People

Alf Leonard 16th February 2007 - First Class Dining Room Steward - Empress of Canada

Bill Connor August 2006 - Age 90 - 2nd Barkeeper on Empress Ships for many years

Nicholas Allen 11th June 2006 - Age 47 Joined CP Ships as Engineer Cadet September 1976

Mrs Cecilia Ellis 31st May 2006 - Age 93 Widow of Walter Doyle who died 25/9/57

Gordon Leslie White 3rd February 2006 - one time Engineer Beavercove and Empress of France

Nicholas Swarbrick 2nd February 2006 - one time Radio Operator in First World War - whilst on a CPR vessel he heard the news of the German retreat, which preceded the Armistice, from the Eiffell Tower transmitter

John C A Cooper 10th January 2006 - age 59 left company in 1991 shore based Felixtowe

Mrs Ann Granger 25th May 2005 widow of Frederick Granger, Deck Officer, CP from 1924 -1964

Mrs Enio Rosalind Talbert 11th April 2005 widow of Frederick Talbert, Purser

Mrs Josephine Hobern 23rd February 2005 - Widow of Roland Hobern ex Traffic Manager Rail and Steamships, London

Joseph Cecil Wright 27th August 2004 - HGV Class 1 Driver, Tracto at Tilbury

Mrs Elizabeth Freeman 29th April 2004 Widow of Frank Freeman, Chief Clerk, London

Sue Picken (nee Morrison) 17th December 2000 - Stenographer on Empress Vessels

Byars - Stanley. Died on 18th November, aged 88 years. Lt.(S) RNR. Senior Purser and European General Manager with Canadian Pacific. Beloved and loving husband for 62 years to Kay, dearest father of Jill and Sue, much loved grandpa to Gemma and Jack. So deeply missed.

Most of us will probably remember Stan principally for his post retirement creation and joint editorship (with the late Capt. Bill Williams) of the "Timelink" CP pensioners' magazine, which lives on to-day through the website http://www.timelink.org.uk/ , edited by Marshall Christie. Sadly, it has to be said that Stan almost certainly did not receive the accolades he so clearly deserved for the huge amount of entirely voluntary effort and inspiration that he put into making Timelink such a vibrant magazine, with regular contributions from pensioners and CP staff, at all levels, right up to the top, as well as regular and brilliant cartoons from another former and much revered colleague, Rowland Acres. If anyone has memories or anecdotes relating to Stan which they would like to share with us through the Timelink website, I know that Marshall will be very pleased to receive them.

Eric died peacefully in hospital after a short illness the day before his 73rd birthday.

Eric was born and grew up in Newcastle on Tyne before embarking on a seafaring career; he served a marine engineering apprenticeship in the Neptune Yard of Swan Hunter and Wigham Richardson, Wallsend. On completion of his apprenticeship he joined Blue Funnel in 1955 as a junior engineer.

After several years with Blue Funnel and also with Elleman Bucknell City Line, he joined CP Ships in 1965 having gained his First Class Motor Certificate earlier in the same year. He was appointed Chief Engineer of Beaverash in July 1965.

As "Chief", he served in most classes of ship with the CP(Bermuda) fleet, the first being R B Angus. He stood by H R MacMillan, Pacific Logger and I D Sinclair during their construction and subsequently sailing in each as "Chief". Before taking early retirement in 1986, Eric had also served in many of the Fort Nelson class.

Eric was proud of his hereditary title of being Freeman of the City of Newcastle uponn Tyne; he was a passionate supporter of Newcastle United and a season ticket holder at St James' Park but owing to failing health coupled with disappointing team performances on the pitch, he gave up his ticket last season after being a member for 50 years.

Eric and Ivy were married in May 1957 but, sadly, Ivy predeceased him by 5 years. He is survived by his daughters Carole and Sue. son in law Doug and Grandchildren John, Sarah and Chris.

Family and friends assembled at Holy Cross Church, Ryton for Eric's funeral service on 3rd July 2007.

Eric will be remembered by many who knew him for his enjoyment of a bit of banter served up by his own dry sense of humour.

Cyril Norman Hughes - contributed by Marjorie Hughes, Margery and Malcolm Nash and John Smith

Cyril Hughes was born in Liverpool 23^rd November 1927 and died 25^th June 2006.

Cyril served his engineering apprenticeship with the Liverpool firm of J. Russell and Company Limited, then part of the Blue Star Line, before joining Ellerman and Papayanni Line as an Engineer Officer in 1946 where he obtained his First Class Certificate of Competency becoming the youngest holder of the qualification at that time.

Cyril came ashore in 1954 to become a Ship Repair Manager with C. H. Crichton Limited, Engineers and Ship Repairers in Liverpool, before joining Canadian Pacific Steamships Limited as an Assistant Engineering Superintendent in 1959, based at CP’s Liverpool dock office. Cyril was appointed Chief Superintendent Engineer in 1971 and Manager Technical Services in 1983 before retiring in 1988. Following his retirement, he continued his association with the industry by acting as a consultant, author and serving on a number of industry committees.

Cyril’s passion and foresight for diesel engine propulsion and other innovative technical developments were instrumental in providing Canadian Pacific with a commercial advantage at the time of the development of the CP Bermuda fleet, clearly shown with the subsequent hike in world oil prices. Cyril’s concern to pass his hard won experience on to a younger generation of engineers was amply demonstrated by his six books published by Lloyds of London Press and numerous articles in the technical press. He was a Member of the Institute of Marine Engineers and served on a number of industry technical committees including those of Lloyds Register of Shipping.

Cyril was a keen golfer and secretary of the Whipsnade Golf Club, he is survived by his wife Marjorie whom he married in 1954 and one son John.

