USAT General Stuart Heintzelman's Master, Captain CM Pedersen (1884-1948)

Updated 16 January 2023

The man responsible for getting the Heintzelman from Bremerhaven to Fremantle was the ship's master, Captain CM Pedersen. The Souvenir Edition, 1st Sailing to Australia, contains both a drawing of the Captain in profile, and a profile in words.  

When I first published this blog entry on 2 October 2021, I had been unable to find any more information on Captain Pedersen.  This was despite numerous searches in what would normally be reliable sources.  The block was that I could use only his initials, not his given names.  There was more than one CM Pedersen enlisted in the US military at the same time as him.

The way through the block was provided by the West Australian of 29 November 1947, which had been kind enough to print Pedersen's first name and middle initial.  He actually was Cort M Pedersen.  The West Australian had misspelt the family name as 'Petersen', another impediment to the search.  My thanks here to Jonas Mockunas for providing the hint which got me through the block.

Let's start with the two portraits from the Souvenir Edition.

Captain CM Pedersen

Captain CM Pedersen was born in Copenhagen, Denmark, in 1884. He started to go to sea in 1901 on a Danish ship, then sailed on Norwegian, British and American sailing ships. In 1907 he started to sail on steamships from San Francisco. When the First World War began Captain Pedersen went in the US Navy active service and since the end of the war he has been sailing with the New York-Cuba mail SS Co for 22 years. Since 1941 he is attached to the US Army Transport Service. 

 

The Master says that we have enjoyed a quite pleasant trip, the weather is fine and everything is very good. It is a long passage, but he has been on much longer trips. In l904 he sailed from Hamburg to Newcastle, Australia, around the Cape of Good Hope and it took him 200 days. 

The Master is very pleased with the passengers. He has had to deal with many Baltic people before and some of his best friends are Estonians. The Master says: "Your people are very fortunate to go to Australia. I know Australians, all of them I have ever met had been very wonderful people. I can only say that you will be very happy there. 

"Thank you for all the co-operation I have got from the passengers aboard this ship."

Numerous documents on Ancestry.com, once it was told to look for Cort M Pedersen, provided his full name:  Cort Mathias Pedersen.  He was born in Copenhagen on 17 November 1884.

In the 1910 US Census, he was a 24-year-old lodger in a San Francisco household of seven others born in Denmark.  All six Danish lodgers gave their occupation as seaman.  He had arrived in the US in 1905.

He married another Dane, Inge Mortensen, in California in August 1910.  They had two sons:  Cort Edward, born in 1912 and Paul Lawrence, born in 1917.

He was in New York City, applying for a Seaman's Certificate of American Citizenship by the summer of 1919.  He had been naturalized in San Francisco on 17 June 1912 and had arrived in New York as the Master of a vessel called the Imperator.  Fortunately for us, the application includes three photos of the ship's master, two taken around the time of the application.

Two photos of Cort M Petersen from 1919, aged 34

Cort Pedersen served with the US Navy during World War I, having the rank of Lieutenant Junior Grade.  He was discharged in July 1919 but is recorded in the 1920s as being in the US Merchant Marine Naval Reserve.

Cort was indeed 'sailing with the New York-Cuba mail SS Co' between the World Wars.  The actual name of the company employing him was the Atlantic, Gulf & West Indies Steamship Inc, known as Agwilines.  New York Arriving Passenger and Crew Lists show Cort in and out of that port with great frequency during the 1920s and 1930s.  He generally was sailing to and from Havana, but sometimes Mexican ports were visited also.  The lists have been digitised by Ancestry.com, which has identified 382 entries for Cort M Pedersen between 1920 and 1948.

The amount of public detail on Cort's life and movements available through Ancestry.com is so great that I have set up a separate family tree for him there, rather than trying to reference individual items here.  This tree is accessible at https://www.ancestry.com/family-tree/person/tree/180127428/person/282345658226/facts, although you may need to set up a free Ancestry.com Registered Guest account to view it.

