What If-Finland had been prepared for the Winter War?

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Re: What If-Finland had been prepared for the Winter War?

#631

Post by CanKiwi2 » 23 Dec 2013, 22:24

The Second Wave of Finnish Immigration to Canada: 1920-1931

By the 1920s, Canada’s Finnish immigrant communities were well structured with networks of newspapers, mutual-aid and temperance societies, congregations, social and sports clubs, and co-operatives. Universally literate Finns were active participants in political debate and strong supporters of the Canadian union and suffrage movements. In 1921, according to Census Canada, there were 21,494 people of Finnish origin living in Canada. Newly independent Finland recognized the importance of good relations with Canada and its growing Finnish immigrant population. On January 23, 1923, Akseli Rauanheimo was appointed Finnish Consul in Canada (1923–1932) and a Finnish Consulate was opened in Montréal. This coincided with the heaviest period of Finnish immigration to Canada. After the United States passed restrictive immigration legislation in 1922, the annual numbers of Finnish immigrants to Canada soared. Between 1923 and 1930 nearly 35,000 Finnish immigrants landed in Canada. Ably assisted by his wife Betty Järnefelt-Rauanheimo, Consul Rauanheimo coped with the steady stream of immigrants who sought assistance. In 1925, the office was upgraded to a Consulate General and by the end of the decade it had obtained a vice-consul and administrative staff.

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Akseli Rauanheimo, Finnish Consul in Canada (1923–1932): Rauanheimo was an exceptional man, affectionately called the “shepherd” of the Finnish immigrants. He successfully lobbied Canadian private companies, particularly the Canadian Pacific Railroad, and the Seamen’s Mission in Finland for funds to establish a Finnish Immigrant Home and a Seamen’s Mission in Montreal.
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Montrealin Suomi-Seuran huoneisto, Suomen itsenäisyyspäivänä 1936

In April 1927, the Rev. F. Pennanen arrived from Finland to take on the duties of pastor in the Seamen’s Mission. In September 1927, the Finnish Immigrant Home accepted its first registered guests. At its busiest period the 26-room home squeezed 5-6 beds per room allowing thousands of immigrants to find refuge in the temporary “home” that also served as a soup kitchen, employment office, and a place where newly arrived or itinerant immigrants could pick up their mail. The establishment of two government supported expatriate organizations in Finland in 1927 signaled yet again the desire by Finland for active contact and cultural exchange with Finnish immigrants abroad. After a difficult start, The Finland Society took over the mission of bridge building between Canada and Finland by organizing cultural tours, providing reliable and positive information about Finland, and by welcoming ex-patriots back to their homeland. For those emigrating from Finland to Canada, Rauanheimo’s informative book, Kanadan-Kirja (The Canada Book) (WSOY, 1930) was an invaluable guide. Betty Järnefelt-Rauanheimo also published a book of short stories, Vierailla Veräjillä (At Strange Gates) (WSOY, 1928). The stories portrayed real immigrant experiences and depicted the emotional cost of immigration.

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Akseli Rauanheimo’s book “Kanadan-Kirja” (The Canada Book) (WSOY, 1930) was an invaluable guide to Canada for would-be Finnish immigrants

Although the total number of persons leaving Finland after the war drastically declined from pre-war levels, most of them were destined for Canada, because the United States had placed a severe quota on Finnish immigrants entering that country. As a result, Canada was inundated by a second great wave of immigration from Finland that was wholly comparable to the first. Seared by memories of the recent turmoil in the Old Country, the newcomers reinforced and enlarged the splits between the "Red" and "White" factions in Canada. The intense rivalries issuing from this dichotomization of the community greatly accelerated the growth and diversification of Finnish organizational structures and activities during the inter-war period.

Once buttressed by the battle-hardened veterans of the Red Guard newly arrived from Finland, the majority of socialist Finns were propelled into the "Communist" camp. Under the leadership of A. T. Hill, the PSOC was transformed into the Finnish Socialist Section of the Workers' Party of Canada (FSS/WPC; in Finnish: Canadan Työläispuolueen Suomalainen Sosialistijärjestö) in 1922. Because "Communist" organizations were still forbidden to operate openly at that time, the Workers' Party of Canada then served as the "A" party or above-ground "mass" organization for the underground Communist Party of Canada (CPC) - code-named the "Z" party-that had been founded in Guelph, Ontario, in the previous year. The FSOC, in becoming an integral component of the Worker's Party, subjected itself to that party's discipline, policies and objectives as enunciated by the leadership of the "Z" party.

A small minority of Finnish labour radicals, who had become enthusiastic supporters of the One Big Union (OBU) and Industrial Workers of the World (IWW) during the wartime hiatus of the FSOC, refused to submit to "Communist" control. Instead, they stubbornly clove to the IWW and its "revolutionary" principles. Even after the IWW folded, that organization's
Finnish section continued to operate independently for several decades under its former name-the Canadan Teollisuusunionistinen Kannatusliitto (CTK Liitto; Support League of Canadian Industrial Unionists). In time, however, the radicalism of its adherents tended to moderate, and the locally based "socialist clubs" of the CTK Liitto gradually evolved into "social clubs."

Meanwhile, the FSS/WPC, in seeking to distance itself from rival socialist groups like the CTK Liitto, expunged the word "Socialist" from its own name in 1924. Thereafter, it officially became known as the Finnish Section of the Workers' Party of Canada (FS/WPC; in Finnish: Canadan Työläispuolueen Suomalainen Järjestö). Then, in 1924, the FS/WPC adopted a new identity as the Finnish Section of the Communist Party of Canada (FS/CPC; in Finnish: Canadan Kommunistipuolueen Suomalainen Järjestö). With the "bolshevization" of the Party in 1925, all of its foreign-language sections were dissolved. In response to this, the FS/CPC transferred its social, cultural and educational operations to the Finnish Organization of Canada (FOC; in Finnish: Canadan Suomalainen Järjestö), Inc., a corporate body that originally had been established under federal charter in 1923 to serve as the legal owner of record of the FSOC's considerable assets. However, on becoming the central cultural institution of the Finnish-Canadian working-class movement, the FOC quickly grew to include nearly a hundred locals spread across the country from Quebec to British Columbia.
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Suomalaisen sosialistijärjestön urheilujuhlat. Cobalt, Ontario. 1916

Among its many social, cultural and educational undertakings, the FOC established a play rental agency, the Canadan Suomalaisten Järjestön Näytelmävarasto (FOC Play Inventory), in the mid-1920s and later sponsored play-writing contests to encourage the flowering of Finnish-Canadian theatre. In 1934, the FOC nurtured the development of the Youth Clubs of the Finnish Organization (YCFO; in Finnish: SJ Nuorisoklupit). The following year it saw to the incorporation of Vapaus Publishing Company Limited, first, for assuming responsibility for the FOC's own "in-house" publishing arm and newspaper, Vapaus, and secondly, for initiating new ventures such as the publication of Liekki (The Flame), a literary weekly. Throughout the late 1920s and the 1930s, the FOC also actively supported the involvement of its membership in the activities of such organizations as the Canadan Suomalaisten Työläisten Urheiluliitto (Finnish Canadian Workers' Sports Association) and its successors, the Workers' Co-operative of New Ontario Limited and the Lumber [and Agricultural] Workers' Industrial Union of Canada, as well as other organizations associated with the radical left in Canada.