NORMAN SPENCER by Jacques Jubert who worked in the Paris Office with Normanhis daughter Rosemary BohrNorman Spencer, who died in January 2006 aged 98, originally joined the Canadian Pacific European General Manager’s office in London as a teenage teaboy. He worked his way up and in 1935, just after he married, he was transferred to the Paris office as the accountant. In June 1940 he had to make a hasty get-away from Paris ahead of the invading German army. He entrusted the office valuables to one of the French secretaries, who kept them safely throughout the War, bought the last bicycle from Galeries Lafayette and cycled for it with a fellow businessman, Alec Parker. On reaching St Nazaire the only available boat was a coal-boat which took a week to cross to South Wales, the crowd of refugees lying as best they could on deck the entire journey. He arrived unrecognisable, covered in coal-dust from head to toe. Norman then enlisted in the Royal Navy and was sent to Colombo in Ceylon (as it then was) to apply his experience of the transport world in routing convoys around the Pacific theatre. When he was finally demobbed he rejoined the Company and was sent over to open up the Paris office again, not an easy task in those days of post-war shortages. As Manager, or General Agent as the title then was, responsible for France and the Maghreb countries, he had the help of four of the pre-war staff plus a handful of newcomers. Norman Spencer was what one called in those days, a Company man. He was completely devoted to furthering the interests of the Canadian Pacific in France, and he represented it very well, always impeccably dressed: white shirt, appropriate tie, pinstripe suit and Homburg hat. He was regarded with great respect by the staff and always showed a fatherly interest in their welfare. A colleague from head office asked if his employees belonged to a trade union. He rightly replied he was their union. He and his wife and daughter set up home in Maisons Laffitte, one of the western Paris suburbs, where he was also very much involved with the local Anglican church. At the time of the annual fund-raising bazaar the office staff could generally expect to be roped in to help. He also ensured a high profile for the Company through his membership of the British Chamber of Commerce in France and other activities, such as acting as a roving examiner of the English language. In 1958, with the advent of widespread air transport Norman, whose expertise had been in shipping, was transferred back to England and appointed Manager of the Bristol office, where he spent his remaining years with the Company. However, he and his wife often came back to Paris to visit some of the many friends they had there. During his final years with the Company in Bristol, Norman decided to take the logical next step in his lifelong interest in the Anglican church by embarking on an external degree in theology from London University. For a man who had left school to start work at 16, it was a considerable challenge to begin in his late fifties the study of Hebrew and Greek from scratch. At the same time he threw himself into a wide variety of local church activities: taking services at the large School for the Blind near his home; taking a turn at the Mission to Seamen at Avonmouth and preaching both on their behalf and on behalf of the Commonwealth and Continental Church Society far and wide in the south-west; acting as a voluntary guide around Bristol Cathedral for school parties where he delighted in astonishing visiting groups of French schoolchildren with his rusty French; taking services in the city centre churches around the Canadian Pacific office; helping out in the chaplaincy of his local hospital; and finally being entrusted by the Bishop with the revival of the about to be closed Aust church out on the bank of the river Severn. What with all these public activities and his active membership of the Bristol Chamber of Commerce, he continued to keep the name of the Canadian Pacific to the forefront of the life of the city. He was so successful with all these activities, especially at Aust, that the Aust parishioners petitioned the Bishop for him to be accepted for ordination as a non-stipendiary clergyman in the Church of England. The Bishop agreed, and Norman embarked on a second active life which ended up being longer than the first. He took his last services in his local church at the age of 93 and was always to be seen in his special corner at services until his final few months. He was held in great affection by the parishioners and his neighbours and friends, and the best memorial to him is the enthusiasm with which the local people continue the many activities that he started up. Even though he outlived many of his contemporaries, his funeral in that same church was packed and tributes to him came from far and wide and from all generations. Norman Spencer always made a point of attending the CP pensioners’ lunch in London until he could no longer manage the journey from Bristol. Throughout his packed adult life he was totally supported by his wife Grace, to whom he was devoted. Her death in 2003 left a great void in his life, although he faced his last, slow decline with courage, grace and dignity, and always with a twinkle in his eye. His daughter, Rosemary (Bohr), survives him and lives near Copenhagen.

David Edward Sloan

Died at Toronto on May 17, 2006 at the age of 84 years. Beloved husband for 58 years of Kathleen (Craig) who passed away in February 2006. Dear father of Pamela (Roger Hill), David (Christine) and Anne. Loving Grandpa of Peter, Hilary, Laura, Elizabeth and Robert. Predeceased by his sister Eva Cogle. Born in Winnipeg, David graduated from the University of Manitoba in 1942 with the degree of Bachelor of Commerce. Shortly afterwards, he enlisted in the Royal Canadian Army Service Corps and served as a Lieutenant during World War II. In 1947, he joined Canadian Pacific Railway Company in Montreal and retired in 1988 as Treasurer of Canadian Pacific Limited and also President and CEO of Canadian Pacific Securities Limited. From 1967 to 1976, David served as a Member, and later as Chairman of the Advisory Committee of the Canada Pension Plan of the Canadian Government. He also served as a director of several Canadian companies. David was a long time member of Rosedale United Church and The Toronto Hunt.

He ran Canadian Pacific almost single-handedly, operating the giant company at a time when it was still the most powerful corporate force in the country

He was Canadian Pacific's last titan. Ian Sinclair ran CP from 1969 to 1981, a time when it was still the most powerful company in the country and owned everything from the railway, a shipping line and a hotel chain, to an airline and oil-and-gas assets. In 1988, he was identified as one of six Lords of the Line, a book by writer-historians David Cruise and Alison Griffiths that put him right up there with the first presidents of Canadian Pacific Railway: George Stephen, William Van Horne, Thomas Shaughnessy, Edward Beatty and Norris Roy (Buck) Crump.

Ian Sinclair was a tough and demanding boss at CP Enterprises. "We don't go to work at CP, we report for duty," he once said and cracked down on office workers goofing off in the middle of the day. He did not want to see them loitering around the concourse of Windsor Station, the head office of the CPR. In his view, being seen in the favourite public gathering spot of the railway employees outside of lunch hour or coffee breaks could be a firing offence. Later in his career, he was known as Big Julie, but it's unlikely anyone ever called him that to his face.

