind, the ships followed the southern Atlantic route, which was longer than the northern route, but was chosen to avoid winter conditions and to allow refuelling at ports within a safe cruising radius for their type of ship.

While passing through the Bay of Biscay, they met heavy weather and suffered damage to their boats and upper deck fittings. [16] In VANCOUVER on the 19^th, jury stays had to be placed on the mainmast by the duty watch, replacing those carried away by the wind.  On the 21^st, the foretopmast was carried away.  A jury wireless aerial was rigged and the mainmast standing rigging required repairs.  In the evening of that day, speed was increased from 8 to 12 knots. At 0710, the hands were employed cleaning up after the storm when land was sighted on the starboard bow.  This was Las Palmas in the Canary Islands.  Damage done to both ships was repaired there. [17]

Leaving Las Palmas the 27^th, the ships arrived at St. Vincent, Cape Verde Islands, two days later.  Off again next day, they carried out trials to determine their most economical speed.  This was found to be 14 knots.  At this speed they were able to cover 10¼ miles per ton fuel oil.

Port of Spain, Trinidad, was raised on 8 April, 1928.  Following a ten-day stay in this port, which was broken by diversions to sea for exercises, the ships paid calls to the Jamaican ports of Port Royal and Kingston.  Finally, at the latter, on 2 May, the destroyers parted company, to sail to report at their respective bases, CHAMPLAIN toward Halifax and VANCOUVER toward Esquimalt via the Panama Canal. [18]

Leaving Kingston at noon and passing CHAMPLAIN, VANCOUVER manned ship and cheered the other.  Her erstwhile companion returned the courtesy.  She then shaped course for Colón, which she reached on the 4^th.  It was learned that suitable oil fuel could not be obtained at the Atlantic end of the Canal, owing to the fact that all pipe lines, the shortest of which was more than half a mile in length, were being filled with heavy oil.  So the destroyer prepared to make the crossing of the isthmus without delay.  This was accomplished without incident, “i.e. in the usual extremely efficient manner which three previous transits have allowed me to expect.” [19]

A fuelling call was made to Manzanillo, Mexico, on 12 May, 1928.  The port officials proved to be cordial, all customs and immigration laws being waived in the ship’s favour to facilitate the landing of victualling assistants and the embarking of fresh provisions.

VANCOUVER left the port the same day after fuelling.  From the 16^th to the 20^th, she was at San Pedro, California.  On the 23^rd, she arrived off Port San Juan, Vancouver Island, where she met HMCS ARMENTIERES, a minesweeper based at Esquimalt.  With the smaller ship, she carried out a full-calibre gunnery exercise.  The next day, she was in Victoria and, the 25^th, Esquimalt.

Drawing up his report on the passage from England, the Commanding Officer praised the conduct, zeal and energy, often under trying conditions, of the officers and ratings aboard his ship.  He noted, however, that competition with CHAMPLAIN had not brought about the “espirit de corps and smartness” for which he had hoped.  He attributed this to two causes:  first, because little competition could be attempted owing to long passages, short stays in harbour and the necessity for continual refitting; the second, because, he felt, competition between two ships only did not promote a healthy rivalry, but was inclined to make for ill-feeling between ships’ companies.  He had noted the truth of these observations on previous occasions and considered that the only cure was to have at least three ships, “preferably but not necessarily, of the same class, serving together.” [20]

On arrival at their respective bases, both VANCOUVER and CHAMPLAIN were placed in drydock and thoroughly examined.  No defects of machinery or construction were found in either case, the ships alike having proven themselves excellent in a sea-way and economical in fuel consumption. [21]

PATRICIAN had been paid off, but she was still lying in the harbour. [22]

Some of her stores went to RCN Barracks and others to VANCOUVER.  To facilitate receiving her share, the newer destroyer berthed alongside her.  The day following, 29 June, 1928, VANCOUVER made her first visit to the city with which she shared her name.  On 3 July, the citizens of VANCOUVER presented a silver-plated ship’s bell to the Commanding Officer for the ship, and a sterling silver serving tray for the wardroom.  Both were engraved, the bell with the name “TOREADOR 1919” on one side and “VANCOUVER 1928” on the other.  It commemorated the close association between the city and the first Canadian warship to bear its name. [23]

The duties of both VANCOUVER and CHAMPLAIN were outlined following their arrival at their bases:  chiefly they would be devoted to giving RCN and Reserve officers and men practical seagoing experience and training in gunnery, torpedo, signals, wireless telegraphy and engine-room duties. [24]

Commodore Hose, Chief of the Naval Staff, inspected VANCOUVER on 10 July, 1928, and he sailed aboard her when, after calling at Vancouver, she proceeded north to Alert Bay on Cormorant Island, Broughton Straits, and Prince Rupert, where he disembarked.  HM Cruiser Durban was met in the latter port and VANCOUVER went out with her for 1-inch aiming rifle practice.[25]

The two ships came to anchor on the 18^th in Bearskin Bay, Skidegate Channel, Queen Charlotte Islands.  Two days later, they proceeded south to Port Alexander on Nigei Island at the north-west tip of Vancouver Island.  The next day, VANCOUVER parted with Durban and steamed in a southerly direction along the eastern shore of Vancouver Island to Blenkinsop Bay.  From here, on the 23^rd, she passed through Johnstone Strait and Discovery Passage to the Straits of Georgia, anchoring at Nanaimo.  Durban arrived there the 24^th, and the two ships joined company again to visit Ladysmith to the south on the 30^th.

VANCOUVER continued in company with Durban in August, 1928, and on the 17^th of that month they were joined by HM Cruiser Despatch with the Commander-in-Chief North America and West Indies Station embarked.  Ports visited were Vancouver, New Westminster, Admiralty Bay and Seattle in Washington State, and Comox and Qualicum on the eastern side of Vancouver Island.  On the 26^th, the destroyer was ordered, along with HMC Minesweepers THIEPVAL and ARMENTIERES, to the search for a missing monoplane of British Columbia Airways Ltd. [26]

In the autumn of 1928, training cruises were made by the destroyer to the west coast of Vancouver Island.  Winter Harbour and Port Alice in Quatsino Sound were visited in September, Port Alberni, Christie Bay and Uchucklesit in Barkley Sound and Jordan River on the Straits of Juan de Fuca, in October, and Port San Juan in November.

Arrangements were made at the end of September for the ship to pay visits to anchorages near prominent private schools in the vicinity of Victoria, and there invite aboard as guests and take for short cruises to Cowichan Bay the masters and boys in these schools.  The motive behind this was to acquaint the boys of the province with living conditions in naval ships and to try to interest them in naval matters.  The schools visited for this purpose, both in October, 1928, were Brentwood College, Brentwood Bay, and Shawnigan Lake School, inland from Mill Bay, both these bays being in Saanich Inlet.

On 4 November, 1928, Brigadier-General A. G. L. McNaughton, CMG, DSO, and his Staff, were embarked and taken for an inspection trip to Bamfield on Barkley Sound. [27]

In the previous month, the oil fuel in PATRICIAN’s bunkers had been drained out and transferred to VANCOUVER.  A desire to transfer the older destroyer’s motor boat, it being considered that it had greater capacity and was faster than VANCOUVER’s , was frustrated because it could not be suspended from the latter’s davits. [28]

VANCOUVER remained in harbour during December, and in January 1929, left Esquimalt to oil at Ioco, near Vancouver.  This was at the end of the month and was to prepare her for a winter cruise, which began on 1 February, 1929, when she sailed to Astoria, Oregon, and the 75 miles up the Columbia River to Portland.  Back in Astoria on the 6^th, she shaped course for San Francisco but, after reporting a defect in the port stern tube bushing, which made use of the port engine inadvisable, she was ordered to return to Esquimalt on the starboard engine. [29]

The voyage was resumed on the 23^rd.  She carried out a full-power trial after leaving Esquimalt and, when satisfactorily completed, shaped course again for the Californian port.  Landfall was made on the 25^th.  An interesting visitor in this port was the Spanish Naval Training Ship, Juan Sebastian De Elcano.

After calling at San Diego on 2 March, 1929, VANCOUVER proceeded to Magdalena Bay, Mexico, where she remained from the 9^th to the 29^th.  In this large bay, warm in the semi-tropical air and undistracted by the proximity of any large centres, the ship settled down to a programme of exercises and instruction in most branches of seamanship.  For recreation, there was bathing on the beaches.

When she arrived in the bay, a Norwegian whaler, the Hanka, was there, but it weighed anchor and left thirty-five minutes later. [30] For the rest of the time, she had the anchorage to herself.

VANCOUVER did not proceed further southward, the Navy’s chronic lack of funds confining her movements.  She returned to Esquimalt after weighing anchor on the 21^st and calling en route at San Pedro.  Fog, succeeded by wind, was encountered after she left the Californian port.  Speed had to be reduced on the 29^th and 30^th, and minor damage was caused by the waves to the upperworks and boats.  The ship was back in Esquimalt on 2 April, 1929. [31]

From Ioco, where she fuelled, VANCOUVER sailed on a pelagic seal patrol on 22 April, 1929.  On this patrol the ship steamed up the Straits of Georgia to Oyster Bay and then into Queen Charlotte Sound where she called at Safety Cove and Namu Harbour.  Proceeding across Hecate Strait to the Queen Charlotte Islands, she entered Skidegate Inlet and came to anchor in Queen Charlotte City. [32]

Only a few seals were sighted:  four on the 25^th and seven on the 26^th.  A number of US halibut boats and salmon trollers were seen and several boarded.  On the 24^th, at Safety Cove, three small salmon trollers, on passage from Seattle to Ketchiken, came in for repairs and rest.  They were boarded the next day.  On the morning of the 26^th, the US halibut boat, Republic, was searched for evidence of illegal sealing and arms.  Her captain reported having seen a herd of 200 seals between 3-10 April in Hecate Strait.