The heavy influx of new arrivals from Finland (which ended in 1930 with the worsening of the Great Depression) also included a large contingent of former adherents of the White Guard, most of whom were absorbed into the conservative faction of the Finnish-Canadian community. The presence of these new "White" Finns sparked a revival of religious interest and activity in the community that manifested itself in the establishment of new congregations belonging to the Suomalainen Evankelis-Luterilainen Kirkko (Finnish Evangelical Lutheran Church), that is, the denomination that represented Finland's state church in Canada. The "White" newcomers also spearheaded the founding of locally based Suomalaiset Kansallisseurat (Finnish National Societies) during the late 1920s. By the early 1930s, these nationalistic societies managed to unite themselves under the umbrella of the Central Organization of the Loyal Finns in Canada (later renamed the Loyal Finns in Canada; in Finnish: Kanadan Kansallismielisten Suomalaisten Keskusliitto [originally, Keskusjärjestö], and subsequently, Lojaalien Suomalaisten Keskusliitto) as their means for combatting the influence of the "Red" FOC and securing employment exclusively for their "reliable, `White' membership" in times of severe economic depression, unemployment and radical agitation across Canada during the "Hungry Thirties."

The number of Swedish-speaking Finns in Canada also increased as the result of the great tide of inter-war immigration from Finland, particularly on the West Coast where Swedish-speakers tended to gravitate. Like many of their Finnish-speaking compatriots who arrived here at that time, these newcomers also displayed a heightened sense of Finnish nationalism. The effect of that patriotic fervour was shown in the dramatic spread into Canada from the United States of the Order of Runeberg, a Swedo-Finnish organization that soon was able to boast of thriving member lodges in Vancouver and many other parts of British Columbia. Indeed, the intensity of Finnish nationalism felt by both Finnish-speaking and Swedish-speaking "White" Finns was such that the two groups were sometimes persuaded to forget their age-old linguistic antagonisms in favour of sponsoring a variety of co-operative endeavours as a viable alternative to the attractions of the FOC, as they did, for example, with their fielding of a joint athletic club in Vancouver.

Finland's "White" government also sought to nurture the rising spirit of Finnish patriotism and conservatism sweeping through the Finnish-Canadian community during the inter-war years. Its base of operations in Canada was the consulate that it had established in Montreal during the early 1920s and upgraded to the status of consulate general in 1925. Akseli K.L. Rauanheimo, who served first as consul and then as consul general until his death in the early 1930s, became the chief instrument in achieving his government's aims. For example, he championed the establishment of the Montrealin Pyhän Mikaelin Suomalainen Luterilainen Seurakunta (St. Michael's Finnish Lutheran Congregation of Montreal) and Montrealin Suomalainen Seura (Finnish Society of Montreal). He also enlisted the aid of the Suomen Merimieslähetysseura (Finnish Seamen's Mission Society) in Helsinki, which complied by sending Pastor Frithjof J. Pennanen to Canada in 1927 with a mandate to establish and maintain a Suomalainen Siirtolaiskoti (Finnish Immigrant Home) in Montreal. Because Montreal was the major port of entry and stopover for incoming Finnish immigrants, these institutions effectively served as purveyors of official Finland's religious and political ideologies to the new arrivals who, once resuming their journeys to other parts of the country, would then propagate these views across Canada.

The political authority of the FOC was challenged from another quarter as well. A small group of social democrats led by Reinhold Pehkonen and Bruno Tenhunen broke away from the FOC and Vapaus in 1931, eventually establishing their own publishing house with its newspaper Vapaa Sana (Free Press). The leadership of that group also tried to associate itself with the Cooperative Commonwealth Federation (CCF), a new Canadian political party that was based on social-democratic principles. They, especially through their control of Vapaa Sana, succeeded in establishing themselves as the primary opposition to the FOC in the community by the outbreak of World War II.
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Joukkueita marssimassa juhlakulkueessa

Finnish Immigrants to Canada in the 1920’s – a couple of examples

The Olkinuora Family
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The Olkinuora family arrived at Pier 21 in Halifax November 24, 1928. On leaving the SS Polonia and seeing Pier 21, their tiny daughter began crying and sobbing, "Ei tama olle Helsinki." - "This is not Helsinki." They had made arrangements to live and work in a lumber camp. Mr. Olkinuora would work as a lumber-jack and his wife would cook for all of the men. They knew that it would be a difficult life but hopefully it would only be temporary. There would also be friends, most Finns who came to Canada from the same communities in Finland remained friends and visited in each other's homes. The family had a friend who was already working at the lumber camp so at least there was that to take comfort in.

Wilhelmina Mirja
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In 1929, Wilhelmina Mirja was eighteen years old and convinced that there was a world beyond her native Finland. She arrived at Halifax’s Pier 21 without knowing a soul but there was a small welcoming party of Finnish Haligonians to greet her. A handsome young member of the welcoming party carried her bag. Little did Wilhelmina know but her plans to board a train for Toronto were about to change. Within an hour, she had been hired to work in a Halifax bakery and her lodgings at a boarding house had been paid for a month. Three months later she would marry the handsome young man and later she herself would volunteer to welcome Finnish immigrants and to help them settle in Halifax

Next: the Great Depression....
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Re: What If-Finland had been prepared for the Winter War?

#632

Post by CanKiwi2 » 23 Dec 2013, 22:31

The Great Depression

The Canada of the 1930’s was a very different place to the Canada of today. There were roughly 11,000,000 Canadians, almost half of whom lived on farms or in small towns or villages. Fifty Five percent of Canadians thought of themselves as British in origin, thirty five percent French and the rest were heavily European, including Finnish Canadians in their number. As a country which was by and large heavily dependent on the extraction and sale of natural resources, Canada suffered during the Great Depression. Farms, mines and forestry were all hit hard, Concervative estimates were that twenty five percent of the population was unemployed. Whole areas of Saskatchewan were depopulated. Farmers were reduced to subsistence level. Middle-class families sank into poverty and many lived on handouts.
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Kanadan työttömiä protestimatkalla menossa Ottawaan. Regina, Saskatchewan. 1935.