Unlike many corporate leaders of the day, Mr. Sinclair was outspoken on public issues and even a bit of a Canadian nationalist. He got on so well with prime minister Pierre Trudeau that he was named to the Senate after he retired in 1984.

The empire Ian Sinclair ruled over had started out the Canadian Pacific Railway. The CPR picked up a lot of its assets in the 19th century, including a land grant of 25 million acres to build the railway. Much of the land was sold to settlers, but oil was later found on the railway's properties. Hotels were built along the way, as well as a shipping line to bring immigrants and goods to Canada. By the time he left, the railway no longer took passengers, the airline was gone and the company had strayed so far from its roots that it had invested in huge swathes of forest. The trees were a mistake but, even so, Ian Sinclair had increased the assets of the CPR and made it easier for the company to be broken into five pieces in 2003.

Mr. Sinclair rose to prominence under Buck Crump. Both men were tough and confident leaders of Canada's greatest company. Mr. Sinclair joined CPR in 1942 in Winnipeg. His father had come from Scotland to work in the repair shops of the Grand Trunk Railway, one of the railways that made up rival Canadian National. Ian Sinclair went to the University of Manitoba, where he took a degree in economics and then another in law.

His first job at the CPR was as an assistant solicitor and he quickly made his mark. Four years later, he moved to head office at Windsor Station in Montreal. Mr. Sinclair was known as the Perry Mason of railway law, for his resemblance to the burly television lawyer and for his dogged defence of railway interests in a series of royal commissions and tribunals.

At that time, it was still a railway world. Mr. Sinclair and other top executives would travel across the country in private railway cars kept on sidings in Windsor Station. Ian Sinclair straddled the era of the steam engine and the diesel locomotive; a struggle with the unions over who was to man the trains was one of his great victories.

The job, as he saw it, was to get rid of firemen. Steam engines required an engineer to drive the train and a fireman to feed the boiler. With the end of steam and the introduction of diesel electric trains, there was no need for firemen, but the union contract still called for them. It was a textbook case of feather-bedding. Mr. Sinclair won his case against the unions and the firemen were gone. In 1960, he became vice-president of law at CPR. He was next put in charge of the operating and traffic departments, so that by the time he was made president in 1969 there wasn't a piece of the railway he didn't know. He was 52.

Mr. Sinclair was a textbook workaholic who read the Globe and Mail and Report on Business first thing every morning and loved his job. "Some people may think that work is distasteful, but not I. I'm very happy when I work," said Mr. Sinclair. To him, running CPR was a group exercise. "Sometimes, we have our disappointments and we back off and take another look. Then we solve something -- when we make it good -- that's when work's most enjoyable."There were many problems to solve at the start of his reign. CPR wanted to get out of the passenger business. People were using highways and planes to get around and railways across the continent were dying. As a result, Via Rail was born as a merger of the passenger services of CP and CN.

That did not mean there weren't profitable parts of the business. In 1958, Canadian Pacific Oil and Gas, the predecessor to PanCanadian Petroleum -- later Encana -- was formed with the purpose of reassembling the land, which had been leased to oil companies.

Four years later, Mr. Crump created a subsidiary called Canadian Pacific Investments, which was given all of CP's non-transportation assets (a structure designed to keep those interests off limits when CP had to undergo review by federal regulators). The new subsidiary's mandate was to acquire and develop resource operations.

The chief architect in the execution of this was Mr. Sinclair, who oversaw a period of unprecedented growth at CP. At the start of 1970, CP's asset value was $2.2-billion. A decade later, it was $13-billion, a spectacular growth even allowing for inflation. In the same period, CP's annual revenues swelled to $10-billion from $616-million, moving CP to No. 1 from No. 6 in the corporate size sweepstakes.

And he did it all in a way that is denied today's corporate executives. David O'Brien, the last man to run the entire CP empire, said in 2001 that life was different for Chairman Sinclair.

"I knew Ian Sinclair when I was a young boy. I don't think he met with more than three analysts the whole time he was running CP," said Mr. O'Brien. "Now, they're banging down your door every day."

Though Mr. Sinclair became a politician late in life, he was often frustrated by politics. In particular, he disliked the victory of the separatist government in Quebec and how it had hollowed out the business centre of Montreal. One after the other, companies fled for Toronto, Calgary and Vancouver.

Corporate chronicler Peter Newman told a story of visiting Mr. Sinclair in his office at Windsor station and interviewing him across the giant oak desk once owned by Sir William Van Horne, the man who built the CPR. Mr. Newman asked him about the corporate exodus from Montreal.

"What's left in Montreal?" bellowed Mr. Sinclair, pounding his desk. "This damn desk."

That gruff personality was usually misunderstood, his daughter, Christine Sinclair, said yesterday. "In fact, he was a shy person and had trouble approaching people unless he already knew them."

She said he enjoyed gardening, particularly roses, and revelled in chopping wood. "He loved to see a cord of word stacked neatly."

All things considered, Mr. Sinclair probably would have taken to retirement earlier if Mr. Trudeau had not come calling. In 1983, Mr. Sinclair was made Senator Sinclair, just as he was leaving CP after 42 years. He surprised many of his corporate friends by supporting the National Energy Policy and fighting free trade. He said the Americans were protectionist.

Mr. Sinclair was one of the toughest businessmen of his generation, and one of the most colourful. He stood well over six feet and once weighed as much as 240 pounds, bringing columnist Allan Fotheringham to describe him as "a linebacker who stumbled into the chairman's office by mistake."

For that, he did commit some spectacular errors. The man who engineered CP's enormous growth also made giant blunders. Among his mistakes was a missed opportunity to buy MacMillan Bloedel in 1979. A proposed buyout of the forestry giant prompted a corporate brawl between premier William Bennett and Mr. Sinclair. "B.C. is not for sale," declared Mr. Bennett, who had visions that MacMillan Bloedel would become little more than a branch office of the Montreal company whose railway had opened up the West.

Years later, Mr. Bennett confided that Mr. Sinclair had rubbed him up the wrong way -- much too arrogant, he said.