Informants stated that they were quite positive the Indians about these areas were not engaged in sealing activities.  At Queen Charlotte City, it was stated that the only harbour in the vicinity known to be used for sealing operations, was in the Goose Island group in Queen Charlotte Sound.

Hecate Strait was patrolled on 2-3 May, 1929, and again on the 7^th.  The ship then steamed southward into Queen Charlotte Sound as far as the Goose Island group.  Approximately six fishing boats were sighted westward of the group.  The halibut boat Arcade was boarded and found satisfactory.  VANCOUVER then proceeded to the anchorage where she was joined later by the Canadian Government ship GIVENCHY.  The latter sent a boarding party to two Canadian trollers which were also at anchor.  Nothing suspicious was found and their Captains, in reply to questioning, stated that they had seen no Indians or other fishermen using the islands as a base for sealing operations.

The destroyer sailed southward on the 9^th, to Topaze Harbour.  Slipping from that port on the 12^th, she proceeded to Vancouver to fuel at Ioco and from there returned to Esquimalt. [33]

VANCOUVER left for another seal patrol on 25 May, 1929.  She steamed from Esquimalt in the company of HM Cruiser Colombo.  The two ships cruised to Cape Scott, the north-westerly point of Vancouver Island, where they engaged in exercises.

Parting from her companion on the following day, VANCOUVER sailed to Queen Charlotte Sound.  At Safety Cove on the 27^th, the Canadian halibut boat, Smuchmona III of Vancouver, was boarded.  She showed no sign of illegal sealing.  The Captain stated that he had sighted no seals during the ten days his vessel had been out.

On the 28^th, the destroyer steamed 50 miles to the westward in the Sound.  There was mist on the ocean and occasional showers.  No seals were sighted.  She then passed down Rivers Inlet to Moses Inlet, at the head of which she anchored.

On the 31^st, those aboard her sighted five seals and about twenty fishing boats.  She visited Queen Charlotte City and, on 3 June, 1929, effected a rendezvous with Colombo in Milbanke Sound.  A call was paid to Alert Bay from which, the ships separating, VANCOUVER patrolled southward to the Straits of Georgia, to Tribune Bay on Hornby Island in the Straits, Vancouver and Ioco, and the town of White Rock on Semiahmoo Bay.  At the last-named place, marked enthusiasm for the visit was encountered and entertainment was offered to all.  At Cowichan Bay on the 13^th, a draft of two RCN and eight RCNVR ratings, who had been undergoing training in HMS Colombo, was transferred back from the cruiser. [34]

On the 29^th, VANCOUVER and Colombo embarked at Vancouver two companies of Seaforth Highlanders and one section Field Ambulance.  The troops were conveyed to Maple Bay on Sansum Narrows, north of Saanich Inlet and returned to Vancouver on 2 July, 1929. [35]

VANCOUVER accompanied Colombo to Seattle at the beginning of August and, in the middle of the month, in company with THIEPVAL and ARMENTIERES, conveyed men from the Barracks, HMCS NADEN, to Comox where the RCN had a rifle range.

After exercising torpedo-firing with THIEPVAL, VANCOUVER proceeded to Vancouver on 7 September, 1929.  Here she met the Chilean Naval Training Ship, General Baquedano, which had just arrived in the harbour.  The Commanding Officers of both ships exchanged visits. [36]

A training cruise began on 8 October, 1929.  Passage was made to Prince Rupert via the west coast of Vancouver Island, Queen Charlotte Sound and Hecate Strait.

Poor visibility and a south-easterly gale with rain were encountered at midnight 9^th-10^th, and the bad weather lasted during the stay at Prince Rupert.  On the 13^th, the ship sailed to Kitlope Bay on Hecate Strait.  En route, in the vicinity of Oona River, the ship was stopped as per orders to investigate a report of a local resident having found a torpedo.  An officer, who was sent ashore in the whaler, was shown the object, which proved to be constructed of wood with metal tail fins and nose, the whole being about 16” long by about 3” in diameter, weighing about 1½ lbs.  The Commanding Officer believed the object to be a small dummy aerial bomb.

At Kitlope, the Kitlope River was found to be in full flood, with logs and trees floating in continuous procession down the swift current.  The rain was heavy and persisted throughout the stay.  For her protection, the ship was anchored well-clear of the stream.

On the 18^th, VANCOUVER sailed for the Goose Islands.  On reaching Day Point, Price Island, to the north of the group on Hecate Sound, it was found that a south-easterly gale was blowing with heavy seas and poor visibility.  It was known that the Goose Island anchorage was dangerous in a south-easterly wind, so the Commanding Officer decided to proceed direct to Rivers Inlet and anchor at Bella Bella.  This was done but, although the anchorage there was not open to the full force of the wind from any direction, it was necessary to veer to six shackles to hold the ship from dragging.  An anchor watch was set and steam kept at short notice throughout the night.

The ship remained in Rivers Inlet from the 19^th to the 27^th.  Except for two days, there was continuous rain.  Advantage was taken of the dry days to clean and paint the ship, this in preparation for an official visit to Vancouver.

Proceeding southward through Johnstone Strait en route to Elk Bay on Discovery Passage, VANCOUVER struck a large partially-submerged log.  This accident caused some slight damage to the propeller.

The visit to Vancouver on 28 October, 1929, turned out to be less successful than hoped, the reason being that many of the leading officials of the city had not been informed that it was an official one.

VANCOUVER fuelled at Ioco and called at Cowichan Bay before returning to Esquimalt on 4 November, 1929. [37] On 25 November, 1929, HMCS VANCOUVER was taken in hand for an annual refit.  It was completed on 29 December. [38]

On the following day, she left Esquimalt to proceed to the Atlantic Ocean to join CHAMPLAIN in a training cruise in the Caribbean.  She called at San Pedro and Manzanillo.  In the latter port, the Mexican Coast Guard ship, Mazatlan, an ex-British-built trawler, was met anchored in the harbour.  It was so hot in the harbour that the hands were not turned to between 1315 and 1600, but were employed in their tasks from 1600 to sunset.

While crossing the Gulf of Tehuantepec, the wind so often encountered there, turned up in its fury.  Its force caused the jack staff to be bent.  However, on examination, it was found to be corroded inside.  Later, when in HM Dockyard, Bermuda, the ship had a new one forged to replace it.

Passage through the Panama Canal was made on 16 January, 1930.  The engine-room temperatures, which during the passage were seldom below 100 degrees, rose in the Canal to 140 degrees.

From Colón, the ship proceeded to Bermuda where, on the 21^st, she met CHAMPLAIN. [39] With her sister destroyer and HM Cruiser Durban, she sailed out for exercises on 3 February.

On the 6^th, the ships entered the north-east channel at New Providence Island, coming to anchor north of Hog Island, a flat and narrow island which protects the harbour of Nassau.

On the following day, the wind veered from south to west in a space of about 15 minutes.  The change in direction added force and brought heavy squalls and rain.  CHAMPLAIN commenced to drag and she drifted toward VANCOUVER.  To avoid a collision, she dropped a second anchor so that she could raise steam and get out of the area.  The wind did not last long, but it came up again at 2000, increasing in force so rapidly that CHAMPLAIN had difficulty in hoisting her boats.  VANCOUVER’s, however, were left afloat and they suffered no damage.  During the morning watch, the wind died down, but left a heavy swell which made the ships roll considerably at anchor.  Canadian libertymen were brought back from shore direct to Durban in a large tender used for visiting liners, and were returned to the destroyers in the cruiser’s motor cutter.

Throughout the stay at New Providence, the anchorage was found to be too exposed.  There was always a swell, which made boat work hazardous.  For several days the motor boat had to be manned from a jumping ladder let over the stern.

Recreational opportunities ashore there and elsewhere in the British West Indies were poor for the ratings, although there was plenty of entertainment for the officers.

Sailing to Havana on the 12^th, the destroyers steamed via the north-west channel and the Florida Straits.  The passage was found to be a very beautiful one.  When they passed through the Gulf Stream, its strength impelled them beyond what was considered an economical speed.

The visit to the Cuban capital was an enjoyable one for both officers and men.  While they were there, on the 15^th, the anniversary of the sinking of the US Battleship Maine was commemorated.  [40] A large parade was held in the forenoon, attended by the Commanding Officers of both destroyers, and wreaths were laid on a memorial.  The Commanding Officer of CHAMPLAIN was inclined to believe that “this celebration was being kept alive by the Americans rather than the Cubans.”[41]

CHAMPLAIN dragged her anchors again while in Havana.  Owing to the crowded state of the anchorage, it was necessary to weigh and take up the proper berth again.  There was more trouble the next day when she was obliged to have a tug alongside and get up steam, so she would not drift into VANCOUVER.