The Great Depression itself, of course, wreaked hardship on the Finnish-Canadian community. The most recent newcomers from Finland were most affected by the economic crash, for they had not yet had time to learn either the English or the French vernacular and otherwise adapt themselves to the needs of a shrinking employment market. Rather than waste away in bread lines and soup kitchens, many of them abandoned Canada for supposedly "greener pastures" in the United States or returned in disgust to Finland. The Finnish-Canadian working-class
movement was particularly hurt by the re-emigration phenomenon of the 1930s, for, in addition to those losses of its members to the United States and Finland that it shared with the rest of the community, it also suffered the further loss of some 2,000 of its most active and dedicated veterans, who emigrated to Soviet Karelia between 1930 and 1935 in the belief that they could find a better future in the "building of socialism in one country" there. It also lost some of its most promising younger members to the Spanish Civil War - those who had voluntarily enlisted in the Mackenzie-Papineau Battalion to fight and die on behalf of the doomed Republican government in its losing campaign of 1937-1938.

Canada introduced restrictive immigration policies in 1931 and the immigration flow reversed as many unemployed Finns returned to their homeland. The depression struck a heavy blow to the Finnish immigrant communities in Canada and Rauanheimo empathized with the hungry and the sick. He kept up an active correspondence with the Canadian government urging it to take responsibility for the sick, injured, and hungry. He personally helped many immigrants in distress and was known to have given even his own coat to a returning immigrant. After nine years of dedicated service in Canada, Consul-General Rauanheimo died in 1932. Despite the depression, immigrants pooled their resources to erect a gravestone with the epitaph: “Akseli Rauanheimo - Father of the Immigrants”.

During the Depression many of the left-wing Finns who remained in Canada participated in demonstrations, hunger marches, and strikes. Many supported socialist movements, particularly the Finnish Organization of Canada (FOC) and its newspaper, Vapaus. Their activities were monitored and censored by the RCMP. Many Finnish Canadians, including editors, union leaders, and ordinary poverty-stricken individuals were deported. The FOC was banned in 1940, its property confiscated and its halls closed until 1943 when the ban was finally rescinded. Rauanheimo was replaced as Finnish Consul by Aaro Johannes Jalkanen (1932-1939), who reported that in 1932 about 10,000 people visited the Consulate to take care of passport matters alone. The same year lack of funds forced the Finnish Immigrant Home to close its doors. Jalkanen concluded that one of his important missions in Canada was to support the patriotic and conservative activities of the Finnish Civil War veteran organization in Canada, the “League of Loyal Finns in Canada” and also the Finnish Lutheran congregations as alternatives to the strong socialist movement.

Jalkanen gave numerous patriotic speeches and wrote the lyrics to the patriotic movement’s theme song, “Isänmaan ääni” (Voice of the Fatherland). The new conservative organizations established strong links with the Finland-Society. These networks were used to publicize the planned Helsinki Olympic Games in 1940, in which the Canadian-Finnish newspaper, “Kanadan Uutiset” also played a part. “Kanadan Uutiset” was published in Thunder Bay, dated back to 1915 and was close to the League of Loyal Finns (a right wing Finnish organization in Canada, opposed to the socialist Finnish Organization of Canada). Nationally, Kanadan Uutiset was a competitor to the Toronto based “Vapaa Sana” (founded in 1931). Notable cultural exchanges included the Finlandia Male Chorus Tour and Finnish Exhibitions in Toronto and Vancouver. Finnish politicians and individual artists also toured Canada. The impact of these efforts was to achieve a much greater Canadian awareness of Finland, its culture, sports, and politics.
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Pastori Juho Yrttimaa työhuoneessaan. Montreal, Quebec. 1934

The 1940 Olympics

Also increasing this awareness of Finland was the holding of the 1940 Summer Olympics in Helsinki. In 1936, Tokyo had been selected for the 1940 Olympics, the first non-Western city to win an Olympic bid, but in mid-1938, the Japanese Government announced the forfeiture of the Games. The IOC then awarded the Games to Helsinki, Finland, the city that had been the runner-up in the original bidding process. Finland began enthusiastic preparations to host the 1940 Olympic Games with an organizing committee presided over by banker J. W. Rangell. Preparations continued even after the outbreak of WW2, with Uusi Sumoi on Sunday 3 September 1939 announcing “No Stop to Olympic Preparations.” Rangell is quoted as stating “The Organizing Committee will naturally follow the situation, but at the same time we continue with the preparations as before. For the moment, no reasons of such a gravity have been presented which automatically would interrupt the present, well progressing preparations. There still is a possibility that the international situation could ease up. The state authorities and the city board of directors will give orders to stop the preparations if needed.” The General Secretary of the Games, Lieutenant Colonel V. A. M. Karikoski told that the present situation has some effect on the arrangements only in a few cases.
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In the event, Finland’s enthusiastic planning for the Olympics came to a sudden halt when the Soviet Union attacked on November 30, 1939.

As it did with other countries, Finland had dispatched a small Valtioneuvoston Tiedotuskeskus Information and Purchasing Team to Canada in late 1938, shortly after the Munich Crisis as Finland increased its military spending and preparations substantially. As we have seen in an earlier Post, this had resulted in a contract being signed in early 1939 for the construction of 1,000 MSM (Maavoimien SotilasMalli) Trucks. Finland had increased the overall size of the order to 2,500 trucks in August 1939, and then to 5,000 in December 1939, only days after being attacked by the Soviet Union. In Canada, as elsewhere, public support for Finland was, as we will see, both widespread and deeply felt and there was public demand to support Finland. The end result was that while Canada did not have any immediate “military” manufacturing capability with which to assist Finland (and in any case weapons were in such short supply that anything that could be produced immediately went to the Canadian military) trucks were another matter. The Finnish truck order was confirmed and at the same time, as has been mentioned in the earlier Post, the Finns licensed manufacturing rights to the trucks to both Ford and General Motors for construction for the Canadian, Commonwealth and US militaries.

The trucks for Finland were manufactured by the Chevrolet division of General Motors of Canada Ltd and by the Ford Motor Company of Canada. The Canadian subsidiaries of the two largest American vehicle manufacturers were able to rapidly ramp up their production because of an unusual degree of inter-company collaboration, the use of interchangeable parts, and because of the large amount of idle production capacity that was a lingering result of the Great Depression. Skilled labour was easy to rehire and Canada’s limited mobilization had not impacted the manpower available for industrial expansion in any way. As a result, ramping up was not hindered by personnel bottlenecks as it was in countries where there was a heavy demand to conscript manpower for the military. Various models were built – Heavy Utility Trucks, Artillery Tractors, Fuel Tankers, Armoured Trucks, Command Trucks, Radio Trucks, Ambulances and an innovative Finnish-designed Armoured Personnel Carrier version (the Sika), of which some 400 were specially ordered, constructed and which arrived in Finland in June 1940 together with a further 200 Armoured Cars (the Kettu), also based on the same chassis.