Another mistake was Mr. Sinclair's 1981 attempt to buy Hobart Corp. of Ohio, the appliance maker. For years, CP had wanted to establish a manufacturing arm, and by all accounts it was to be the foundation of that core business. Reports at the time suggested Mr. Sinclair mishandled the situation.

For all that, he didn't make many mistakes in office. While other North American railways failed in the transition from steam, Mr. Sinclair did his job -- he made Canadian Pacific hugely profitable.

IAN D. SINCLAIR (Q.C., O.C.) On April 7, 2006, in his 93rd year, peacefully passed away in the comfort of his home surrounded by his family and loved ones. Predeceased by his supportive wife, Ruth, of 52 years in 1994. Loved father of Ian (Barbara), Susan (Tom), Christine and Donald (Suzanne). The proud 'Pops' of 11 grandchildren and 5 greatgrandchildren. Survived by his brother Bill Sinclair. Predeceased by his sister Anne Sinclair, so loved by him, November 2005. Ian's life was full and outstanding, contributing and accomplishing so much. An exemplary role model for his family always supportive of ideas and creative initiatives accompanied by unparalleled advice. He believed foremost in a lifetime commitment to education, reflecting often on his mother's quote, 'Achievement is only reached through effort, success is but the reward of struggle.' He was passionate about his family; best exemplified by his ongoing statement 'Without family you have nothing'. Ian had a remarkable business career. He joined the law department of Canadian Pacific in 1942, moving through the ranks to become the Chairman and C.E.O., held 30 plus prestigious Directorships in North America, was elected into the Business Hall of Fame, honoured with the Order of Canada, along with numerous humanitarian acknowledgments. Upon his retirement from Canadian Pacific, Prime Minister Trudeau appointed him a Senator. He had a great interest in sports, loved hockey, working with Father David Bauer in the formative years of Canada's national hockey team. He had a deep caring of animals; with his dog and cat by his side he viewed his rose bushes in the summer,fireplaces in the winter. Public visitation Tuesday, April 11th 2-4 p.m. and 6-8 p.m. at Ward Funeral Home, 109 Reynold's Street, Oakville (905-844-3221). As per the family's wishes, a private memorial service will be held. In lieu of flowers, donations to the Canadian Breast Cancer Foundation, the Society for the Prevention of Cruelty to Animals or the Lions Foundation of Canada Dog Guides would be appreciated.

At eight and a half bells on 26 November 2004, beloved husband, father and dear friend Captain Robin Arthur Jones, retired LCdr RCN, sailed peacefully into the arms of angels to be with the Lord. Robin cherished his family: wife Ann and her sons, Leonard, Shane (Donna), Jim (Joy) and John Lovelace; his daughters from his first wife, Vanessa Reed, Betty (Russ) Watson, Carol (Richard) Cooper and Susan (Bill) Service as well as grandchildren Julio, John (Maria), Sheila (Matthew Mansell), Brenda (Robert Jordison), Steve, Mike, Emily, Tom, Kate, Shane, Matthew, and Tanya and 4 great-grandchildren. The list would not be complete without including his lifelong best friend Trevor Hayward, or his incredibly supportive friends Butch and Wilma Maxwell. Robin’s faith and his relationship with Jesus were instrumental in providing him with strength and courage during the last, difficult year of his life.

Robin was born 13 June 1927 in Chester, England to Arthur William and Margaret Priscilla Jones. His younger sister Margaret predeceased him in 1933. Robin commenced his officer training at HMS Worcester (1943-1945) and trained aboard the Cutty Sark. Robin served with Port Line (Cunard), Canadian Pacific and the Royal Navy. In 1954 Robin began a 20-year career with the Canadian Navy beginning in Nova Scotia, later moving to Victoria where Robin retired in 1974.

After retiring, Robin returned to the sea, during which time he was captain of the Ocean Sciences research vessel Pandora II. Robin met and married Ann during this time and she accompanied him on some of his voyages. While on the Pandora II, Robin visited the Arctic many times and was eighth to circumnavigate North America through the Arctic from West to East. In the mid-1980s Robin learned of Mercy Ships and soon he and Ann were serving on the Anastasis (Robin as captain) and this became Robin’s lifelong passion.

Throughout his life Robin accumulated many friends who appreciated his quick wit and sense of fun. Robin was active in Promise Keepers and was an elder in his church community. A noble, gracious man he was greatly loved and will be very much missed but never forgotten by many great friends, near and far, young and old. Sincere thanks to his church family, Dr. Murray Woods, and Mann’s Pharmacy.

Friends and family will gather to celebrate his life at 1:30 p.m. on Thursday, 2 December 2004 at Saint Andrew’s Presbyterian Church, 531 Herbert Street, Duncan B.C. In lieu of flowers, Robin’s family would appreciate donations be made in his memory to Mercy Ships, PO Box 5125 Victoria BC Canada V8R 6N4.

George Bonwick who has died, aged 90, entered journalism as the result of a devastating accident while Chief Officer on the Liverpool based, Canadian Pacific Liner Duchess of Richmond. On D-Day, June 6, 1944, the Duchess of Richmond, trooping to Bombay, was tying up in the Suez Canal. Sensing an imminent disaster, Bonwick ordered the forecastle to be cleared. A rope snapped and its recoil sent him flying. The resulting compound fractures in both legs confined him to hospital for three years.

Luckily, just before this mishap, Bonwick had begun writing about shipping for the Liverpool Journal of Commerce. After his hospitalisation, he was asked to join the staff and he wrote six leaders a week. Simultaneously, while still being treated, he became editor of Liverpool’s famous magazine, Sea Breezes - a post he held until 1953.

Earlier, Bonwick was also involved with Britain’s biggest wartime merchant shipping loss, the bombing of Canadian Pacific’s magnificent flagship, Empress of Britain, in October 1940 off Donegal Bay carrying vitally needed gold to Liverpool from Cape Town.