The destroyers left the port on the 23^rd, met Durban outside, and sailed in her company to Miami.  The visit to the Florida port was not as successful as that at Havana.  The Canadian colony there made some efforts to entertain; otherwise, what entertainment there was, was of a private rather than general nature.[42]

On 2 March, 1930, the ships proceeded by the Straits of Florida and the Old Bahama Channel, rounding Cabo Maysi at the eastern tip of Cuba on the 4^th.  Montego Bay, Jamaica, was reached on the 5^th. [43] There, on the 9^th, VANCOUVER had to send away her seaboat’s crew when a sailing craft capsized and threw its five occupants into the water. [44]

VANCOUVER parted from CHAMPLAIN on 19 March, 1930, sailing from Kingston, at 1600 for the Canal Zone.

The cruise in company was considered to have been beneficial and was to form a model for what was to become the standard winter operation for RCN destroyers.  Being together permitted them to combine manoeuvres and attacks.  This proved of great value to the Commanding Officers. Working together, they said, encouraged also a keen spirit of competition which was bound to improve the standards of seamanship and smartness of ship.  The signal and wireless telegraphy staffs, because of the large amount of communication taking place between the ships, were especially benefitted. [45]

When VANCOUVER left for the Canal Zone, the 100-man ship’s company with which she had left Esquimalt, had been reduced by sixteen.  The reduction had been brought about by the drafting of six men, the desertion of nine others and the falling sick of one.  It was increased to seventeen when, on arrival at Balboa, an Engine-Room Artificer was discharge to hospital.

From Balboa, the destroyer sailed up the Pacific Central American coast to Corinto, Nicaragua, anchoring off the town on 26 March, 1930.

Three days after arrival, the Commanding Officer and his Executive Officer travelled by train to Managua, the capital.  There they were received by the British Consul and entertained officially at a dinner at which the President of Nicaragua, among others, was present.  The next day, General Williams of the US Marine Corps entertained officially.  There were other entertainments.  The officers could not get away before the 31^st, but the General gave them a speedy return to the port by placing two amphibian aircraft at their disposal.

A call was paid to Manzanillo on 4 April, 1930, and to San Diego on the 7^th.  The ship sailed from the latter port on the 14^th.  Owing to continuous, though moderate, head winds, and a dirty bottom, the hourly distance made was approximately 12.5 miles at revolutions for 14 knots.  At 1410, the 16^th, in accordance with orders, speed was increased to 17 knots so that the ship could arrive at Esquimalt during daylight of the 17^th and keep a rendezvous for gunnery practice with HMCS ARMENTIERES. [46]

From 17 April to 7 May, 1930, VANCOUVER was under refit and on harbour training duty. [47] On the latter date, she sailed to Ioco to fuel and then left for another sealing patrol.

The destroyer passed up the Straits of Georgia to Discovery Passage and Elk Bay.  The next day she steamed into Queen Charlotte Sound.  At Safety Cove, Calvert Island, a US halibut boat, the Silver Eagle of Tacoma, was found at anchor.  The vessel was boarded and, as it offered no excuse for remaining there, was ordered to weigh and proceed.

The ship then steamed to the west coast of Vancouver Island, visiting Port Alice and Winter Harbour on Quatsino Sound.  On the 16^th, she patrolled toward Skidegate, but was forced back by the weather to Safety Cove.  After patrolling up to Milbanke Sound, Finlayson Channel and Carter Bay, she turned around and returned to Quatsino Sound, paying second calls to Winter Harbour and Port Alice.  Before returning to Esquimalt on the 28^th, she visited Bamfield near the entrance to Barkley Sound. [48] HM Cruiser Dauntless visited Esquimalt in June 1930.  VANCOUVER proceeded to sea to meet her on the 2^nd and she exercised with this ship throughout the month. [49]

On the 27^th, the two ships conveyed troops from Vancouver to Maple Bay, returning them on 1 July.[50] While in the bay, the destroyer dropped an Elto outboard motor overboard.  This motor was recovered the following day by divers. [51]

HM Cruiser Despatch was another summer visitor to Esquimalt.  She was the flagship of Vice-Admiral V. J. Haggard, the C-in-C North America and West Indies Station.  VANCOUVER sailed under his orders when she represented the RCN at the US Fleet Celebrations in Seattle.  On arrival at this port, Despatch fired a 21-gun salute to the USA, which was replied to by US Battleship Texas. [52]

On 19 August 1930, VANCOUVER accompanied Dauntless and Despatch to Vancouver.  In the harbour, Vice-Admiral Haggard walked around divisions and the ship.

For the transportation of officers and ratings in Dauntless, VANCOUVER provided a skiff and an Elto motor.  At 0110 the 27^th, while taking off ratings to the cruiser, the skiff struck a log and capsized.  A motor boat from Dauntless was nearby and it fished nine men out of the water.  Two men, both Royal Navy ratings, were unaccounted for and it was not known for certain until much later when their bodies were found that they had drowned. [53]

Having embarked a range party of 46 ratings from HMCS NADEN, VANCOUVER left for Comox on 30 August, 1930.  En route, the ship worked up for a full-power trial, but it was found that the extra men aboard and their equipment made the ship unstable.  The trial was postponed until the gear was restowed and the ship was clear of Boundary Pass and in the open waters of the Straits of Georgia.

After the NADEN men had been set ashore at Comox, all the ratings from the ship’s company, with the exception of a cook rating on light duty, were landed in two watches for one week’s musketry course.  Officers also took part in the competitions.  Camp was struck on 13 September, 1930. [54]

Meanwhile, in England, the destroyers which were to become HMC Ships SAGUENAY and SKEENA, were approaching completion, and discussions were entered into regarding the return of CHAMPLAIN and VANCOUVER to the Admiralty.  The Department of National Defence stated that they could not fix a date for the return.  The matter would be left for consideration until after the results of the Imperial Conference were known.  As it turned out, the destroyers were never returned but were retained by the Canadian Navy until they were broken up. [55]

A further increase of personnel had been authorized on 30 October, 1929, which brought the complement of the RCN to 104 officers and 792 ratings, a total of 896.  The purpose of the increase was to meet the manning needs of both the ships in commission and those under construction, as well as to allow both officers and ratings to attend courses in gunnery, torpedo, etc., without necessitating loans of an undue number of Royal Navy personnel to replace them. [56]

With a Barracks party embarked, VANCOUVER set out on a training cruise to northern ports on 3 October, 1930, after fuelling at Ioco.  Overnight anchorages were Elk Bay and Safety Cove.  On the 6^th, she proceeded to Grenville Channel from Hecate Strait and passed the night at Lowe Inlet.  Next day in Prince Rupert, Commodore Hose was embarked and, on the 8^th, while en route to Naden Harbour at the north end of the Queen Charlotte Islands, he exercised the ship’s company in sea evolutions and inspected the engine-room department.

On the 10^th, the ship crossed Hecate Strait to Porcher Island and Refuge Bay.  The following day, she returned to Prince Rupert and there embarked for passage to Esquimalt, the Honourable D. M. Sutherland, the Minister of National Defence.  En route to her base, the ship called at Alert and Maple Bays.

On the 18^th, VANCOUVER re-embarked the Minister of National Defence, as well as the District Officer Commanding Military District No.XI, and staffs, the CNS and the Senior Naval Officer, Esquimalt.  She then proceeded to sea and fired 12 rounds per gun full-calibre and two torpedoes.  ARMENTIERES played the part of target ship.

On completion of the exercises, the CNS and SNO were transferred to the minesweeper for passage to Esquimalt, and HMCS VANCOUVER proceeded to Vancouver to land the Minister and the DOC and their staffs.

On the 19^th and 20^th, the destroyer visited Elk Bay and Safety Cove.  In the latter place, there was a thick fog and, at 0602, she grounded.  It was not until 1045 that the rising tide freed her.  Damage was done to plates and frames in the forward compartments.  She then returned to Elk Bay where she anchored awaiting slack water at Seymour Narrows.  There was more fog when she proceeded at 1400 so she took refuge in Duncan Bay to the south.  On the 22^nd, she anchored in Nanoose Bay.  Back in Esquimalt the next day, she proceeded to Yarrows shipyard and was hauled up on the slip immediately. [57] Repairs and some exercises at sea occupied VANCOUVER until 26 January, 1931, when she left for her winter cruise.  She was not to enter the Atlantic that year, but was to stop at Magdalena Bay as she had in 1929, and spend two weeks at exercises.

South-east winds, succeeded by fog, were encountered after reaching Cape Flattery.  The consumption of fuel oil being unexpectedly high and a stoker petty officer having been injured and needing medical attention, authority was sought to enter the port of San Francisco.  This was granted.

After landing the injured man and embarking 50 tons of fuel oil, the ship left the harbour the same day to resume her interrupted passage to San Pedro.

From San Pedro, VANCOUVER went on to Magdalena Bay, anchoring in Man-o’-War Cove on 7 February, 1931.  Throughout the stay in the bay, all efforts and time were directed toward training.  It was hot and, since there was no mechanical refrigeration, the ice which had been shipped at San Pedro, lasted barely seven days.  A large quantity of fresh provisions, meat in particular, was spoiled.  The opportunity was taken of buying fresh fish from San Diego tuna boats when they were in the bay.

Periods of leave were granted three days each week.  On these days, the ship’s company went ashore to bathe or play football on the beach.

A representative of the Governor of Baja or Lower California, having been sent down from La Paz, the capital of the state, official calls were exchanged between him and the Commanding Officer.