Cort Pedersen reached the national headlines in the United States in January 1935.  He was then the Chief Officer of an Agwilines cruise ship called the Mohawk, which veered suddenly across the path of a Norwegian freighter called the Talisman.  The Mohawk sank within an hour, despite the Captain's attempt to beach her at Sea Girt, New Jersey.  By then, the Captain had locked himself in his cabin to go down with his ship.  None of the officers on duty on the bridge survived:  Cort was the only officer of the watch to survive.

A board of enquiry commenced within days of the fatal incident, which had led to a loss of 45 of the 163 passengers and crew.  Cort testified that he was in the chart room writing reports when he heard warning blasts from his ship.  Returning to the bridge, he was advised by the Captain that the new automatic steering gear had failed along with the telegraph to the engine room.  The Captain wanted the ship stopped and managed to convey this to the engine room by telephone.  Meanwhile, Cort was an additional messenger to the engine room, as well as being the officer trying to organise lifeboats.

A board of enquiry concluded that the collision was due mostly to mechanical malfunction or human error on the Mohawk's part. Some suggested that the Mohawk's navigation lights also had failed before the collision.  The damage inflicted by the collision should not have been enough to sink the Mohawk, but it seemed that she had been modified to carry bulk cargoes for extra revenue during the Depression. These modifications had opened up the ship's watertight bulkheads for easier cargo handling. 

Cort was back at sea soon after this fatal drama.  Between 1930 and 1940, he was sometimes the Captain of Agwilines' voyages but often the Chief Officer.  As he advised the Heintzelman passengers' Souvenir Edition, he joined the US Army Transport service in 1941.

Passenger and crew lists for the port of New York, digitised by Ancestry.com, show Cort as the captain of USAT Thistle, a hospital ship travelling to and from Scotland.  After the War, he travelled across the Pacific for at least one voyage of the Thistle between the island of Leyte in the Philippines and Honolulu, Hawaii.  He returned to the Atlantic, captaining voyages to and from Marseilles, France, and Leghorn, Italy, but mostly to and from Bremerhaven, the starting point of the voyage of the Heintzelman to Australia.

Seven months after he started the voyage to Australia, on 31 May 1948, Cort took the Heintzelman from Bremerhaven again, but this time she and the refugees were bound for Peru and Chile.  We know this because the last page of the List or Manifest of Aliens Employed on the Vessel as Members of Crew, required under US law and surrendered in the port of New York, was stamped and signed by US consuls in both Lima and Santiago.

Our ship's master died only one year after safely delivering his charges to Australia on the Heintzelman, on 5 December 1948.  He died in the St Albans Hospital, Queens, the East Coast referral centre for respiratory disorders in the US Navy.  As the Hospital specialised in tuberculosis, this might have been the cause of his early death.  One way or another, he cannot have been a well man during his last voyages.

It is worth looking at the stories of his two sons, since the elder disappeared in dramatic fashion in 1954.  Cort Edward worked in the transport sector, like his father, but on land as a Greyhound bus driver.  He enlisted in the US Army in 1943 and, after the War, continued to serve in the National Guard.  In his youth he had been active in the Boy Scouts.  All of this meant that a sudden disappearance in the early morning of 12 November was quite out of character.

His abandoned bus was found on a South Boston, Massachusetts, street with its headlights on and Pedersen's hat, shoes, jacket and waybills scattered inside.  A canister usually above the driver's seat was on the floor also.  However, with forensic skills typical of the times, the bus was driven into the nearby Greyhound garage rather than being left as a crime scene for police investigation.

Cort Edward and his wife had three daughters, born between 1933 and 1944.  The family advises on a FindAGrave Webpage for his wife that his body was never found and his wife had to arrange for him to be declared legally dead.  

The younger son, Paul Lawrence, seems to have had a much quieter life than his father or brother.  At the time of the 1940 US Census, Paul was working as a bank clerk in New York City.  When he enlisted in the US Army in May 1942, he was recorded as having received a college education (whereas his older brother had left school after eighth grade). 