Crippled by a German Focke-Wulf Kondor, the Empress caught fire and Bonwick was the only deck officer among those trapped in the liner’s fiercely burning stern section. Her fate was sealed two days later by the German submarine U-32; Bonwick was mentioned in dispatches. Some 41 years later, Bonwick and his wife Elizabeth visited Kiel to meet the Kondor’s pilot and the U-boat’s captain.

In his post war journalism career, Bonwick was very active. Publisher and writer, he was also adviser to the ILO, NUS, the UK Pilots Association and consultant to maritime companies worldwide.

As a well informed shareholder, he was highly vocal at shipping company AGMs and a formidable (but witty) letter writer to newspapers calling for explanation about shipping scandals. He also wrote successful specialist maritime books.

Born in Sunderland, Bonwick lost his father (a second engineer) early on when he died after being torpedoed in the North Sea in WW1.

George Bonwick, died half way through the morning watch (6 am) on Saturday 30^th October 2004 in hospital, where he had been admitted with bronchitis on Thursday. He was born at Sunderland on 6^th October 1914. Alas, his father, a 2^nd Engineer, was lost when his ship was torpedoed in the Irish Sea. Being an orphan he qualified for entry into the Royal Merchant Seamen’s Orphanage, Bear Wood, Wokingham. (It is now Bearwood College).

In 1928 he began serving his time with Common Bros. of Newcastle and stayed with them for 10 years. On completing his time he was not old enough to sit for his 2^nd Mate’s Certificate so sailed as an AB, and became a member of the National Union of Seamen.

After leaving Common Bros. he did a voyage with the Royal Fleet Auxiliaries. The ship called at Freetown, where he caught malaria. At the next port, Trinidad, he was hospitalized and put off pay. Although he took his case to the Navigators and Engineer Officers’ Union he got nowhere. On leaving the RFA in 1939 he sat and obtained his Master’s FG Certificate, after spending only a fortnight at the navigation school. He then joined a collier as her Master in Blyth. But after one voyage he decided if he was staying at sea he would sail aboard passenger ships and joined Canadian Pacific.

He was 5^th Officer aboard the EMPRESS OF BRITAIN when approximately 60 miles North West of Donegal Bay on 26^th October 1940 she was hit by two bombs from a Focke-Wulf Kondor, which set her on fire. The ship was more or less in two parts and Bonwick was the only deck officer in the stern section. He was Mentioned in Despatches for his actions aboard her. On 28^th October 1940 U-32 delivered the coup de grace with two torpedoes.

When aboard the DUCHESS OF RICHMOND, shortly before arriving in Port Said during the spring of 1944 her captain was taken ill and the Chief Officer took command. 2^nd Officer Bonwick was promoted chief officer. While transiting the canal the ship tied up to the canal’s western bank. The ropes were straining and Bonwick fearing an accident ordered the forecastle to be cleared. A rope parted and its recoil knocked him off his feet. Both his legs sustained compound complicated fractures. He was in hospital for nearly three years. First he was bed-bound for six months at a military hospital in Egypt before being repatriated. On arriving in Liverpool he was taken to Alder Hey, (the famous children’s hospital that had had two extra wards built on to accept military casualties), Liverpool. Both his legs were in plaster from the foot to the hip. The left leg healed in a year or so. The right required more grafts but whilst the bones united the circulation around the wound had been more or less destroyed and gave him trouble until it was amputated on 9^th November 1999.

He began writing articles, always on shipping subjects, for the Liverpool Journal of Commerce. One day he received a letter from the Editor who invited him to join his staff after his discharge from hospital. Writing the leading articles six days a week was wonderful training. In early 1946, although still a patient at Alder Hey, he took over as editor of “Sea Breezes”.

He began writing books. He wrote three books, first “Lifeboat Handbook”, then “Seamanship Handbook” followed by “Ship’s Business” with E.C. Steer one of the Nautical Department’s staff. In 1965 he edited “Automation on Shipboard” for the International Labour Organization.

His books sold did very well and the British Shipping Federation issued “Lifeboat Handbook” to every deck boy going to sea for the first time. This success led him to founding the Maritime Press and a monthly journal, “Shipping Times” which he wrote from cover to cover. He wrote the leading articles and at the time of the 1956 Suez Crisis changed the magazine’s title to “Tanker Times” which later became “Tanker & Bulker International”.

While at sea he had gained tanker experience and studied the tanker operation closely. So after writing “Ship’s Business” he bean to write a book on tankers. However, G.A.B. King, who later became chairman of BP tankers, was looking for a publisher for his book on tankers. Bonwick realized that King’s book was better than his so scrapped his and published King’s “Tanker Practice”

During 1954 he did research into slop facilities at tanker loading ports for James Callaghan, who was Chairman of the Council for the Protection of Rural England. At about this time Bonwick was the adviser to the United Kingdom Pilots Association of which Callaghan was the President.

Norwegian American, Earleng Naes, wanted him to work with him as their views were in harmony. Consequently he sold his publishing interests to George Philip & Son, and set up a consultancy with Naess as his first and very substantial client. Other clients followed, mainly American but also Japanese and Dutch. He did not work with British concerns.

Over the years he had bought shares in many British shipping companies ranging from the household known liner companies like Cunard, P & O and Ocean to little known tramp companies such as Idwal Williams, London and Overseas Freighters and Ropner. As shareholder he was able to attend the companies’ Annual General Meetings where he often expressed very strong criticism indeed, some of which found its way into the national press. In the early 1960s he led a group of small shareholders in an unsuccessful campaign against building a replacement for the QUEEN MARY.

By 1967 his reputation was well established and the National Union of Seamen, retained him as their consultant. His reports constituted the bulk of the NUS’s submissions to the Rochdale Committee of Inquiry into Shipping, which was published in May 1970.

During the 1970s his main target for criticism was Ocean Transport and Trading. He, and he alone, believed Ocean the worst managed shipping company in the UK and sure to founder if the management was not changed drastically. It wasn’t and, as is known, the shipping side collapsed. Since then the non-shipping side has prospered under able management.