The ship left the bay on the 23^rd and, calling at San Diego en route, arrived back at base on 9 March, 1931. [58]

Another sealing patrol came up for the ship in April 1931.  This time she was to be accompanied by an aircraft, a Vedette three-seater flying boat.  While it was felt that its presence would be of great help to her, it was realized also that it would restrict her steaming to daylight hours.

She proceeded to Ioco and there embarked fuel oil for herself and gasoline and lubricating oil for the aircraft.  On the 27^th, in Vancouver, she embarked a Sergeant of the Royal Canadian Corps of Signals and two aircraftsmen RCAF, along with aircraft stores.  Slipping, she proceeded to Elk Bay and, the next day, to Calvert Island, anchoring at Safety Cove.  The aircraft arrived from Vancouver at 1630 and was refuelled and moored.

The following morning, at 0830, the aircraft left to patrol the area of Queen Charlotte Sound westward of Calvert Island.  Owing to low visibility, the pilot mistook his position and, when at 1155, there was no sign of him, the ship weighed and steamed into the Sound at 25 knots to try to locate him.  At 1220, the aircraft was sighted flying in the direction of Safety Cove, so the ship returned to the anchorage.

Before leaving Calvert Island on 1 May, 1931, the destroyer fired two rounds of 4” full-calibre shells at a cliff at the southern end of the island.  She then steamed to Milbanke Sound and Finlayson Channel to anchor at Carter Bay.  On the 2^nd, she steamed north to Grenville Channel and Lowe Inlet.  The weather during the passage was foggy and wet.  The aircraft arrived earlier in the inlet.  It did not carry out any patrols, but flew instead to Prince Rupert for mails and some spare parts it needed.

On the 4^th, the ship crossed Hecate Strait to Naden Harbour.  The weather in this place was very misty, with heavy rainfalls.  The aircraft carried out two patrols covering the area north of Graham Island in the Queen Charlottes to the International Boundary.

Recrossing Hecate Strait, the ship visited Prince Rupert.  After a pleasant weekend in the port, she went on to Carter Bay.  Six seals were sighted this day, the 11^th.  The aircraft as usual carried out its patrol, flying westward over Hecate Strait.  After passing the night in Safety Cove, the two moved down to the west coast of Vancouver Island.  From the 13^th-16^th, the ship remained in Winter Harbour while the aircraft patrolled westward of Quatsino Sound.  On the 15^th, the Vedette was despatched to Vancouver and the destroyer sailed the next day to Elk Bay and on the 17^th to Comox.  The rifle range at the latter port was inspected and repairs carried out in accordance with previously-received orders.  Two days later, in Ioco, she took on fuel oil and landed five drums of unused aviation gas.  The next day she returned to Esquimalt. [59]

Shortly after these events, the two new destroyers joined the Royal Canadian Navy at Portsmouth.  On 22 May, 1931, HMCS SAGUENAY was commissioned and she was followed on 10 June by HMCS SKEENA, who was to be based at Esquimalt with VANCOUVER.  The two ships sailed for Canada on 25 June and, on 3 July, dropped their anchors on Neverfail Shoal off Halifax.  HMCS CHAMPLAIN went out to meet her.  The CNS, Commodore Hose, and his staff, who were aboard, were rowed over to SAGUENAY.  The three ships, SAGUENAY in the lead, followed by SKEENA and, at the rear, CHAMPLAIN proceeded toward Halifax.  Entering the harbour, they steamed toward the Dockyard in triumphal procession, to the accompaniment of ships’ whistles.  On the 8^th, SKEENA parted from the others to begin her voyage to the Pacific and Esquimalt. [60]

HMS Dragon was a visitor to Esquimalt in June 1931 and VANCOUVER accompanied the cruiser in exercises.  On the 26^th, sailing together, they proceeded to Vancouver and there embarked troops.  Leaving in the evening for the southern end of Vancouver Island, they disembarked the troops next morning at Parry Bay.  Both ships went back to Esquimalt, but returned to the bay on the 28^th to pick the troops up again and return them to Vancouver.

After passing the month of July 1931 in harbour, VANCOUVER sailed on 9 August for Seattle to join in the Fleet Week Celebrations held in that city.  During the evening of the 12^th, she illuminated ship at the same time as US battleships carried out a searchlight illumination.  The effect was described as being a “very striking” one.

At Comox on the 13^th, range parties from both RCN Barracks and the ship were landed for the range camp.  Later in the month, after the Minister of National Defence, Donald M. Sutherland, was conveyed from Esquimalt to Vancouver, the ship embarked a second party for Comox.

Two customs officials and a drum of aircraft gasoline were taken aboard when the ship left on 3 September, 1931, for Christie Bay, Barkley Sound.  There, the next day, she was joined by an aircraft which was to patrol with her.  During the afternoon, a south-easterly gale came up and caused the ship to drag.  As the aircraft was not properly sheltered, the destroyer weighed and took the plane in tow to Bamfield at the entrance to the Sound.

The weather was not suitable for patrolling until the 6^th.  The ship returned to Esquimalt on the 7^th. [61]

HMCS SKEENA had arrived in Esquimalt on 7 August, 1931.  In September, she made a cruise to Prince Rupert and then proceeding southward , met VANCOUVER at Alert Bay on Cormorant Island, Broughton Strait.  The two destroyers proceeded southward to Desolation Sound and Blubber Bay where they anchored.  For five days from the 18^th, the city of Vancouver had a chance to see the new destroyer, the two ships remaining in the port during that period.

On the 25^th, SKEENA left for Comox.  VANCOUVER slipped a day later, having been delayed by the necessity to fumigate the mess-decks to combat an outbreak of scabies.  Poor weather forced a cancellation of exercises which had been planned, and on the 30^th, the two ships voyaged southward along the east coast of Vancouver Island to Nanoose Harbour.  When they arrived, they found ARMENTIERES awaiting them with targets for firing practice.

After exercises on 1-2 October, 1931, the destroyers proceeded to Cowichan Bay.  There were more exercises. ARMENTIERES parted company on the 7^th.[62]

The next day, VANCOUVER secured alongside SKEENA and was given 82 tons of oil fuel.  It was found that by fuelling the older destroyer in this way, instead of sending her to Ioco, a considerable saving was effected.  The two destroyers parted on the 10^th, VANCOUVER proceeding to Nanaimo and SKEENA to Victoria.  [63]

VANCOUVER steamed northward from Nanaimo through the Straits of Georgia to Discovery Passage, anchoring at Elk Bay.  The next day she continued north to Queen Charlotte Sound and Hecate Strait.  During the night a high wind and sea came up, followed in the morning by dense fog.  At noon it cleared slightly to the eastward and the decision was made to steam into Prince Rupert rather than to Naden Harbour on the Queen Charlotte Islands, which had been the ship’s destination.

The visit to Naden Harbour was eventually made on the 15^th.  After a return visit to Prince Rupert, VANCOUVER called at Refuge Bay, Porcher Island; Coghlan Anchorage in Wright Sound; and, after turning southward to Queen Charlotte Sound, Safety Cove on Calvert Island.  As she had done before, the ship subjected the cliffs at the south end of the island to a pummelling from her guns.  She then steamed southward to Johnstone Passage and Blenkinsop Bay and returned to Esquimalt, via Ioco, on the 31^st. [64]

From 25 November, 1931, through December, VANCOUVER was refitted in the yards of the Victoria Machinery Depot.  On 5 January, 1932, she left Esquimalt with SKEENA to join SAGUENAY and CHAMPLAIN for exercises in Caribbean waters.  After the ships had rounded Cape Flattery and begun their passage along the US coast, rough seas buffeted them for twelve hours.  They arrived in San Diego on the 9^th.

Manzanillo was raised on the 17^th.  It was warm there and the ships anchored well out in the centre of the bay to derive full benefit from the sea-breeze.  On the 19^th, men from both destroyers were landed for a route march.  Music for the march was supplied by a band from SKEENA.  This group had been formed since leaving Esquimalt and it had been furnished with instruments bought second-hand in San Diego.  The same day the ships set sail, shaping course for Balboa. [65]

At about 2000 of the 22^nd, SKEENA intercepted a wireless message from the Commander-in-Chief North America and West Indies Station, advising the Chief of the Naval Staff that an uprising in El Salvador had placed the lives and property of British nationals in the country in imminent danger.  It noted that, owing to the possibility of a general Communist uprising, HMS Dragon had been despatched to the troubled country, but added that the cruiser could not arrive before the 27^th.  It then suggested that SKEENA and VANCOUVER, who were known to be in the vicinity, could be diverted to the El Salvador port of Acajutla to give aid if necessary.  The CNS was informed by the ships that they were acting on the information and suggestion received in the signal, and that approval was sought for the action.  This was duly given, along with further instructions, during the night. [66]

On the previous day, a minor earthquake had occurred in the neighbouring Republic of Guatemala, accompanied by the eruption of two normally dormant volcanoes, El Fuego and Santa Maria.  The air in consequence was laden with fine brown volcanic dust.  This caused a haze which reduced the visibility to about 2½ miles, making a landfall difficult.  The ships had just been painted and the dust settled everywhere in a thin layer.  It was to be several weeks before the last traces of it were removed.

There was no harbour proper at Acajutla.  The sandy beach in front was directly exposed to the swell from the Pacific and was thus washed with considerable surf.  There was a high trestle pier about 350 feet long and the ships came to anchor about a mile from it.