Paul was discharged from the Army in July 1946.  There is little about him on public record from then on, apart from a couple of residential locations near Los Angeles, on the other side of the country from where he grew up.  We know, however, that he died in Summerville, South Carolina, in 1996, on his 79th birthday.

His first wife had died in Queens, NY, in 1968.  We know from her military headstone that her husband had reached the rank of Lt Colonel in the US Army Reserve.  Given that Paul also was entitled to a military headstone, it is strange that there is no public record of his 1996 burial, just as his brother has no known grave.

Their father, however, has been buried with a military headstone in the Long Island National Cemetery at Farmingdale, New York.  The headstone reveals that he must have been promoted two ranks from Lieutenant (jg) to Lieutenant Commander during the course of his WWI service.  His wife was buried with him after her death 25 years later.

Cort M Pedersen's headstone

Source: FindAGrave.com

There were two other captains aboard this ship but, fortunately, they neither spoiled the cooking (the broth, you know?) nor the voyage.  They were the Transport Commander, Captain Valentine Pasvolsky, and the Transport Surgeon, Captain Wayne H. Stockdale.  Fortunately for us, Ancestry.com has more to say on them, and the fourth man profiled in the Souvenir Edition, Lithuanian-born Escort Officer, Vladas Zibas.  Their portraits follow.

Sources

'Cort Mathias (born Kort, aka Curt) Pedersen', Ancestry.com, https://www.ancestry.com/family-tree/person/tree/180127428/person/282345658226/facts.

FindAGrave, 'Cort Mathias Pedersen', https://www.findagrave.com/memorial/82625444/cort-mathias-pedersen, accessed 2 February 2022.

Põder, RV, E Dēlinš, and R Maziliauskas, 1947. Souvenir Edition, 1st Sailing to Australia, published at sea aboard the USAT General Stuart Heintzelman, 26 November 1947.

Wikipedia, 'Army Transport Service', https://en.wikipedia.org/wiki/Army_Transport_Service, accessed 2 February 2022.

Wikipedia, 'List of ships of the United States Army', https://en.wikipedia.org/wiki/List_of_ships_of_the_United_States_Army, accessed 2 February 2022.

Heintzelman's "First Sailing": The First Report

The Souvenir Edition, 1st Sailing to Australia, published on board the USAT General Stuart Heintzelman on 26 November 1947, contains an article headed, 'From Bremerhaven to Indian Ocean'.  Several diaries from the voyage exist still and have been translated, but the Souvenir article is the first overview of the voyage.

Even though published only two days before disembarkation in Australia, it contains no account of the stop in the port of Colombo.  It seems, then, to have been written before 18 November — or else edited for reasons of space.  It is reproduced in whole here, but with some typos and stencil blurs corrected.

'From Bremerhaven to Indian Ocean' heading, missing the initial 'F', from the copy of 'Souvenir Edition' in the Reinhold-Valter Põder collection, Estonian Archives in Australia

If the duration of a sea-voyage is two days, it can be endured; if the duration is five days, you have to accept everything as it comes. But if 28 days are to be spent on a voyage through two oceans and four seas, you simply have to become accustomed to it whether you want or not. The high seas are a world by itself and each ship — an independent state with its own laws and habits of life which frequently differ from those predominating on land.

At the beginning of the voyage one or two of the Australia-bound passengers seemed inclined to ignore this truth, but a few hours in the Bay of Biscay forcibly demonstrated how easily can be disturbed the pursuance of a habit which is, so to say, a foundation of everyday life — the appeasement of a healthy appetite. The ship, initially bearing much semblance to a floating restaurant where each guest is primarily preoccupied with good food, soon assumed the appearance of an infirmary. Suddenly, everybody seemed to have lost interest in guessing the menu for the next meal; delicacies (such) as fried bacon, unctuous potato salad, succulent apricots and smooth icecream ceased to be the main subject of all conversation. 