In 1981, forty-one years after the EMPRESS OF BRITAIN was lost he and his wife went to Kiel to meet his old antagonists, the Focke-Wulf Kondor pilot Bernhard Jopert and the U-boat captain Hans Jenisch.. He produced “British Shipping an Independent Study” in 1981.

In the 1980s he gave evidence to the many government inquires into shipping. On 21^st March 1988 he submitted a paper on Industrial Relations to the Transport Committee.

He was a frequent letter writer to the Financial Times and Lloyd’s List. He would not hesitate in writing for an explanation of a shipping incident from the company’s chairman. But anyone in shipping who made a mistake from a journalist to an educationalist was likely to receive the wrath of his pen. He found so many errors and mistakes in the “Oxford Dictionary of Ships and the Sea” that he wrote to the Oxford University Press enclosing a copy of his findings and asked for his money back. He got it, but they never asked for the book to be returned.

He is survived by his wife Elizabeth, daughter Denise, granddaughter Katherine, grandson Oliver and Oliver’s five year old daughter.

The funeral was held on 8th November 2004 at East Hampstead Crematorium, Wokingham

After completing his National Service with the Royal Air Force, John decided to join the Merchant Navy and joined CP in the late 1950's in the catering department. He progressed and was promoted to Purser Chief Steward.

He subsequently came ashore and was often responsible to join new buildings in order to establish the catering department.

When CP joined forces with Barber's, John joined the purchasing department and later became Office Administrator until Barber's pulled out of the UK.

John was a private person but he was very proud of his house and garden. He was diagnosed with Parkinson's Disease from which he died.

Paul was born in Bromley and spent his early days in the London area. He was educated at the City of London School, a fact of which he was very proud. He served his apprenticeship with Shell Tankers and sailed as an Engineer officer until 1964. He joined Elder Dempster in 1964 and obtained his First Class Steam and Motor Certificate in 1965 and sailed with Elder Dempster until 1967.

Paul was a very enthusiastic member of the RNR and was awarded the Reserve Decoration in 1978 subsequently attaining the rank of Commander (E) in 1983.

Paul joined CP in 1967. He was promoted to Chief Engineer in 1968 and remained at sea as Chief for nine years when he came ashore as Superintendent until 1990. He joined a firm of consultants but later moved to Lloyds Register in the Marspec Department until he was made redundant in 1999.

We come today to give thanks to God for the life of Bill Williams – a life that proved to be an unusually rich and fulfilled one, both personally and professionally – and to commend him to God’s love and care.

Bill was born in Derby in 1925, the son of a doctor. He went to school there but also went with his sister, Peggy, on long holidays to Anglesey, to stay with Auntie Mabel, and to cousins in Radnorshire, where his family coat of arms still hangs in Norton church. At thirteen and a half, he left Derby Grammar School to join HMS Conwy, then moored in the River Mersey, off Rock Ferry. He was a ‘Chum’ and proud of it. We are grateful to the HMS Conway Association for their kind offer to lend the HMS Conway ensign which graces Bill’s coffin today. When the Conway caught a mine in her moorings in 1941, he and the boys were evacuated to Mostyn High School at Parkgate, before returning to the Conway, now moored in the Menai Straits between Bangor pier and the Gazelle Hotel. He was there until he was fifteen and a half but he had to wait for his sixteenth birthday before he could go to sea, joining Canadian Pacific in September 1941, to serve as apprentice on the old Empress of Canada, which he joined in Glasgow. His very first voyage was around the world, calling in Cape town, Singapore, Wellington in New Zealand, Newport on Rhode Island and Halifax in Nova Scotia. There followed a career with Canadian Pacific travelling all over the world for 42 years.

He was on the Empress of Canada when it was torpedoed in 1943 off Cape town, South Africa, with terrible loss of life, partly from drowning but mainly because they were in shark-infested waters and were not picked up for a long time. He once advised a grandson that the best thing to do if your ship sank in shark-infested waters was to make for the oil slick. He served briefly on the Beaverhill on the Atlantic run and on a number of other ‘Beavers’. For part of the war, he was 4^th. officer on the Empire Lance, involved in Combined Operations including the Normandy landings on Sword Beach. He saw life and death in many forms.

He married Jean on a 48-hour pass on Boxing Day 1946. He was then to come ashore to sit his second mate’s ticket - so they had three months together. Andy was born at the end of 1947. Shortly after, came his mate’s ticket and then his master’s in November 1949. He attained command early, partly due to the terrible loss of life during the war. After being Staff Commander on the new Empress of Canada – he had served on a number of Empresses prior to this – he took command of the Beaverglen in 1962, followed by a longer spell in command of the Beaverelm in service to the Great Lakes. Jean joined him from time to time and Andy joined him for one trip. It was some compensation for a horrific Atlantic crossing in force 9 gales to have seen the Northern Lights and the beauty of the lakes and thousand islands. He moved to take command of his first passenger ship, the Empress of England, in June 1966. For a time, he moved between her and the Empress of Canada and in 1970 returned to the Empress of Canada to stay with her until her service finished. With the demise of passenger ships, he commanded a wide variety of ships, mainly giant supertankers and bulk carriers. He commanded the VLCC I. D. Sinclair at the time of his retirement in 1983.

Married life was just as varied. After marriage to Jean, Bill and Jean lived first in Derby, then in Leicester, where Lindsey was born, before moving north to be nearer the port of Liverpool, settling in Hightown, where Jilly was born, and then later still moving to Bangor, where Sarah was born, about the time Andy was going to university! In an age now, where people flew all over the world to join their ships, the requirement for staff to live close to port was relaxed. This enabled Bill to live overlooking the Menai Straits, at Trefonwys, in Bangor. When the Empress of Canada was coming into Liverpool, Jean would take Lindsey, Jill and Sarah to Bull Bay car park on the far side of Anglesey to flash the car headlights in welcome home. In 1972, they then moved to the far side of Anglesey to live at Ynys Goch on Point Lynas, where all the Liverpool-bound ships picked up their pilots and Bill would sound the ship’s siren inbound and outbound. When he later moved to tankers and VLCCs, the nearest ports were Rotterdam, Bantry Bay and, very occasionally, Milford Haven. Instead of the three weeks away on the Empress, Bill was away for four and a half months followed by two months at home. This was hugely demanding on him and the family but it was good that Jean and the girls were able to travel with him from time to time.