The place was little more than a village.  Its importance lay in its position as the ocean terminus of the British-owned El Salvador railway.

Trouble had broken out in the Republic the previous night.  Although the British Vice-Consul in the port was not of the opinion that it would spread to the village, the ships were kept at half-an-hour’s notice for steam and look-outs were maintained.  Preparations were begun to form armed platoons from each ship.

In the afternoon, five lady refugees were brought aboard SKEENA.  They were wives of British railway officials from the town of Sonsonate where there had been some fighting between the customs police and soldiers on the one side and workers on the other.  They were accommodated in officers’ cabins and remained in the ship until the 30^th.

Disparity of wealth was, as so often in Central America, the cause of the trouble.  The injustice of the situation had been exploited by Communist agitators among the coffee plantation workers who laboured for long hours at very low pay.  Higher wages and better education had been promised by Arturo Araujo while running for election, but, after being made president in March 1931, he directed his energies chiefly toward amassing a large private fortune.  The results of his misrule was a revolution in December of the same year.  A group of young military officers, supported by the Army and led by General Maximiliano Hernández Martinez, overthrew the government and placed the General in power.  As seems to be customary in such upheavals, the ousted president succeeded in escaping with his fortune, in this instance to Guatemala.

The day following arrival, the 24^th, VANCOUVER weighed and proceeded to the Bay of Fonseca to the south, to fuel and take on provisions at La Unión.  This port was quiet, but while the ship was there, a telephone call was received from the British Consul at San Salvador, the capital, during which he took it upon himself to order the Commanding Officer to land an armed platoon.  A similarly attempted order was telephoned to the Commanding Officer of SKEENA, Commander (D).  VANCOUVER’s Commanding Officer passed the message by wireless to SKEENA and was ordered not to land the platoon.  The destroyer returned to Acajutla on the 25^th.[67]

Meanwhile on the 24^th, the Commanding Officer of SKEENA, accompanied by his Executive Officer and a petty officer with a Lewis gun carefully concealed in a hammock, left by a railway gasoline car for the capital.  At about 1530, Commander (D) spoke to the British Consul by telephone from the railway station in the village of Armenia.  As a result of the conversation, he instructed his ship to land one platoon and two Lewis-gun sections.  But no sooner was the order obeyed than the Consul sent a message to the effect that the platoon should not be landed.  Accordingly, it was taken back to the ship, but once it was aboard it was hurried back by a further message which requested, “Please send a landing party immediately.”  So once more the men were conveyed ashore.  After landing, they were about to march off to the railway station when the Vice-Consul in the village informed the officer in charge that the government had issued orders through the local Commandant that no foreign armed party was to be allowed to land.  The officer, after offering some objections, agreed to remain on the jetty until he was able to confer with his Commanding Officer over the telephone.  The men meanwhile were employed filling sandbags with the object of barricading railway box-cars for a possible journey to the capital.

On arriving in San Salvador, Commander (D) was astonished to learn that the consul had made his request for the landing of the platoons without referring the matter to the government.  He sent orders to the officer-in-charge of the platoon at Acajutla to remain on the jetty until further orders, and then sought an audience with General Hernández Martinez.  This was granted at once.  With the Consul acting as interpreter, the President stated that foreign armed parties would not be allowed to land.  He promised, however, to see to it that British interests would be protected, and in fact immediately ordered out men from the National Guard to patrol the railway property in San Salvador.  The guard was considered to be an efficient body of troops.  They formed the backbone of the army by accompanying it in the proportion of one guardsman to every ten soldiers.

SKEENA was then ordered to re-embark its platoon and the Commanding Officer and his Executive Officer were accommodated in San Salvador in the house of one of the railway officials, it being too risky to make the return journey by night.  They returned to Acajutla the next day, after spending about an hour in Sonsonate to arrange for supplies of fresh provisions.

In the village of Yzalco some 1200 Indians were killed by government troops and a strong rumour reached Acajutla that survivors of the massacre were approaching the town.  The women and children were placed in a shed on the wharf and the Vice-Consul and four railway officials took refuge in VANCOUVER.  Nothing, however, came of the threatened attack.  The next day, the Indians about the town were rooted out and shot.

Reinforcements began to appear from the sea.  On the 25^th, US Destroyers Wickes and Philip arrived and, on the 29^th, US Light Cruiser Rochester, the flagship of Rear-Admiral St. Clair Smith.  The cruiser left for La Libertad after the Admiral had conferred with the Commanding Officer of SKEENA.

During the forenoon of the 29^th, the generals of the Army visited Acajutla.  They were able to report that the rebellion had been put down.  They embraced the Commanding Officers and invited them to lunch the following day in Sonsonate and to “witness a few executions.”  They accepted and proceeded to Sonsonate with two other officers.  They were given a good lunch by the Auditor General of the Republic in the name of the President and shown five Indians who were to be shot.  They did not think it advisable, however, to witness the executions. [68]

Owing to the delay caused by these incidents, the programme of the two destroyers was altered.  After sailing to Balboa, they were ordered to Corinto, Nicaragua, then to Manzanillo, Mexico.  In this latter port on 20 February, 1932, they embarked oil fuel and fresh provisions.  VANCOUVER received orders to proceed to Esquimalt.  She left for San Pedro the next day, while SKEENA proceeded to Magdalena Bay. [69] She arrived at Esquimalt on the 29^th, after a passage marked throughout by rough, foggy and very wet weather. [70]

During April 1932, the annual musketry course was held at Comox, the two destroyers and ARMENTIERES proceeding to the port on the 4^th and remaining until the end of the month.  In May 1932, VANCOUVER and the minesweeper proceeded on a sealing patrol.  They passed up the west coast of Vancouver Island to Clayoquot Sound and Quatsino Sound.  Passing around the north coast to Queen Charlotte Sound, they proceeded across to the Queen Charlotte Islands and steamed through Houston Stewart Channel, between Moresby and Kunghit Islands at the south end of the group, continuing their patrol along the western shores.  Passing around the northern tip of the islands, they visited Prince Rupert.  Patrols were made in Chatham Sound and Hecate Straits.  The ships returned to Esquimalt via the west coast of Vancouver Island.

A good deal of rough weather was encountered on the cruise.  Over thirty seals were sighted, either singly or in pairs, and scattered over wide areas. [71]

Apart from the stated reasons for these cruises, they were necessary to familiarize the ships’ companies with the harbour approaches and the passes in these waters.  Many of the passes were navigable only during a limited time each day because of the state of the tides.  Familiarity with these and other conditions common to the various regions, was considered essential for the safety of the ships and for defence of the coasts.[72]

The Mainland Militia Force (255 rank and file) were embarked in the destroyers in Vancouver at the end of June 1932 and conveyed to Saanich Inlet, where they were landed for exercises.  In the following month, the destroyers visited Bellingham and Port Angeles in Washington State.

At Bamfield, Barkley Sound, on 6 August, 1932, a plaque commemorating the opening of the Canada-Australia Cable and the completion of the “All-Red Route”, [73] was unveiled by the Lieutenant-Governor of British Columbia, John Wm. Fordham Johnson.  The evening before, VANCOUVER embarked the Lieutenant-Governor and staff and members of the British Columbia Historical Association and guests.  A naval guard was supplied for the ceremony.  Following the unveiling, the guests were shown over the cable station and entertained at luncheon there.

On the 9^th of the month, the destroyer embarked two officers and sixty other ranks of “B” Company Princess Patricia’s Canadian Light Infantry and landed them at Comox where they repaired to the range for rifle practice.  On the night of the 11^th, the ship’s company carried out a landing exercise against the troops.

Astoria and Portland, Oregon, were visited by the ships in September 1932.  In the following month, visits were paid to Alert Bay, Nanaimo and New Westminster.  In the latter place, there had been outbreaks at the penitentiary and the local officials, while not anticipating further trouble, were glad to see the ships.

VANCOUVER then sailed independently to Seattle to have thirteen shackles of chain cable tested.  In November, she went on to the Victoria Machinery Depot slip and for the remainder of the month and during December, refitted in the Dockyard.

Commander (D) of SKEENA had walked around the ship in October and had found her general appearance as well as that of the ship’s company, very good.  He had been able to say that, apart from the fact that a motor boat was urgently required and that a portion of the electric wiring required renewal, the ship was in a “highly efficient condition and capable of any service.”

The winter programme began on 6 January, 1933, when SKEENA and VANCOUVER sailed for San Pedro.  The larger part of the US Pacific Fleet was at anchor there when they entered the port on the 10^th.  Despite the crowded harbour, the ships were able to complete with oil fuel and provisions without delay, arrangements having been made well in advance by the British Consul at Los Angeles.  A severe sandstorm came on with little warning during the day.  No less than twelve US naval launches were destroyed.  Impelled by a heavy swell, SKEENA bumped heavily against the fender provided her.  She suffered no damage, however.  Considerable publicity had been given to the visit of the Canadians, and many of their compatriots resident in the city came aboard the ships.

Leaving on the 14^th, the destroyers sailed into Magdalena Bay, Mexico, on the 17^th.  Here they painted and cleaned ship and carried out harbour drills.

Other Mexican ports visited were Guaymas on 1 February, 1933, Mazatlan the 7^th, Manzanillo the 10^th, and Acapulco the 12^th.