The MSM Trucks, Sika’s and the Kettu Armoured Cars were the only significant military assistance that Canada would provide, but even this was of substantial assistance. The large numbers of MSM Trucks would significantly enhance Maavoimat logistical capacity, while the “Kettu” Armoured Cars would enable the Maavoimat to keep strong armoured reconnaissance units in being throughout the duration of the war. The limited numbers of Sikas would be also be used with great effect as Finland mounted an aggressive defence, using mobility to great advantage. The placing of these orders in early 1939, well before Canada even contemplated preparing for war, generated some additional employment in the Canadian motor vehicle manufacturing plants and generated considerable good-will, particularly among the communities beneficially impacted.

Also, with rather larger numbers of Finnish immigrants in Canada than in other Commonwealth countries, the Valtioneuvoston Tiedotuskeskus team had a rather easier job of establishing contacts within communities across Canada, with various community organisations and with the Canadian Press. Here, the awarding of the upcoming 1940 Olympics to Finland proved particularly beneficial, generating numerous positive articles regarding Finland and at the same time allowing contacts to be established and cultivated. In this, a small number of well-known Canadian-Finns such as Albert Pudas, the coach of the Port Arthur Bearcats and also the coach of the 1936 Canadian Olympic ice-hockey team, were recruited to help the Finnish cause. As concerns within Finland regarding the intentions of the Soviet Union grew, the Valtioneuvoston Tiedotuskeskus team was reinforced and a higher emphasis placed on cultivating politically influential supporters of Finland. In this, the isolationism of the Liberals under Mackenzie King was a major hindrance.

Next: Mackenzie King and the Canadian Military....
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Re: What If-Finland had been prepared for the Winter War?

#633

Post by CanKiwi2 » 23 Dec 2013, 23:07

King had first come to power in 1921, at a time when Canadians were bitterly divided over issues that had emerged during WW1, or as a result of the War. In the immediate aftermath of WW1, labour fought capital, farmers battled the cities and western Canadians battled with eastern Canada. None of these schisms however were as serious as the chasm that had opened between French-Canadians and English-Canadians after the introduction of conscription in 1917. King saw himself as a man with a sacred mission to reunite Canada and he would do everything in his power to ensure the fissures opened during WW1 never opened again. He refused to allow Canada’s diplomats to be active on the world stage. King made it a policy to say and do as little as possible that might give Quebecois the notion that the government was preparing for another foreign war. But King was also playing a double game, knowing English-Canadians would insist on going to war of Britain did, by forestalling preparations for war that might divide the nation in peacetime, he made sure that if Canada did go to war, it would do so as a united country.
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Canadian Prime Minister Willian Lyon Mackenzie King (December 17, 1874 – July 22, 1950), also commonly known as Mackenzie King, was the dominant Canadian political leader from the 1920s through the 1940s. He served as the tenth Prime Minister of Canada from December 29, 1921 to June 28, 1926; from September 25, 1926 to August 7, 1930; and from October 23, 1935 to November 15, 1948. A Liberal with 22 years in office, he was the longest-serving Prime Minister in Canadian history. A workaholic and technocrat, Mackenzie King lacked charisma, a commanding presence or oratorical skills. Cold and tactless in human relations, he had allies but very few close personal friends and never married. He led the Liberal party for 29 years and played a major role in laying the foundations of the Canadian welfare state.

The corollary of this lack of preparation however was that in late 1939, Canada was completely unready for war. The superbly tough and battle-hardened Canadian Army divisions of WW1 had withered away through the 1920’s and 1930’s. Canadian politicians forgot, if they ever knew, that a modern well-trained military force, using up to date equipment, cannot be plucked from a tree. It takes time to build a capable military, and a sustained effort to inculcate the knowledge, traditions and professionalism in an Officer and NCO corps. Successive inter-war Canadian governments believed that the Canadian military should consist of a small core of professionals whose main job was to train a non-professional militia along with air and naval auxiliaries. The professionals were supposed to keep up with improvements in tactics and technology; it was understood that if Canada fought another war, it would do so as part of the British Empire as it had in WW1.

The reality was rather different. Incessant budget cuts meant there were far fewer professionals than the military needed to run its training. Modern weapons were scarce and the quality of the militia training was low. During the Depression years, defence budgets were slashed to the bone, with no branch suffering more than the Canadian Army. Training consisted largely of Drill and marching, uniforms and weapons were from WW1, exercises were rudimentary and shooting practice was largely conducted in Drill Hall basement shooting ranges, often with .22 target rifles. The militia was supposed to be 135,000 men; it was 51,000 strong. The backbone of the Army, the Permanent Force, was supposed to be 6,925 men but in 1931 there were only 4,000. The chief-of-staff from 1929, and the man who dominated the inter-war military, was Major-General A G L McNaughton, a WW1 militiaman, an artillery officer and an engineer by trade.
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Major-General Andrew George Latta McNaughton (25 February 1887 – 11 July 1966) was a Canadian scientist, army officer, cabinet minister, and diplomat. McNaughton joined the Canadian militia in 1909 and served with the Canadian Expeditionary Force in France. While there he helped make advances in the science of artillery, inventing a target detection technique using an oscilloscope which was the forerunner of radar. In March 1916 he was promoted to Lieutenant-Colonel and returned to England to take command of the newly arrived 11 (Howitzer) Brigade RCA, taking it to France in July. In early 1917 he was appointed the Counter Battery Staff Officer of the Canadian Corps. On the day before the armistice he was promoted to Brigadier-General and appointed General Officer Commanding Canadian Corps Heavy Artillery.

In 1920 McNaughton joined the regular army and in 1922 was promoted to Deputy Chief of the General Staff and Chief of the General Staff in 1929. He returned for a few years to civilian life and from 1935 to 1939 was head of the National Research Council of Canada. McNaughton went into World War II commanding the First Canadian Infantry Division, after which he commanded the Canadian Corps. After resigning from the Army in December 1943 under pressure from critics and also with health problems, McNaughton was appointed Minister of Defence in 1944, a position he resigned from in August 1945.