Instead - moans were to be heard emanating from double-tier bunks, ash-coloured visions staggered along passage-ways, awe-inspiring medicine boxes, bottles and pills passed from hand to hand, accompanied by instructions whispered in a faint, infirm voice: swallow the tablet..., take a teaspoonful of this..., chew the lemon..., hold your breath and turn your eyes toward the ceiling, lie down and adjust your breathing to the rhythm of the waves, lie stomach downwards and try to reach the floor with the toes of your right foot...

Two seasick passengers, 2 November 1947

 

After this period of weakness, lasting about one and a half days, resisted by only a few super-men, the sea has received its tithe and the pride of the land-lubbers had suffered a fall. Passing the Rock of Gibraltar, our ship had on board 843 subdued, reliable subjects of Neptune, resigned to yield to any whim of the sea-god. His majesty appreciated our sufferings and conversion, graciously permitting the warm sun to play over the blue, quiet waters. Before long, the passengers of General Heintzelman witnessed a second metamorphosis — the ship was seemingly transformed into a rest home and a beach. Heavy overcoats, turned-up collars, mufflers, caps pulled down over the eyes — all disappeared, giving place to rolled up sleeves, shorts and colourful ladies‘ beach suits. 

We thrived under the caresses of the warm Mediterranean sun, the same sun that lends splendour to Nice, Monaco, San Remo, Capri, Sicily, and the fabulous coast of Africa. Consequently, among the swarms of idlers basking in the sun you could observe studious explorers equipped with opera glasses, pointing out notable places; behold the palms of Oran! the southern coast of Sardinia! the Cape of Tunis! the rocks of Pantellaria! Prompted by curiosity in such unheard and exotic names, the laymen gazed with bewildered eyes at the blue, sparkling horizon, vainly endeavouring to catch a glimpse of a shadow of these famous places.

The rocks of Pantellaria (Source: CulturalHeritagOnline)

 

Our further course continued under the sign of the sun, blue waves and radiant weather, the passengers impatiently counting the miles remaining to be covered to reach Port Said. Egypt...: pyramids, sphinxes, Tutankhamuns, palms, camels, bedouins, tuaregs... Flowing robes and burnouses on the torrid desert sands, fascinating Scheherazades in cool, shady oases greet passing ships piloted by swarthy captains...Much of this unfortunately escaped our sight, the ship anchoring late in the evening in the harbour of cholera-infested Port Said.

Having risen early the next morning, the most zealous students of ancient and modern Egyptian civilisation returned below deck disheartened and quietly started rummaging in their suitcases for discarded pullovers and mufflers: a strong, numbing east wind was blowing across the Canal. The ship glided smoothly along the narrow Canal, the banks of which were adorned by trees resembling malformed seaside pines growing in greyish, powder-like sand. Now and then a recent model Ford or Chrysler would hurtle along the dusty highway running parallel to the canal, or a cyclist would be seen struggling against a strong head-wind. Egypt...but no sign of pyramids or palms. Disappointed, the pessimistically inclined among us returned to their rooms.

The more patient spectators, however, were soon rewarded by sights falling just short of expectations, but inspiring us with a feeling, that we had surely seen enough of this land to justify beginning future narratives with: "When I was in Egypt..."

A traders' boat has been hauled onto the deck, somewhere along the Suez Canal. The only woman in the photo is Galina Vasins (later Karciauskas). Can you identify any of the men?

 

And now we are once more on the wide stretches of a blue sea. The days pass, one very much like any other, sunny and bright. Mealtimes with their inevitable queues, clatter of metal plates, and thronging in the mess hall, have become milestones in the course of each day. English lessons, choir rehearsals, basking in the sun and the mild wind fill the other parts of the day and in the evening we suddenly realise that one more day has passed. Even if sometimes time seems to stand still, we can always be assured that each day our reliable engines are bringing us 4OO miles nearer to our destination, where a new life and new responsibilities await us. 