VANCOUVER left Acapulco the 17^th, while SKEENA remained until the 20^th, when she sailed to San José, Guatemala.  The former returned to Esquimalt, via San Pedro, on the 28^th, to complete a spring refit before the close of the fiscal year.  SKEENA, after visiting Central American ports, arrived back at base on 24 March. [74]

The Japanese cruisers Yakumo and Iwate visited Esquimalt in April 1933 and then went on to Vancouver.  The destroyer proceeded also to this latter port where she landed an RCNVR guard of honour for the Japanese admiral.

The ship sailed independently on a sealing patrol in May 1933.  Her cruise took her up the west coast of Vancouver Island to Queen Charlotte Sound and Hecate Strait.  Two batches of four seals each were sighted.

At the end of June and the beginning of July 1933, VANCOUVER and SKEENA once again embarked troops at Vancouver and conveyed them to Saanich Inlet.  After noting that the evolution was a particularly satisfactory one from the naval point of view, Commander (D) West in SKEENA stated, “It was demonstrated that up to 1800 troops with light equipment can be embarked and landed by the Western Division without difficulty.” [75]

HMS Dragon was in Vancouver on the destroyers’ return to that port, and they proceeded to sea with the cruiser for exercises.  Later in the month, “Fleet Week” in Seattle attracted them to that port.  This was an annual affair organized by the business men of the city.

A cruise in local waters began for the two destroyers at the end of July.  The itinerary included ports in the Straits of Georgia, Queen Charlotte Strait, Queen Charlotte Sound, Grenville Channel and Chatham Sound.  They returned by the west coast of Vancouver Island, visiting Quatsino Sound en route and going up to Port Alberni by way of Barkley Sound.

The grounding of HMCS ARMENTIERES in Baynes Sound near Comox, caused VANCOUVER to steam to that area on 27 August, 1933.  She despatched a working party to board the minesweeper and help lighten her by jettisoning her coal.  This operation began at 0630 the 28.  At 2126, ARMENTIERES was refloated.  She reached Esquimalt on the 20^th on her own steam. [76]

An interesting visitor to Esquimalt in September 1933 was the yacht Tia-Mo-Shan.  She was sailing from Hong Kong to Portsmouth and her crew consisted of five Royal Navy officers. [77]

Semi-annual docking and refitting occupied the ship until the beginning of the following year.  1934 began with exercises in the Caribbean in which all four Canadian destroyers took part.  Special emphasis was placed, both at sea and in harbour, on working up personnel and equipment in flotilla work and gunnery and torpedo concentration, in preparation for exercises with the Home Fleet in February.  The programme was also affected by the embarking in the destroyers of the Canadian Trade Commissioners at Jamaica, Panama and Trinidad.  Arrangements were made to visit as many ports as possible in their respective territories. [78]

SKEENA and VANCOUVER sailed from Esquimalt on 5 January, 1934.  They arrived in San Diego on the 9^th, just in time to see the US Navy Trans-Pacific Flight take off for San Francisco, from which port it started its flight for Honolulu. [79]

Manzanillo was visited the 17^th and San José, Guatemala the 22^nd.  The British Vice-Consul boarded SKEENA on arrival at the latter port, bearing a letter from the British Minister at Guatemala City, in which it was stated that, while the visit of the destroyers was unofficial it would be essential for both Commanding Officers and two other officers to pay a ceremonial call on the President of the Republic.  On the following forenoon, the President’s personnel representative arrived in the port to escort the officers to the Capital. [80]

The visit to Guatemala City lasted for three days.  The capital is high up in the mountains of a country which has been described as “more vertical than horizontal.” [81]

The ships arrived in Balboa on the 29^th, completed with oil fuel and passed through the Canal on 2 February, 1934.  Emerging at Colón, they met the destroyers of the Eastern Division – SAGUENAY and CHAMPLAIN – and, joining them, formed the Canadian Flotilla into a single unit.  An intense period of exercising began.

Ports visited during the month were Cartagena, Colombia; Willemstad, Curacao; La Guaira, Venezuela; Port of Spain, Trinidad; and Basseterre, St. Kitts.

While the Flotilla was at Cartagena, the Commanding Officers were informed that this was the first visit to this ancient port by Royal Canadian Navy ships.

From La Guaira, a visit was made to Caracas.  Entertainment was lavish in this capital city.  “Here it was that official entertainment attained its highest form.  We lived in luxury at the Hotel Majestic – and everything was free – hotels, meals, drinks, even the barber and the bootblack.  We had six Packards at our disposal, each complete with uniformed chauffeur.  Perhaps the most splendid gesture of all was the magnum of champagne that appeared on our table at every meal – including breakfast!” [82]

Front page coverage was given the visit by the Caracas newspapers.  Local residents and officials in both Columbia and Venezuela observed that the wonderful receptions given the Canadians were far in excess of any given during the visits of ships of other nations.  Perhaps, it was because both countries had reason to recall that on the battlefield of Carabobo near Caracas, British volunteers had been largely instrumental in bringing about Bolivar’s great victory there on 24 June, 1821.

A call was paid to the battlefield during the visit.  A wreath was also laid on the tomb of “The Liberator”, Simon Bolivar, who had been born in Caracas in 1783.  For the ceremony, armed platoons were drawn from all four ships.

At St. Kitts, the Flotilla joined the flag of Admiral Sir W. H. D. Boyle, KCB, Commander-in-Chief Home Fleet, as the 4^th Division, Home Fleet Destroyers.  In harbour at Basseterre, besides the flagship HM Battleship Nelson, were HM Battleships Rodney, Malaya and Valiant, HM Crusiers Leander and Achilles, the aircraft carrier, HMS Furious, and HM Destroyers Kempenfelt, Crescent, Crusader, Cygnet and Comet. [83]

The Canadian destroyers joined the Royal Navy ships in exercises at sea.  The weather was hot and steamy throughout and the ships were battered about by heavy north-east tradewinds.  On the evening of 26 February, VANCOUVER reported that one of her RCNVR stokers had sustained a severe concussion.  It was not possible to transfer the man to a larger ship for medical attention, because the state of the sea forbade the lowering of boats, so the destroyer received permission to detach for Antigua to land him there.

These exercises were valuable for the men, particularly those in the signal and engine-room branches, and still more so for the officers, since the exercises were carried out in weather conditions which made manoeuvering and station-keeping at high speed matters requiring constant attention.  It was not to be expected that perfect results would be attained in the Canadian destroyers.  The main reasons for their failing to do so however, was the lack of familiarity of the officers with the various Confidential Books involved and the want of experience of all in working with a large number of ships.

The Canadian Flotilla parted company with the Home Fleet at 1210, 28 February, 1934. [84] Ports of call during March 1934 were Port of Spain, Trinidad; St. George’s, Grenada; Kingstown, St. Vincent; Bridgetown, Barbados; Castries, St. Lucia; and Fort-de-France, Martinique.  In April 1934, the destroyers called at St. John’s, Antigua; Basseterre, St. Kitts; Montego Bay and Kingston, Jamaica.

On 5 April, after it had left Antigua, the Flotilla received a signal ordering it to have armed men ready for an emergency landing immediately on arrival at St. Kitts.  An uprising among the inhabitants was feared and a show of force was desirable.  The destroyers approached the island from the southward, anchored together and each landed a platoon.  The operation appeared to have the desired effect, to the great satisfaction of the Administrator of the island.

At Kingston, Jamaica, on the 16^th, the Western Division parted company with their eastern companions, steaming out of the harbour and shaping course for the Panama Canal.  CHAMPLAIN and SAGUENAY sailed the next day for calls at Haiti, New Providence Island and the Bermudas, before returning to their base at Halifax.

The cruise was adjudged a success by all.  It had been found that there were great advantages for the ships in working together.  Still, the older ships – VANCOUVER and CHAMPLAIN – often laboured under a disadvantage.  In any sudden increase of speed, for instance, they were left behind.  They had not been especially designed for work in hot weather and, due to their age, required considerable nursing.  This was bound to throw considerable strain on the engine-room departments. [85] Commander (D) West observed that VANCOUVER had been commissioned fifteen years before as HMS Toreador and yet had been able to steam “14,300 miles without the need of a depot or repair base…”  He gave credit for this to the engine-room department. [86]

When the destroyers arrived at Balboa, they made arrangements to complete with stores and to proceed as soon as possible.  This was because ships of the US Fleet were expected to arrive in the port to take part in very important exercises.  The US Naval authorities were considerate, but it was obvious to the Canadians that the presence of men-of-war of other nations in the vicinity was a source of embarrassment.  Particular pains were therefore taken to ensure the HMC ships avoided the exercise area as far as possible and the authorities were kept fully informed of the proposed movements of the Canadian ships.