McNaughton believed that the proper basis for educating Canadian Officers was to teach them how to think scientifically in Canada and then send them to a British Staff College. He seemed to believe that military knowledge and experience was something that an officer picked up, denying that there was something that might be called a profession of arms. McNaughton’s ideas on officer training ensured that when Canadians first went into battle, they would be led for the most part by men who had no business being on a battlefield at all, let alone in command of units thrown into combat. Only a handful of Canadian officers, such as E.L.M. Burns and Guy Simonds, gave any thought to modern tactics in the interwar period, or shared their thinking with their fellow officers. But then, there were only 446 officers in the Canadian Army.

In 1935 Mackenzie King returned to power and modest increases to the defence budget began. However, most of the new money was directed to the Army and Navy. By 1939 however, the Army’s budget had doubled from that of 1935 but it was still in a deplorable state. There were, for example, only 23 Bren Guns, four anti-aircraft guns, five mortars, eighty two Vickers machineguns and two light tanks in the entire Army. As late as September 1938, the airforce had fewer than 1,000 personnel and was little better than a flying joke. No. 1 Fighter Squadron for example was equipped with Armstrong-Whitworth Siskin fighters, purchased from the RAF in the late 1920’s and early 1930’s. The Siskin was a biplane with a top speed of 190kph at a time when the Luftwaffe was already flying Me109’s. In early 1939, 20 Hawker Hurricane’s were acquired from Britain. The Navy consisted of four modern destroyers, two older ones and four minesweepers, most positioned on the West Coast. As the lone Finnish military attaché in the small embassy in Ottawa reported back to Helsinki, “….there is a dearth of equipment, and of that, much of the equipment to hand is out of date….. there exists only a small core of professionals …. the training and skill levels of the militia are patchy and inadequate … there are no modern uniforms, no combat boots, no field equipment, no overcoats, no modern artillery or tanks ….the navy and airforce is next to non-existent….. in the event of a war, we can look to no tangible assistance from Canada.”

When Canada declared war on Germany in September 1939, a Canadian Active Service Force of two Infantry Divisions and ancillary units was in the process of being established. Canada’s three Permanent Force infantry battalions were mobilized, with one battalion in each Brigade of the 1st Division to give that Division a professional core. The best fourteen militia regiments from across Canada were also mobilized to form the balance of the two Divisions. Leading elements of the 1st Division left Canada for the UK on 10 December 1939. The Cabinet had first met on September 15th to prepare the war program. Horrified by the cost, the Government cut the Army’s plan for three Divisions to two, only one of which was to be sent overseas. Of the 1st Canadian Division of 18,376 men, there were 8,418 infantry, 2,122 artillery, 1,269 Service Corps, 959 engineers, 945 medical personnel, 784 electrical and mechanical engineers, 743 signalmen, 721 anti-tank artillery + others. A Canadian Division had far fewer combat troops than even the Americans and was thus far weaker in overall fighting strength than other allied formations, an imbalance that would hamper the Canadian Army throughout WW2. Again, to quote the Finnish military attaché in Ottawa, who made a point of ferreting out such information, “Bluntly, there are far too many cooks and bottle-washers and far too few riflemen in a Canadian Infantry Division…. Most of the officers are militiamen and far too old and unfit for combat….while many officers have had good technical training, almost none have command experience with units larger than a platoon…”

This then was the situation in Canada as the country embarked on WW2 in September 1939.

Next: Valtioneuvoston Tiedotuskeskus and Canada.....
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Snowmobiles: The unknown military link between Canada & Finl

#634

Post by CanKiwi2 » 24 Dec 2013, 21:15

In many ways, Finland is similar to Canada, being heavily forested, having numerous lakes and waterways and in winter, an abundance of snow and ice. In both countries, there existed the challenge of transporting people cross-country during the winter season. In both countries, the forestry industry was an important part of the economy and solutions that worked in one country would more often than not be applicable to the other. The emergence of the snowmobile in Canada and the northern USA in the early years of the twentieth century was one such solution.

The origin of the snowmobile is not the work of any one inventor but more a process of advances in engines for the propulsion of vehicles and supporting devices over snow. It parallels the development of the automobile and of aviation, in each of these areas, inventors often turned the same components to a different use – and the snowmobile experience was similar. It was the challenges of transporting people and their possessions cross-country during the winter season that drove the invention of the snowmobile, an all-terrain vehicle specifically designed for travel across deep snow where other vehicles floundered. Rapidly evolving designs produced machines that were most commonly two-person tracked vehicles powered by gas engines that enabled them to tow a sled or travel, initially at low-to-moderate speeds, depending on snow conditions, terrain and the presence of obstacles protruding above the snow, including brush and trees.

The first U.S. patent awarded for a power sled was on March 24, 1896, to Moses, William and Joseph Runnoe of Crested Butte, Colorado. Their power sled had an endless track of chain and eight steel crossbars supported by spring straps. The cleats had spurs on the outer edges for traction. Bear in mind that 1896 was only one year after the first U.S. automobile patent was issued to George Selden in 1895. This was 21 years before U.S. involvement in World War I and merely 20 years after Custer’s Last Stand! Experimentation continued in the first decade of the twentieth century at roughly the same time in Canada, Minnesota, Michigan and Wisconsin. In the early 1900′s, “Ski Kits”, chain-driven paddlewheels and track conversions of various configurations were appearing on various automobiles and motorcycles.
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Snowmobile coming down the Mississippi River to Hastings, Minnesota, 1910

Wisconsinites experimented with over-snow vehicles before 1900, experimenting with bicycles equipped with runners and gripping fins and even with steam-propelled sleighs. In 1914 Frank and Howard Sawyer of Jackson, Minnesota built a snowmo-cycle with skis and side-by-side seating. The rear wheel was positioned between the passengers and it was powered by a twin cylinder Excelsior motorcycle engine. Ray H. Muscott of Michigan was issued a Canadian patent for his motor sleigh – "traineau automobile" in 1915. The following year, the first United States patent for a snow-vehicle using the now recognized format of rear track(s) and front skis was issued to Ray H. Muscott of Waters, Michigan, on June 27, 1916. In 1917 Iver Holm of St. Paul, Minnesota built a similar machine powered by a four cylinder Henderson motorcycle motor. In October 1921, Charles H. Young of Norway, Maine, filed for a patent on a motor- driven sled. His machine had an endless belt on an independent rear suspended power unit and a curved front with skis for steering, forerunning Eliason and others. He received his patent on March 17, 1925. In the 1920’s numerous Model T Fords converted with rear tractor treads and skis in front. In the first races held near Three Lakes in 1926, 104 of these "snowbuggies" started. This inventiveness was not unique to North America. In Europe too, inventors were at work.
f1.jpg
Sourced from: http://gallica.bnf.fr/ark:/12148/btv1b9 ... f1.highres
Traineau automobile construit sur les plans de M. Legrain (vu de côté) : M. Legrain

In Russia while working for Tsar Nicholas II of Russia between 1906 and 1916, Adolphe Kégresse designed an original caterpillar tracked system, called the Kégresse track. These used a flexible belt rather than interlocking metal segments and could be fitted to a conventional car or truck to turn it into a half-track, suitable for use over soft ground, including snow. Conventional front wheels and steering were used but the wheel could be fitted with skis as seen in photo below. Kégresse applied these tracks to several cars in the Royal garage including Rolls-Royce cars and Packard trucks. Although this was not a snowmobile, it is an ancestor of the modern concept. Developments in Russia however, would play no part in the Finnish experience up until the capture of Russian aerosan's in the Winter War, where they were looked upon with some bemusement.
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A 1916 Packard Twin-6 touring car used by Tsar Nicholas II of Russia equipped with a Kégresse track system (1917).