Passing the time on deck, from the Aleksas Sliuzas collection

 

We shall arrive there refreshed, tanned, and imbued with renewed self-reliance in our strength, impaired by the years of despair and misery in Germany. We should like to take advantage of this opportunity to express our feeling of indebtedness to "General Stuart Heintzelman" for its paramount part in our new adventure.

This essay was signed off simply, -d-.  Knowing his later career as founder of the Latvian-Australian newspaper, Austrālijas Latvietis, and book author, the co-editor of the Souvenir, Emils Delins, is the most likely suspect.

Sources:

'CulturalHeritageOnline: Island of Pantelleria', https://www.culturalheritageonline.com/location-2949_Isola-di-Pantelleria.php, accessed 2 October 2021.

Põder, RV, E Dēlinš, and R Maziliauskas, 1947. Souvenir Edition, 1st Sailing to Australia, published at sea aboard the USAT General Stuart Heintzelman, 26 November 1947.

General Stuart Heintzelman: The Ship

Updated 21 May 2024.

The General Stuart Heintzelman, now known to Australians of Baltic or Eastern European descent as "The First Transport", was one of 30 C4–S–A1 vessels.  They were troop transports built to the same plan between 1942 and 1945. These ships are known also as the General GO Squier class, after the first of them to be launched.

Heintzelman at anchor, possibly in 1945 (US Navy photo from navsource.org)

The C4–S–A1 design was created for the American-Hawaiian Lines in 1941, prior to the entry of the United States into World War II, but taken over by the United States Maritime Commission in late 1941, initially for cargo ships. All were powered by a single-screw steam turbine delivering 9,900 shaft horsepower, so capable of 17 knots. After an agreement between the US Army and Navy in March 1943 that they become Army troop transports crewed by Navy personnel, all were named after American Generals.

The final ship, the Heintzelman, was launched on 21 April 1945, acquired by the US Navy on 12 September 1945 and departed San Pedro, California, on her first voyage on 9 October 1945. She was built at the Kaiser company’s Yard 3 in Richmond, California. On 12 June 1946, the Heintzelman was transferred to US Army and fitted out to carry 3,142 troops. She was commissioned as the USAT General Stuart Heintzelman on 20 August 1946.

The C4–S–A1 ships could be crewed by 256 men. They were 159 m long by 22 m wide, with a draft of 8 m and a cruise radius of 12,000 miles (19,300 Km).

By mid-1947, there was less military demand for them, so 10 were placed at the disposal of the International Refugee Organisation (IRO). This organisation had been tasked with moving millions of displaced persons from Europe, especially West Germany, at the end of the War. They included refugees from the Soviet invasion of the Baltic States and the Communist takeover of other Eastern European governments, known as the Soviet satellite states.

The IRO passenger configuration required the women to be separated from the men. This meant that no more than 1,000 passengers were supposed to be carried on each trip to Australia and, for that matter, the United States, Canada and some South American countries. On the Heintzelman, the women were ushered into cabins designed for Army officers, four to a cabin. The men occupied the open quarters below deck which had been fitted out for the US Army’s enlisted men.

The Heintzelman made four trips altogether to carry refugees from Europe to Australia. The first, leaving Bremerhaven in Germany on 30 October 1947 and berthing in Fremantle, Western Australia, on 28 November 1947, is the one on which this blog concentrates. She brought 822 refugees to Melbourne on 20 April 1948, 1,301 to Sydney on 24 November 1949 and 1,302 to Melbourne on 3 March 1950.

After that voyage, the IRO returned the Heintzelman to the US Navy. Crewed by civilians, she now was known as the USNS General Stuart Heintzelman or T–AP–159. She operated out of San Francisco carrying troops to the Korean Peninsula for another war there. Then she travelled via the Panama Canal to New York for transport duty in the Atlantic and Caribbean. She carried passengers to Bremerhaven, where she had berthed in 1947, to La Pallice in France, to Southampton, England, to Newfoundland in Canada, to Iceland and Puerto Rico.