Esquimalt was raised on 10 May, 1934, after calls at Manzanillo and San Diego.[87] On their return to their respective bases, the older destroyers – CHAMPLAIN and VANCOUVER – were subjected to thorough inspections.  Both Engineer Officers (D) of the East and West Coast Sub-divisions [88] reported unfavourably on their respective ships in regard to their capabilities for winter cruising.  They felt that extended cruising in tropical climates in these ships was detrimental rather than beneficial to their engine-room complements.  Considerably more than the average amount of refitting was necessary in them, they pointed out, to keep them efficient, with the result that personnel had to put in longer hours of work than they should and this in hot and poorly-ventilated compartments.  Unlike the newer destroyers, they had not been designed for tropical conditions nor, considering their age, were the alterations necessary to make them so, justifiable, in their opinion.  Acting/Captain L. W. Murray, RCN, in SAGUENAY, agreed with their conclusions, but added that the value which all gained from such a cruise taken in company, was so great that he could not recommend that the older destroyers be left behind.  He did suggest, however, that after extended exercise periods, the older ships could detach to work together and remain longer in harbour than the others, which could give them more time for boiler cleaning and general upkeep. [89]

The heavy cruiser, USS San Francisco, came into Esquimalt in June 1934.  She fired several salutes during her stay.  On the 4^th, the day of her arrival, she fired 21 guns for Canada, 7 guns for the US Consul, and 21 guns for the King’s birthday.  On the following day, she fired 13 guns, saluting District Officer Commanding Military District No. 11, and on the 8^th, a 13-gun salute for the Lieutenant-Governor of British Columbia. [90]

During the month, the destroyers proceeded to Comox for musketry practice and embarked troops in Vancouver for Maple Bay, Sansum Narrows. [91]

While in Comox on 15 July, 1934, SKEENA dragged anchor in a strong gale and took ground.  She was refloated two hours later.  VANCOUVER, while attempting to help her, also took ground.  She was freed an hour after SKEENA with the help of the tug Davidson.  The two destroyers proceeded next day across the Straits of Georgia to Powell River on the mainland.  ARMENTIERES appeared in this pulp and paper port with diving equipment.  Both ships were examined and no damage found.

Seattle was visited in July 1934.  There was a longshoreman’s strike in the port, but the only sign of it was the quietness of the water-front.  The attraction was the International Cruising Yacht race.  Of 107 yachts entered, eighty-five started.  Three were of Canadian registry.  One of the US yachts, Nancy, reported the loss of a man overboard.  The Commanding Officer of the US coastguard cutter Snohomish, who was in charge of the course, requested VANCOUVER to detach to look for the yacht.  This she did and locating it at 1105, stopped ship and sent off a whaler.  The yacht’s crew, when questioned, stated that they had lost the man early that morning, that they had searched for him for about an hour and then continued the race.  They appeared to those aboard the destroyer to be remarkably casual over the loss.  The incident was fully reported to Snohomish.

Navy week celebrations commenced in Victoria at the end of the month.  HM Cruiser Norfolk was a visitor.  The Canadian ships had to take second place to her as an attraction.  While the public ignored them, the cruiser received several thousand persons aboard her decks.

Exercises in August 1934 were followed by a cruise to northern ports in September.  On the 24^th of this month at Port Simpson on Chatham Sound, addresses to the ships were presented by a committee of Indian residents.  At a dance held by the Indian community, VANCOUVER was presented with “a beautifully carved ‘Chief’s Peace Rattle’”, as a memento of the visit to the port, which was an official one.  “Much formality was observed in the presentation.”  The destroyer returned the courtesy by presenting the community with a photograph of the ship.

An Armistice day visit to New Westminster in November 1934, was something of a triumph for VANCOUVER.  Two thousand people came aboard and such was the interest shown in the ship by all classes of people, that it was strongly recommended that at least one Canadian warship visit the port annually. [92]

For the Western Sub-division, the winter cruise of 1935 began on 5 January.  After leaving Esquimalt, the destroyers ran into heavy seas and had to reduce speed to 10 knots.  On the following morning, they increased to 15 knots to avoid a severe storm approaching from the westward.  Cape Mendecino was rounded on the 7^th and speed was then reduced to 13 knots.  The weather experienced during the remainder of the passage to the first stop at San Diego, was overcast with heavy rain squalls and a moderate westerly swell.

On the 18^th, VANCOUVER detached to fuel at Manzanillo, while SKEENA continued down the Mexican coast to Acapulco.  VANCOVUER rejoined her there the following day.

On the 24^th, the Sub-division, while crossing the Bay of Tehuantepec, ran into one of the furious “Tehuantepecers”.  Both ships rolled heavily and occasional seas broke onboard.  Damage was not great.  SKEENA had an engine-room fan flooded while VANCOUVER’s skiff was damaged beyond possibility of repair by the ship’s staff.  These damages were made good on arrival at Balboa.

On 4 February, 1935, the Eastern and Western Sub-divisions joined company at Kingston, Jamaica.  A call was paid by the Division to Antigua and rendezvous was effected on the 15^th with the Fifth Destroyer Flotilla, Home Fleet.  Sailing in its company, the Canadian Division entered the harbour at Bridgetown, Barbados.  All ships then went on to St. Kitts.  In Basseterre on the 24^th, the Commander-in-Chief Home Fleet walked around SAGUENAY and SKEENA, while the Admiral Commanding Second Cruiser Squadron made a similar inspection of CHAMPLAIN and VANCOUVER.  In the evening, the officers, acting on an invitation from the C-in-C, went aboard HMS Battleship Nelson to attend a briefing on the forthcoming exercises.  The destroyers took part in the exercises and parted with the Home Fleet on the 26^th.

Bridgetown, Barbados and Bermuda were visited in March 1935.  In the latter islands the Sub-divisions parted, and SKEENA and VANCOUVER sailed for Kingston, Jamaica, Colón and Balboa.  In the last-named port, the destroyers had to wait over the week-end, the banks being closed and there being canal dues and bills which required settlement.

After calls at Manzanillo and San Francisco, the ship arrived back at Esquimalt on 11 May, 1935.

When the Sub-division sailed to Vancouver on 27 June, 1935, the ships anchored off the Yacht Club at Jericho Beach, because of a strike on the water-front.  The Mayor of the city requested that the ships be in harbour for Dominion Day.  They complied with this request, but anchored in the stream in preference to securing alongside.  On 1 July, they landed three full-strength platoons, reinforced by a field gun manned by men from the RCNVR, to take part in the parade.  The authorities had feared earlier that local Communists might stage a demonstration during the parade, but no untoward incidents occurred other than about a dozen women forcing their way into the ranks of marchers with banners.

VANCOUVER was instrumental in saving several lives in Esquimalt on the 19^th, when a Canadian Airways aircraft came down with its engine on fire.  The destroyer lowered a motor boat which proceeded to the scene and returned with two passengers from the plane, the pilot, the mechanics and mail.

In connection with Fleet Week in Seattle, the destroyers visited that city and Tacoma, also in Washington, at the end of the month. [93]

Exercising dominated the month of August 1935 and from September to the end of the year VANCOVUER underwent a refit at the Victoria Machinery Depot. [94]

Unlike the previous year, weather conditions were ideal when the Western Sub-division left Esquimalt on 20 January, 1936, for exercises in the Caribbean.  During the entire voyage to Kingston, Jamaica, spray was not even taken over the forecastle.  En route, training had as its objective the promotion of unit efficiency so that the ships could enter divisional exercises without further individual practice.

The good weather prevailing gave plenty of opportunity for boat sailing.  Before leaving Acapulco on the outgoing passage, one whaler from each ship was sent out twenty-four hours in advance of its ship and instructed to set sail along the coast for Panama.  The boats were picked up the following day about 20 miles off-shore, having made good about 70 miles along the course.

Earlier, while en route from Esquimalt to San Diego, the ships learned of the death of His Majesty King George V.  Full morning was strictly observed and a memorial service was held at one of the churches in San Diego on the 26^th.

When the ships arrived at Balboa on 10 February, 1936, several units of the Peruvian Navy were found in the harbour.  There were destroyers, Almirante Villar, and Almirante Guise, and submarines R-1, 2, 3 and 4 and the depot ship, Lima.

On the 20^th, the Sub-divisions met again at Kingston.  They joined for a month of exercising in the waters around Jamaica and parted company on 21 March, 1936.  The Western Sub-division transitted {sic} the Canal on the 26^th.  A call was paid to Corinto, Nicaragua, from 2-5 April.  Commander (D) West and other officers proceeded by train to the capital city, Managua, to visit the British Chargé d’Affaires.  While they were there, they were provided by the Government with the use of the presidential car.  The President was particularly friendly.  Commander (D) observed that “He was possibly influenced by the fact that much had been made by the many German residents of the call at Corinto of the German Cruiser Karlsruhe a month previously.”

The financial situation in Nicaragua was reported as being so unsettled that “there appears to be little opportunity for profitable trade with outside countries.”

Calls were paid to Acapulco and Manzanillo and there were two days of exercising in Magdalena Bay.  In San Pedro, a cricket match was played with a team from Hollywood captained by the famous actor, Mr. C. Aubrey Smith.  The Canadians lost by a very small margin.

A visit was made at Monterey, California, before the ships returned to Esquimalt on 1 May, 1936.

During the homeward voyage, the Sub-division’s Medical OfficeR [95] in SKEENA responded to two requests for medical assistant from merchant ships at sea.  In one, the motor ship Theodore Roosevelt, bound from San Pedro to Antwerp via Panama, a man had fallen from the topmast rigging, and subsequently died from his injuries.

The other ship was encountered over a week later, on 16 April.  She was the SS Mathew Luckenbach bound from San Pedro to New Orleans.  Here again, an injured sailor was attended by SKEENA’s Surgeon.

VANCOUVER’s ship’s company were given particular commendation by Commander (D) West for their behaviour during the cruise.  He noted that they had put up with many hardships due to lack of accommodation, ventilation and fresh provisions.  Refrigerating and bathing facilities were inadequate to meet the needs of a prolonged stay in the tropics.