More directly relevant to our subject, while the relatively dry snow conditions of the United States Midwest suited the converted Ford Model Ts and other similar vehicles, they were not suitable for operation in more humid snow areas, such as southern Quebec and New England. This led Joseph-Armand Bombardier of the small town of Valcourt in Quebec, Canada, to invent a different caterpillar track system suitable for all kinds of snow conditions. Before developing tracked vehicles, Joseph-Armand Bombardier had experimented with propeller driven snow vehicles (similar to the Russian aerosans) and this work with “snowplane” designs can be traced back to before 1920. However in the early 1920’s he abandoned his efforts to develop a snowplane and turned his inventive skills to tracked vehicles.

As a boy, Joseph-Armand Bombardier showed remarkable curiosity for everything mechanical, disassembling and reassembling a variety of mechanisms. At 13 years old, he manufactured one of his first mechanical toys ­ a miniature locomotive driven by a clock mechanism ­ and paints the object in great detail, showing his advanced sense of both the mechanical and aesthetic. Other mobile toys, such as tractors and boats, soon result from Joseph-Armand's fertile imagination, to the immense pleasure of his brothers, sisters, and friends. He also built a steam engine out of old sewing machine parts. With permission from his aunt Marie, he mounted the engine on her spinning wheel, and to the boy's great joy ­ and his aunt's distress ­ the experiment worked: the wheel spun faster and faster…. Joseph-Armand took great pleasure in dismantling and reassembling his father Alfred Bombardier's car motor, so to keep him away from it, Alfred gave his son an old Model T Ford motor considered "irreparable." With the help of his brother Léopold, Joseph-Armand nevertheless fixed it and soon incorporated it into a vehicle of his own design. Shortly afterwards, in the winter of 1922, at the age of 15 he made his first snow machine with the “irreparable” car engine his father had bought him.
Bombardier-1922.jpg
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Steered by cotton rope and using a propeller, this was Joseph-Armand Bombardier’s first foray into snow vehicles

At age 17 he obtained his father's consent to quit college and begin an apprenticeship at Gosselins's Garage in South Stukely in the spring of 1924. He then left to work in Montreal where he took night-school courses in mechanics and electrical engineering. He also took english courses and read all the science and technology publications he could get his hands on. He returned to Valcourt in 1926 and opened his own garage at the age of 19. While working in his garage, he continued to work on snow machines over the next 10 years.
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1928 vehicle, with a metal track on the two rear wheels

Car motors were too heavy for the light vehicles he wanted to design, so in 1933 he built a lighter 45-kg motor fitted on new prototypes designed to carry one or two persons. But the new motor tended to overheat, and he returned to using car engines ­ and designing heavy vehicles. Joseph-Armand's son Yvon died of peritonitis at the age of two in the winter of 1934, when the family was unable to get him to the hospital for treatment. Urged on by the pain of his loss, Joseph-Armand increased his efforts to overcome rural isolation in winter. In 1935 he used a cogged gear wheel, the sprocket made of wood covered with rubber, to pull the track. The latter was comprised of two rubber bands connected by steel cross-links. This revolutionary sprocket wheel/track system was at long last the solution for snow travel.

Continued in next Post.....
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Re: What If-Finland had been prepared for the Winter War?

#635

Post by CanKiwi2 » 24 Dec 2013, 21:25

Bombardier had already begun building "metal" tracked vehicles from 1928, but his new and revolutionary track traction system (a toothed wheel covered in rubber, with a rubber and cotton track that wraps around the back wheels) was his first major independent invention. Being aware of its importance and familiar with trade laws, he requested a patent from Ottawa on December 19, 1936 which was given on June 29, 1937 by the Patent Office. Rather than sell the patent to an automobile manufacturer, Bombardier decided to manufacture vehcles using his patented design. The Garage Bombardier was expanded and transformed into a production plant with the first seven production snowmobiles emerging from the new factory over the winter of 1936-37. He called this model the “B7”, the B for Bombardier and the 7 for the amount of people it could hold. Each snowmobile cost $7500. The first buyers of the B7 were country doctors and ambulance drivers but quickly expanded to retail businesses, transportation companies, mail carriers, and more
Bombardier_B7-1.jpg
Sourced from: http://upload.wikimedia.org/wikipedia/c ... _(PSF).jpg
Early drawing of the Bombardier B7. These vehicles were powered by Chrysler flathead six-cylinder engines and 3-speed manual transmissions with wooden bodies.
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One of the early B7’s

Here, in 1937, we will temporarily leave Joseph-Armand Bombardier and return in time to the 1920’s, and to Carl Eliason of Sayner, Wisconsin. Carl Eliason built his first snowmobile in a small garage behind his general store over a two year period during his spare time. Carl's efforts included a lengthy train ride to Milwaukee to purchase bicycle parts required for the drive train and track assembly. The small 1924 snowmobile displayed a front mounted liquid cooled 2.5 HP outboard engine, slide rail track guides, wooden cleats, rope controlled steering skis and two-up seating located over the track. The running boards were each made of two downhill skis, neatly contoured into the belly pan. One quarter of a Ford Model T radiator was placed in the front for cooling the outboard motor. Machine operation required that the floating tracks be elevated, the engine started and revved to speed as the spinning track gained momentum. Then, the track was gently lowered to the snow surface to start the snowmobile in motion. The amount of track slippage determined the vehicle speed. He patented this design in 1927.
carl1.jpg
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Sourced from: http://www.eliason-snowmobile.com/galle ... /carl1.jpg
Modern snowmobiles are directly traceable to the original hand built 1924 Carl Eliason