In 1954, she was laid up, which is to say, she was kept ready to be reactivated quickly in an emergency. Fourteen years later, she was converted to a container ship, the Mobile, deepened nearly one metre, by the Alabama Drydock and Shipbuilding Company for the shipping company, Sea-Land Services. Sad to say, on 15 June 15 1984 she was sold to the Han Sung Salvage Co. to be scrapped, after 39 years of great service, at Incheon, Republic of Korea. 

Sources:

Cooke, Anthony, 1992. Emigrant Ships: The vessels which carried migrants across the world, 1946-1972. Carmania Press, London, p 91.

Dictionary of American Fighting Ships, ‘General Stuart Heintzelman’, http://www.hazegray.org/danfs/auxil/ap159.htm, accessed 6 May 2000. 

Charles, Roland W, 1947. Troopships of World War II, Army Transportation Association, Washington, DC, p 115. 

Naval Cover Museum, ‘General Stuart Heintzelman AP 159’, https://www.navalcovermuseum.org/wiki/GENERAL_STUART_HEINTZELMAN_AP_159, accessed 29 September 2021. 

Plowman, Peter, Emigrant Ships to Luxury Liners, NSW Press, Sydney, 1992, pp 36-37. 

Priolo, Gary P, 'USNS General Stuart Heintzelman (T–AP–159) ex USAT General Stuart Heintzelman (1946-1950), USS General Stuart Heintzelman (AP–159) (1945-1946)', http://www.navsource.org/archives/09/22/22159.htm, accessed 29 September 2021. 

Sawyer, LA and WH Mitchell, 1981. From America to United States, Part 2. World Ship Society, Kendal, England, 1981, p 72. ‘United States Maritime Commission C4 Type Ships’, http://www.usmm.org/c4ships.html, accessed 31 July 1999. 

Videoinside.org, ‘USS General Stuart Heintzelman (AP–159)’, http://videoinside.org/show/USS_General_Stuart_Heintzelman_(AP-159), accessed 14 September 2008. 

Wikipedia, ‘USS General Stuart Heintzelman (AP-159)’, https://en.wikipedia.org/wiki/USS_General_Stuart_Heintzelman_(AP-159), accessed 29 September 2021.

USAT General Stuart Heintzelman: The Route to Australia

As the Heintzelman neared the Australian coast, a Souvenir Edition of the 1st Sailing to Australia was published on board.  It appeared on 26 November, edited by a team of Reinhold Valter Põder (Estonian), Emils Dēlinš (Latvian) and Romuldas Mazillauskas (Lithuanian).  They must have had typists and artists among the passengers to help them.  

They had the use of the ships roneoing equipment and supplies.  A roneod newsletter was issued for each day of the voyage, but only a few individual copies survive.  Clearly, those who ran the ship had learned already what was necessary to keep their previous US Army passengers occupied and entertained.  Below is the front cover of the Souvenir Edition.

For those of you not old enough to remember, roneoing involved typing or drawing first on a stencil with a wax-coated surface.  The typing was not clear unless the typeface had been cleaned first.  It was hard for the artist to see if their artwork was creating clean lines.  No wonder photocopying took over from roneo stencils in the 1970s!

Fortunately for our interpretation of some places on the map above, there is a list of dates and places elsewhere in the Souvenir Edition.  It advises that:

The Colombo stop was needed to allow the ship to refuel while taking on fresh water and provisions.  It also provided the passengers a few hours ashore in an exotic location.

The 11 pm crossing of the Equator explains why there are no photos in albums of the usual visit of King Neptune and associated rituals.

The Souvenir Edition contains summaries in English of the histories of the three Baltic States, which a foreword confirms are for the benefit of the Heintzelman's crew.  There's other information of continuing interest to descendants of the passengers on this 'First Sailing', such as lists of the senior crew and profiles of their leaders.  An anonymous contributor has written an essay about shipboard life.  These will be added to this blog.

My copy of the Souvenir Edition comes from the archive of its Estonian editor, Reinhold Valter Põder.  This is held by the Estonian Archives in Australia and I thank the Archives for granting access.