In June 1936, VANCOUVER, unaccompanied, attended the Rose Festival in Portland, Oregon.  In July, troops were embarked by herself and SKEENA in Victoria and Nanaimo and taken to Vancouver for the Dominion Day parade.  From this operation it was concluded that there should be no difficulty in transporting 450 and 300 additional personnel in SKEENA and VANCOUVER respectively, provided that the passage was made in sheltered waters and that the length in time did not extend beyond the limits drawn by the rations carried by the embarked personnel.  Sleeping and cooking arrangements were inadequate for long periods and poor or cold weather conditions would reduce the numbers which could be carried in moderate comfort.

A cruise to Hecate Strait and Prince Rupert was also made by both ships in July 1936, after which they proceeded to Seattle to attend Fleet Week, the Annual Convention of the Shriners and the International Cruiser Race.  The Cruiser Race ended at Nanaimo and they proceeded to this port on the 18^th to be present at the finish.  En route, they passed a number of the contestants.

At the end of the month, the destroyers proceeded to Duncan Bay on Discovery Passage.  Parting from her companion, VANCOUVER steamed into Queen Charlotte Strait and Beaver Harbour.  Nearly all the inhabitants of this place were away fishing, the salmon fishing having been reported as the best in years.  Enormous catches were being taken and canneries and packers were unable to handle all the fish.  There was a shortage of cans, ice and salt.

Sailing further north in August to Lowe Inlet on Grenville Channel, she found the post office and cannery in that place closed.  Members of one Indian and one half-breed family were the only persons seen.  Visits then followed to Prince Rupert and Queen Charlotte City, the last in the islands of the same name. [96]

A visit from the Lord Mayor of London, England, attracted the destroyers to Vancouver on the 18^th.  The Commanding Officers of the ships joined the Mayor of the city and a welcoming committee to meet the train bearing the distinguished visitor.  Detachments of men from both ships led a parade preceding the Lord Mayor to the Hotel Vancouver.  On the 20^th, the honoured visitor unveiled a memorial to the British navigator, Captain George Vancouver.  A guard of honour for the ceremony was provided by the two ships.

In October 1936, several military officers were embarked by VANCOUVER and conveyed to various ports to inspect harbours and installations.  The operation took the ship from Port San Juan and Port Renfrew on the Straits of Juan de Fuca to Saltspring Island in the Straits of Georgia, Discovery Passage and Johnstone Strait.  In Blenkinsop Bay on Johnstone Strait, a seaplane joined the ship from Vancouver.  VANCOUVER had brought out moorings for the aircraft and these were laid out in the bay preparatory to its arrival.

The seaplane left for Alert Bay in the Queen Charlotte Straits on the 18^th, and VANCOUVER followed it a half-hour after its departure.  Alert Bay and Malcolm Island were inspected and the ship then entered Hecate Strait, the aircraft going on ahead to Prince Rupert.

Buildings in Skidegate Channel, Queen Charlotte Islands, were inspected.  At Alliford Bay, the site of a proposed seaplane base received particular attention.

The seaplane left Prince Rupert for Vancouver the 20^th, and the next day VANCOUVER steamed southward from the same port.  She arrived at Esquimalt on the 22^nd.

This was the ship’s last cruise.  Similarly, during the same month on the east coast, her sister ship, CHAMPLAIN, had made her last cruise.  While these two had been busy on their lawful occasions, events had been pushing forward and were now drawing to a conclusion, which were to take them out of the Navy and replace them with younger ships.

Earlier in the year, the Admiralty had received reports that the RCN was of a mind to retire the older destroyers because they were out of date and would require extensive and expensive refits merely to keep them in service for a year or so.  Quietly and unobtrusively, however, the RCN had swelled to a four-destroyer Navy:  this fact could now be accepted, but it meant that were the ships removed, two ships to replace them would have to be found.  Consequently the British had suggested that the Canadian Government consider the acquirement of two “C” Class destroyers, HM Ships Crescent and Cygnet.  These vessels were similar in age and design to SAGUENAY and SKEENA.  With them added to her Navy, Canada would have two modern destroyers of similar type on each coast.  Training could be simplified, as well as the provision of spares, ammunition and the like.

The Canadian Government accepted the suggestion and requested the transfer of these destroyers to the RCN.  To acquire them, however, she had to purchase them.  In CHAMPLAIN and VANCOUVER’s case, transfer by loan had been possible without bringing additional expense to the British taxpayer.  Savings, indeed, had been effected for him since, when they had been transferred, there had existed no longer any necessity to maintain them in reserve.  The transfer of Crescent and Cygnet, on the other hand, meant the loss of two active destroyers, with an unexpired life of thirteen out of the allotted sixteen years. [97]

When CHAMPLAIN and VANCOUVER had been transferred to the RCN, it had been understood that when they were no longer required, they would be returned to England.  The probable reason underlying these conditions was, as the Chief of the Naval Staff Commodore P. W. Nelles, RCN, pointed out to the Deputy Minister of National Defence, to enable the ships to be placed in reserve to meet emergencies.  Noting, however, the number of destroyers which were then being built for the Admiralty, and their ever-increasing size, and taking into consideration at the same time the poor material conditions of the old destroyers, he suspected that, should they be returned to England, they would be promptly sold for scrap.  Consequently, he doubted that the Admiralty would want the old arrangement adhered to.  He thought it more likely that they would agree to the ships being sold for scrap in Canada or, it might be, to holding them in the country in reserve, for harbour duties and the like, tasks for which they still had some use.

The Admiralty finally stated its preference for having the ships scrapped.  Intelligence to this effect was given on 2 September 1936 by the High Commissioner in London in a communication addressed to the Secretary of State for External Affairs.  It was necessary in any case to select two destroyers or one leader from the present force of the British Commonwealth of Nations to scrap by 31 December to conform with the London Naval Treaty of 1930.

To the suggestion by the Lords of the Admiralty that the destroyers be sailed to England for scrapping, the CNS pointed out that the risk of an Atlantic crossing would necessitate escorting by a convoy vessel.  He estimated that the cost of oil fuel for such a voyage would amount to $12,500 and the refits required to make the ships fit for it, $30,000.  It was argued by others that the destroyers could give passage to the ratings who would be needed to man the new vessels; but he showed that this could effect no saving.  He noted another reason for scrapping the ships in Canada.  This was that parts of both ships, specifically the armaments, the guns and mountings, the torpedo tubes and torpedoes, and the armament stores, were required by Canada for base defences.

The Admiralty bowed to these arguments.  They stated, however, that the armaments required would have to be paid for.  In view of the special circumstances, Their Lordships proposed a nominal price of 10% of list values for the guns and mountings, except for the Lewis guns, which could be disposed of at 75% of such values. [98]

On 24 November, 1936, Commander (D) West informed Naval Service Headquarters that “VANCOUVER is being transferred to Dockyard control from noon today Tuesday November 24^th.”  The ship was officially paid off the following day.

Both VANCOUVER and CHAMPLAIN were offered for sale in February 1937.  Nine tenders were received for the latter and seven for VANCOUVER.  The highest bid was submitted by Frankel Bros. Ltd. of Toronto, this being $12,777 each ship.  The Admiralty, which of course still owned the ships, gave their approval for accepting these tenders.

It was Salvage Minute 9687 of 15 April, 1937, which authorized the sale of the two destroyers to the Toronto firm.  Proceeds of the sale were to be credited to the British Admiralty.

On 21 April, 1937, Frankel Bros. informed Colonel L. R. LaFleche, the Deputy Minister, that the West Coast Salvage and Contracting Co. Ltd. of Vancouver had contracted with them to dismantle VANCOUVER at False Creek, Vancouver.  Delivery of the ship was taken two days later, a representative of the company being on hand for the purpose.

The purchasers had undertaken to entirely dismantle VANCOUVER before 31 December, 1937.  This was in accordance with the Admiralty’s stipulation that the ship should be rendered incapable of warlike service as defined in the London Naval Treaty of 1930.

Representatives of the Minister of National Defence had the right to inspect the work of demolition, and an inspection of this kind took place on 31 July, 1937.  It was found that considerable progress had been made.  A scow load of approximately 350 tons of ship plates was then awaiting a ship which was due to take it to Japan.

On 30 August, 1937, Frankel Bros. informed the Department that the two destroyers had been “completely dismantled”.  Verification in VANCOUVER’s case was made on 17 September.  The brass, slightly over 100 tons, was shipped to the British Isles; the remainder of the scrap, it was believed, went to Japan.[99]

The cups, trophies and presentation silver plate which had been in the ship, were transferred to HMCS FRASER, the former HMS Crescent.  The ship’s bell was presented to the city of Vancouver at a ceremony held in the city hall on the evening of 15 November, 1937.  Commander C. T. Beard, RCN, Commander-in-Charge Esquimalt, representing the Minister of National Defence, made the presentation.  It was accepted on behalf of the city by the Mayor.  The bell was hung over the entrance to the council chamber.

With the disappearance of VANCOUVER and the commissioning of HMCS FRASER, a new era was beginning for the RCN which, after the impetus it was to receive from the Second World War, would reach the advanced and forward-looking position it holds today.  Pioneers, such as VANCOUVER, are now historical figures, but their significance lies less in what they did than in their ties with what followed them.  It would be unwise to attempt to minimize an influence which prepared so many to face the new and varied challenges of war and at the same time helped to lay the foundations of the growing Navy of today.