Continuing development and refinement during the 15 years of production at Sayner lead to generally larger models of Motor Toboggans. As many as 40 snowmobiles were built and sold with no three being exactly alike. Trial and error refinements were important to success but the track and suspension concept was carried over on all units. Both two cylinder and four cylinder motorcycle engines were used as the snowmobiles grew to three and four-up tandem seating capacities. Eliason models of the 1930's incorporated the twin cylinder 12 HP Excelsior engine. Both the Excelsior, and the later Indian 45 CID 25 HP motors were preferred and used over the Harley-Davidson engines since they came with a single cast unit for engine and transmission. Weight, space and installation ease were important even back then. The two cylinder motorcycle engine models sold for $350 while the four cylinder version cost $550. Marketing was aimed at hunters, utility workers and outdoor winter types. The Eliason Motor Toboggan slowly became known around the world.
phase1f.jpg
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Four seater Eliason Motor Toboggan

Production facilities were limited, with Carl producing only eight or nine Motor Toboggans a year. In the early 1930’s, the Finnish Army evaluated the machine and placed an order for 200 units. This was beyond Eliason’s capacity. At the same time the large order convinced the Four Wheel Drive Auto Company of Clintonville to take over Eliason snowmobile production, with Carl as a prime consultant. FWD had Carl's latest Sayner design revised slightly and all related patents updated. Four different models are documented as having been built at Clintonville. The 200 unit Finnish order was shipped in 1934, but no further orders from Finland were received. The US Army later purchased 150 all white Eliason/FWD Motor Toboggans for use in the defense of Alaska.
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The Eliason/FWD Motor Toboggan purchased by the Finnish Army in 1934

OTL Note: The Finnish order was real, but fell through. The US Army did indeed purchase 150 /FWD Motor Toboggans for use in the defense of Alaska.

A group of Russians also visited Clintonville's FWD plant and test drove the Motor Toboggans up and down the Pigeon River. They borrowed a machine gun from the local library, mounted it up front, and, while running the river, sprayed imaginary bullets at the river banks. The Clintonville Motor Toboggan models were designated as A, B, C and D with A being the oldest and D being the most advanced. Steering, a continuing problem, varies with all four models. The version built for Finland featured two seat backrests, a tool box aft of the second seat and a tiller steering handle with an Indian motorcycle twist grip throttle mounted over the ten gallon fuel tank. A separate vertical oil tank was attached to the engine. Shorter, improved skis were also added, a cover fitted for the exposed engine and enclosing the track assembly. Weight was about 600 pounds. An Indian 45 engine was used with a three speed transmission, giving a speed of 35 miles per hour. They came with a 91 page Manual.

Continued in the next Post.....
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Re: What If-Finland had been prepared for the Winter War?

#636

Post by CanKiwi2 » 24 Dec 2013, 21:36

In Finland, the Eliason/FWD Motor Toboggans proved a great success with Border Guard units operating throughout the country in the winter months. The motor toboggans greatly improved the mobility of the Border Guard patrols and, particularly in the Arctic, allowed greater distances to be travelled while carrying heavier loads. After only one winter in service, they proved highly popular and there was also increased interest from civilians who had seen the machines in operation. In early 1937, a small private company, Velsa Oy, was set up in Kurikka to manufacture similar machines. The “Ilves” (Lynx) proved to be highly popular, and was also sold in “kit” form. The Army placed orders for an additional 200 Motor Toboggans in mid-1937, and again early in 1938, placing the small company on a secure financial footing. Hundreds of civilian orders were also placed.
phase2i.jpg
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Velsa Oy Manufacturing Plant, Kurikka, Finland, circa 1938
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Illustration for an advertisement for a Velsa Oy “Ilves” Motor Toboggan, circa 1938

In 1938, a further development took place which would prove to be of critical importance in the Winter War campaign in Lapland. This was a design change by Velsa Oy, where a rear-mounted engine was introduced. The rear powered unit had the engine weight placed directly over the track while the driver sat up front and steered small flipper skis via a steering wheel. At the same time, work was put into sound suppression for the engine to reduce the noise signature of the Motor Toboggans. While not eliminated, engine noise was significantly reduced. Prototype work was carried out very quickly indeed and by the end of 1938, a two-seat, rear-engined military model with highly steerable front-skis and a helical spring suspension was in production. The these Velsa Oy Motor Toboggans were able to tow a sled carrying significantly more equipment than a soldier on skis could carry and were rather easier to steer. In addition, a lighter engine was being used which reduced the overall weight somewhat.

An order for 500 units was placed in early 1939 after military trials had been completed. In addition, the government gave all purchasers of the Motor Toboggans a tax-break in return for registering the Motor Toboggan with the Suojeluskuntas for military use in the event of war. Civilian orders were in the high hundreds before the end of winter. With the threat of war looing every greater, the Army placed an order for an additional 500 units in mid-1939, while Suojekuskuntas units in the north of the country and in Border areas placed their own orders. By the time of the outbreak of the Winter War, some 3,000 Velsa Oy Motor Toboggans were available within the military and from civilians. An additional 1,500 of the earlier Elisasson-FWD design were also requisitioned.
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Velsa Oy Rear-engined Prototype during trials, Winter 1937

Other developments were directly related to Bombardier. In 1937, the Finnish Military Attache in Canada visited the small Bombardier workshop in Valcourt, Quebec and closely examined the Bombardier B7 and its track design. With some very limited familiarity with the Eliasson Motor Toboggan, the Military Attache sat down with Joseph-Armand Bombardier and sketched the outline of a Finnish military requirement for a machine capable of transporting troops and military supplies in snowbound operational zones. The result was a design for what would be designated the BF-Mk1, a lightly armoured tracked snowmobile capable of operating in deep snow and marshy ground while carrying 10 soldiers plus their equipment and weapons. Having already seen the mobility advantages conferred by the Motor Toboggans, and having a small team closely examine the B7, Finland placed an order for 190 of the BF-Mk1’s in late 1937, with an order for 75MkII’s following. The only significant difference was the enclosed cabin of the MkII. Both the MkI and MkII were capable of towing cargo-sleds in series, dependent on the snow conditions. The use of ice-roads also meant that significant amounts of supplies could be moved very quickly.
armouredsnomo.jpg
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Here, a group of BF-Mk 1 Armoured Snowmobiles on an arctic warfare exercise in winter 1938. The 190 BF-Mk1’s in service gave the Finnish Army a tactical advantage in the fighting in Lapland early in the Winter War
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Here, a small group of BF-MkII’s on the same exercise. Only 75 MkII’s were in service at the time of the Winter War.