On one occasion, Jean and the younger girls had a short holiday with him on a turn around in Bantry Bay. They decided to hire a small pleasure cruiser on the River Shannon. Bill was mortified to find that he had to have instruction and pass a test before they would let him loose with this small craft. He had just brought a supertanker in from the Far East. In the course of this career he had dealt with heavy seas, sabotage, the bugging of a ship’s communication system and a range of politically sensitive situations.

Bill was always well organised, systematic and thoroughly prepared for any task. Even for a car journey, he had to have the weather forecast, a compass and a map, and, in winter, a spade in the boot. A stickler for precision and proper procedure, he was lord of all he surveyed at sea and tried to be the same at home with his wife, four daughters and mother-in-law. He knew what he wanted - and usually got it. You were made very well aware of it, if he didn’t. The advent of sons-in-law must have been a tremendous adjustment for him. As the first, and by far the eldest, I did once remind him, none too politely, that I was not actually a member of his crew. He looked at me in amazement and then a kind of revelation dawned as if he was seeing me for the first time. He was efficient, focused and meticulous and did not suffer fools gladly - here he could be irascible, cantankerous and demanding and give anyone the sharp edge of his tongue. He could also be tremendously thoughtful, tender-hearted to the bereaved, kind and gallant and had an old-fashioned courtesy and concern for doing things decently and in order.

He worked all his life to keep home and work in balance, which was not easy with long periods away. The day he was to return to sea from shore leave, the family always said that Daddy went into the bathroom and Captain Williams came out. He would depart, complete with crosswords, liquorice allsorts and chocolate biscuits. On return from four months away, it would take a couple of days to ‘turn off’ ship.

He always had some project on the go: building a garage, complete with inspection pit, laying areas of concrete, building walls, painting, tinkering with the car, or, more recently, clearing the stream. The only problem was that he would simply assume that some other member of the family would act as mate and would just love to hold the other end of a plank, hold a torch, hand him screwdrivers, spanners, damp cloths, whatever, in rain, hail or shine. It was wonderful to watch people disappear when there was a project in view and the privilege of helping would pass to the sons-in-law. He upbraided people for not reading the instruction book before using an appliance and was so systematic and tidy-minded himself that, over the decades, he has amassed an impressive archive of maritime wartime material, C.P. papers and family records – all sorted, labelled and in sequence. With his effects, there was a place for everything and everything in its place.

Jean and Bill retired here 20 years ago today. He continued to keep the two sides of his life in balance when he became editor of ‘Timelink’ a periodic newspaper for Canadian Pacific worldwide. Though it involved a huge amount of work, it enabled him to keep in touch with CP personnel the world over and he was scrupulous about following up obituaries, attending the funerals of CP personnel and providing a great deal of real pastoral care for former colleagues and their spouses. As one of the longest serving officers, with a long memory and an enviable archive to draw on, he was ideally placed to do this. We were glad to hear that ‘Timelink’ may be revived on the Internet.

Removed from the stresses of work, he mellowed and relaxed and finally had time really to enjoy his family, revelling in the qualifications, careers and marriages of his daughters and the birth, growth and company of his now 11 grandchildren. He has thoroughly enjoyed family visits and events for the past twenty years, always waving us off from the end of the drive with a white handkerchief. He was given the time to catch up on what he had missed. He loved living in Troed y Fenlli here in Llanbedr and he really cherished and appreciated the friendship of neighbours.

He had been very well aware of his failing health for many years and was utterly realistic and typically organised about it, trimming his activities to what he could cope with. He first discussed his funeral with me three years ago and has returned to it and to related topics many times since. He had his own deep mariner’s spirituality, which was real and sincere. Apart from clergy and licensed readers, ships’ captains lead public worship more often than any other group; he was utterly genuine about this.

We nearly lost Bill just over a year ago but he made a remarkable recovery and has had a very happy and fulfilled year at home, lovingly looked after, as always, by Jean, with people calling to see him, going out to the Griffin with friends, celebrating Carys’s christening at Dwygyfylchi and culminating in his birthday party last month. His one sadness has been the prolonged illness of his sister, Peggy. He has enjoyed doing what he wanted to do with the time to do it, carefully avoiding unnecessary risks. During the year, he has seen and spoken to so many old friends and his death was exactly as he would have wished it, suddenly, quietly, and above all, with Jean, at home. As ever, he had his own way and he has been fully prepared for it, whenever it happened to occur, for some time.

A few years ago, the Empress of Canada returned to Liverpool with great fanfares. Owned by a Greek company, she is now called the Apollon. He was invited on board, with other CP staff as a VIP guest and was greeted and entertained royally. The event received wide press coverage in the Liverpool and North Wales newspapers. The current master, Captain Pantelis Papageorgiou, took him round the refurbished ship. On entering the theatre, Bill took great delight in revealing to the new owners a secret they were not aware of. By activating a certain hidden mechanism below the stage, an altar and cross - and all that was necessary to convert the theatre and stage into a chapel - emerged from below the stage. It had been hidden for many years. In many ways, that incident sums up Bill: long memory, significant knowledge, precision and skill, an impish sense of humour, a love of surprises, a satisfaction in putting things right and a life underpinned by his own faith and spirituality, hidden just below the stage on which he played his life, but nevertheless there all the time ready to be used and drawn on when he needed it.

Jean and the girls and their families were the centre of Bill’s life and the joy of his world. They thank you for all your support, your cards, letters and messages and for coming here today in tribute to Bill. For a life so fulfilled, both personally and professionally, we can only give thanks.