Taken in total, some 4,500 Motor-Toboggans (each a 2 seater) and 265 BF-MkI and II’s were in service on the outbreak of the Winter War. On the outbreak of the Winter War, fund-raising campaigns to assist Finland would raise a large amount of money, some of which would go to the purchase of further BF-MkI machines from Bombardier. The Quebecois workforce at Valcourt, many of whom were farmers who worked their fields in summer and in the factory in winter, put in a great deal of overtime to ensure delivery of these additional machines to Finland in the shortest possible time. In this way, some 200 further MkI’s were delivered, unfortunately only arriving in April 1940, too late to be of use in the Winter War. However, a small number of civilian B7's were donated and all those B7's on hand in the plant and in dealerships were purchased and shipped to Finland, with some 50 being delivered in this way in January 1940. These machines would generally be used for the rapid movement of troops and supplies.

The mobility and logistical advantages offered by the existing machines however was significant and played a major part in the early Finnish successes in the North and in the drive to the White Sea further south.

OTL Note: In 1987 Velsa Oy was acquired by Bombardier and moved to the Lapland capital, Rovaniemi.

Next Post: Valtioneuvoston Tiedotuskeskus and Canada
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Re: What If-Finland had been prepared for the Winter War?

#637

Post by Axetti » 26 Dec 2013, 15:49

I am most intrigued about the several references to Eric Tigerstedt and his alleged work for Nokia, on Radar and many other developments for example during the period 1925 - 1935 etc.

I am reasonably well informed re Eric Tigerstedt and his family. How could the great 'Suomen Edison' have done all that is being
claimed. HE DIED IN NEW YORK IN THE YEAR 1925???????????????? Something is not quite right here!!!

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Re: What If-Finland had been prepared for the Winter War?

#638

Post by John Hilly » 26 Dec 2013, 17:40

This thread was originally posted and situated in What If section but moved here in Winter War & Continuation War forum by the moderators.

So, Nigel is not to be blamed for misunderstandings because of that.
Tigerstedt's work here represents as most of others, Alternative Time Line. So it's fiction based on facts somewhat altered.

With best,
J-P :milwink:

BTW, :welcome: Axetti!
"Die Blechtrommel trommelt noch!"

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Re: What If-Finland had been prepared for the Winter War?

#639

Post by CanKiwi2 » 26 Dec 2013, 19:29

Axetti wrote:I am most intrigued about the several references to Eric Tigerstedt and his alleged work for Nokia, on Radar and many other developments for example during the period 1925 - 1935 etc.

I am reasonably well informed re Eric Tigerstedt and his family. How could the great 'Suomen Edison' have done all that is being
claimed. HE DIED IN NEW YORK IN THE YEAR 1925???????????????? Something is not quite right here!!!
Indeed he did die in 1925 in New York. I performed an act of necromancy for fictional purposes - I needed a Suomen Edison! As J-P noted above (thx Juha-Pekka) this thread on the forum is an anomaly in that it's an Alternative History thread on a specific sibject with a good deal of real history thrown in that sits on the middle of a genuine history forum. Coming in blind, it can be a bit confusing and I do apologise for any inadvertent raising of blood pressure inflicted. And yes, everything involving the esteemed Eric Tigerstedt after 1925 in this thread is completely fictional, as is Nokia's development of radar, back-pack radios, infrared vision devices and the like in the late 1930's. Not to mention the pigeon-guided glider bombs......

Cheers..............Nigel

BTW Axetti :welcome: ......
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Re: What If-Finland had been prepared for the Winter War?

#640

Post by Juha Tompuri » 27 Dec 2013, 00:14

Some early Finnish "snowmobile" "inventions":


Matti Lohi invented Ummenajokas "(unbroken snow vehicle"?) http://www.vmpk.fi/forum/index.php?topic=88319.0
From year 1926
1 hp DKW engine
weight 50kg
max speed 30km/h
Image

His next model a year later:
http://www.moottorikelkkamuseo.fi/kuvat/ranualainen.jpg
Image

Snowmobile "Tömisevä" from year 1928
Max speed 100km/h
http://www.kaleva.fi/uutiset/galleriat/ ... 18/807487/
http://www.veteraanikelkat.net/
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Re: What If-Finland had been prepared for the Winter War?

#641

Post by Juha Tompuri » 27 Dec 2013, 00:34

Another DIY snowmobile from early 60'
Pekka and Juhani Kääpä invented quite aggressive but not-so-safe looking device.
Drive by a sprocket made from a circular saw blade
http://www.veteraanikelkat.net/
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Re: What If-Finland had been prepared for the Winter War?

#642

Post by CanKiwi2 » 27 Dec 2013, 04:19

Kiitos Juha,

And also, I see I have missed some important developments in snowmobiling in Finland! This would have been a sporty little ride..... I am SO going to have to rewrite that whole post!

Image

Steam locomotove ( Lapland Forestry Museum): Used to haul timer in Savukoski between 1913 and 1916. Transport ran a distance of 16 km and during the winter, transported 13 000 heavy-duty logs. The Moottorireki pulled 19 sleds at a time , with a total of 300 logs at a time. That was some snowmobile!!!!!
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Re: What If-Finland had been prepared for the Winter War?

#643

Post by Juha Tompuri » 04 Jan 2014, 23:58

Some more Finnish WWII built (armored) snowmobiles/aerosans

Image
SA photos #663305-6, 63310

Image
68464-5

Image
82132-4

Regards, Juha
Last edited by Juha Tompuri on 05 Jan 2014, 00:04, edited 1 time in total.
Reason: adding info

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Re: What If-Finland had been prepared for the Winter War?

#644

Post by Seppo Jyrkinen » 05 Jan 2014, 11:58

Steam locomotive is something worth to see. If I remember right, the machine had been manufactured in Visconsin, USA. I visited at Savukoski some years ago and I must say, the driver,s seat has been a cold place in mid-winter! http://www.jyrkinen.fi/ltkk/lappi2010/arska/sivu06.html
A word irony is baked into the word history.

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Re: What If-Finland had been prepared for the Winter War?

#645

Post by CanKiwi2 » 06 Jan 2014, 18:22

Juha Tompuri wrote:Some more Finnish WWII built (armored) snowmobiles/aerosans

Regards, Juha
Thx Juha, going to add them in to the revised writeup, coming soon.....
Seppo Jyrkinen wrote:Steam locomotive is something worth to see. If I remember right, the machine had been manufactured in Visconsin, USA. I visited at Savukoski some years ago and I must say, the driver,s seat has been a cold place in mid-winter! http://www.jyrkinen.fi/ltkk/lappi2010/arska/sivu06.html
Yes, did a bit of investigation on that one (http://www.alternativefinland.com/finla ... og-hauler/) and it was an interesting machine alright. A Phoenix Centipede Log Hauler from Wisconsin...... Looks like you had a fun ride but imagine in winter at -20 with that thing and 9 sleds full of logs coming down an ice road behind you. Whoaaaa!
ex Ngāti Tumatauenga ("Tribe of the Maori War God") aka the New Zealand Army

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