Bob was born in Birmingham on 6^th August 1922. After leaving school he served his apprenticeship with Bellis and Morcom Ltd before he went to sea as an engineer. He sailed with a number of shipping companies before joining Canadian Pacific having obtained his Chief Engineer’s Certificate for both steam and motor ships.

Bob joined Empress of Scotland in October 1953 as fourth Engineer. He sailed in various ships until he was appointed Assistant Superintendent Engineer in Montreal in November 1957.

Following the withdrawal from service of Empress of Canada, Bob was given the responsibility for all container equipment, running and maintenance plus the supervision of the ships in port in Montreal. Bob was Assistant Terminal Manager, Montreal until 1984 when he left CP Ships and took up independent surveying.

Bob was an extremely conscientious, hard working, “hands on” engineer, prepared to help anyone whenever he could.

His relaxation was first his family – he had married Sabine a Canadian who had been widowed with two young children, Antione and Anne. He was a fine swimmer and a keen golfer. In his early years, Bob had amassed many trophies for swimming and it was not unusual for him to be in the pool by 5am before going to work. He continued this habit well into retirement.

Sadly Bob had heart problems. A valve was replaced in 1986, later a second valve was fitted whilst the first was overhauled; even though he had a pacemaker fitted, he still went to the pool to watch his friends swimming subsequently joining in other activities such as breakfast after their swim and annual dinners.

Bob was admitted to hospital in March 2001 and remained there on and off for the remainder of his life.

Over 100 people attended his funeral in Montreal on 18^th July 2002. He is sadly missed both many friends and family both in Canada and the UK.

Alf was an accomplished man manager with the ability to put people at their ease to effect change. This was ably demonstrated to me at our first meeting in a back room office in the labyrinthine CP Trafalgar Square office in early 1971. I was about to move ashore to work for Cyril Hughes with obvious concerns regarding a change of tack. Still a comparative new boy to CP as Manager Personnel, Alf was able to offer the necessary reassurances. Over the next few years it was to become apparent just how masterly he was in engineering incentives to effect change for the benefit of all concerned in an evolving and dynamic company.

Alf spent his early years at sea where he learned not only the practical skills of seamanship and to adapt to the harsh living conditions, but also to acquire great insight into human nature and the motivations driving men to live in steel boxes many miles away from home and family. Probably during this time he developed the desire to improve the lot of the seafarer and to stimulate progress within the industry. As a consequence this drive led him to join the National Union of Seamen where he later played an influential role in resolving the National Seamen’s Strike of 1966. His change of career to a senior management position within a shipping company, firstly with Silver Line and later with CP were viewed with profound wariness by the more traditional owners and their representatives. However they all soon gained a healthy respect for his abilities, patience and negotiating skills. Indeed, the prevailing political climate together with the strength and influence of the seafaring unions at that time, necessitated delicate and sensitive handling to create overdue innovative policies to improve conditions for the seafarer as well as change outmoded attitudes on both sides of the negotiating table; Alf rose to the challenges every time. He showed equal concern for all the company’s employees whether employed ashore or afloat no matter their position.

Alf was also appreciated as a great raconteur of experiences drawn from his seagoing days. The tale of the “Cabin Cat” was a particular favourite which illustrated Alf’s sense of fun and justice for the under dog. In those days ships’ stores were supplied separately for the crew and officers. A shortage of tea for the crew was causing concern. Although “Cabin Tea” was still available for the officers, the crew were without and becoming desperate. In spite of representations to the Captain, none was forthcoming. The Captain was especially fond of a rather magnificent ship’s cat which fed in the crew quarters. A plan was hatched which resulted in the poor animal being caught and stencilled in white paint “Cabin Cat” and deposited surreptitiously into the Captain’s quarters. A supply of tea for the thirsty crew was ultimately forthcoming!

Alf was a big personality living life to the full and he had learned how to tread the thin line of diplomacy and firmness with a degree of style and ingenuity.

His escape from the intricacies and difficult decisions at work was to disappear from view with his wife Cynthia for the peace and quiet of their caravan in far away places.

Unfortunately his health restricted his movements in later years limiting such escapes from the pressures of work.

For CP Ships Alf was probably the right man in the right place at the right time.

After active service in Palestine, during which time he was seriously wounded whilst on protective duties, Charlie joined the Liverpool office of Canadian Pacific in 1948 as an accounts clerk. In 1953, he married Audrey, who also worked in Liver Buildings. In 1956 they were moved to London and set up home in Bromley.

Charlie was employed in the dock office and was responsible for auditing ships' records of both the London and Continental North Atlantic freight services.

It was probably at this time that his love an love for ships and his appreciation for those who served in them grew. This was to serve him well as, after a massive re-organisation in 1969, CP Ships head office was transferred from Liverpool to Trafalgar Square and Charlie was appointed to the Seagoing Personnel Department. Following the demise of the Empress fleet, the fleet grew and moved into Containerisation and as CP Bermuda extended its tanker and bulk shipping activities, Charlie's responsibilities grew. He was subsequently appointed Manager Seagoing Personnel responsible with manning of some 46 ships and being responsible for their welfare. His role involved extensive global travelling.

During these years, he earned the respect of seafarers from junior ratings to masters and he made many lasting friendships. His position also entailed maintaining contact with seagoing personnel families in emergencies and even after his retirement in 1987 his services were retained for such purposes. Charlie became so actively and successfully involved with all seagoing personnel that he overcame the barrier between shore staff "them" and seafarers "us"!

Charlie worked actively with the "Mission to Seamen" and always attended the Remembrance Service at Trinity House. One of his proudest moments was to lay the wreath on behalf of the Company - an honour always reserved for a serving officer.

Charlie will long be remembered for his wonderful sense of humour and his ability to find a calming word to take the heat out of any situation.

His is sadly missed by Audrey, and their children Andrew, Beverly and David as well as by countless friends and colleagues.


		People
	Timelink - Canadian Pacific Ex-Employees : Members Site

People

Timelink - Canadian Pacific Ex-Employees : Members Site

David Edward Sloan