Adomas Ivanauskas (1912-1980): The grandfather I never knew by Rasa Ščevinskienė with Ann Tündern-Smith

Updated 16 January 2023 

Adomas Ivanauskas was born on 11 February 1912, in the village of Pazapsiai, in the Seiniai district in Lithuania, only a couple of kilometres from the modern border with Poland. On one official Australian form, he gives his birthplace as the city of Kovno, now known as Kaunas, but we know that he was only serving there with the Lithuanian Army, before he left for Germany. 

As he turned 18 in 1931, he would have been called up for military training during the first half of the 1930s. 

Adomas in Lithuanian military uniform, 1935

Before WWII, he was a landowner in Pazapsiai. In 1938, he married Monika. They had a son, Alvydas, in 1940. Alvydas, who is my father, still lives in Lithuania, as do I. When WWII started in Lithuania, Adomas again joined the Lithuanian Army. 

If he gave an accurate date of arrival in Germany, July 1945, on his 1957 application for Australian citizenship, then it is likely that he somehow managed to escape Lithuania after the Soviet forces re-occupied it, in October 1944. Either that, or he omitted time spent in other countries, such as Czechoslovakia, en route (NAA: MT874/1, V1956/21973). 

In Germany, he lived in Displaced Persons camps in the English zone, including the “Riga” camp in Lübeck. He was living here on 6 October 1947, when interviewed by the Australian selection team operating in the German camps and accepted for resettlement in Australia, based on his previous farming experience (NAA: A11772, 377). He left Bremerhaven for Australia with 842 other Baltic refugees on the USAT General Stuart Heintzelman on 30 October 1947. 

Like the others in the group of 839 allowed to leave the Heintzelman in Fremantle, Western Australia, Adomas stayed there for four days before continuing eastwards on the HMAS Kanimbla. The group then travelled by two chartered trains to the former Bonegilla army camp. Below is the front of the card recording Adomas’ presence at the new Bonegilla Migrant Reception and Training Centre. 

Adomas Ivanauskas, Bonegilla card, NAA: A2571, 110

Despite the desperate need for people with farming experience in Australia, to grow more food for the military returning from WWII and the ‘baby boom’ which their return was creating, Adomas was sent first to a sawmill. He was sent on 20 January 1948, after 6 weeks in Bonegilla, to Rylstone, a small town in the Central Tablelands region of New South Wales. There was also a desperate need for timber to build houses for the new families.

He returned to Bonegilla on 12 April 1948 but, three days later, was sent to Iron Knob in South Australia to work with a company then known as Broken Hill Pty Ltd – but now simply BHP. Like all of the Displaced Persons, he had agreed to stay in Australia, working, for at least two years. He was assisting the mining industry, however, rather than farming.

Adomas relaxes at the barracks, Iron Knob

By March 1949, Adomas has managed to leave the outback town of Iron Knob for South Australia’s capital city, Adelaide.

An Aliens Registration Card returned to the Commonwealth of Australia when Adomas received Australian citizenship shows a first address of 56 Maple Avenue, Goodwood. Goodwood is a suburb just south of the Adelaide Central Business District (CBD). This address was notified on 17 March 1949, so after less than one year in Iron Knob (NAA: B78, 1957/IVANAUSKAS A). 

The next address, Railway Hotel, Islington, was notified on 4 October 1949. Further evidence of the move to Islington is a classified advertisement in the Adelaide Advertiser of 25 October 1949. It read, 'New Australian couple require bed-sitting room, with use of kitchen in metropolitan area. Apply A. Ivanauskas, Railway Hostel, Islington.'

Adomas' advertisement, Adelaide Advertiser, 1949

The only Islington now in Australia Post’s postcode directory is a suburb of Newcastle, New South Wales. A Wikipedia article about the South Australian Islington says that it is the site of the main workshops for the South Australian Railways. The suburb in which they are located is now Kilburn. As the Islington workshops opened in 1883, they may well have had a job to offer a ‘New Australian’ from Lithuania, with BHP experience, in 1949.

However, October 1949 also is the date Adomas gave for his move from Adelaide to Melbourne on his citizenship application form. His Aliens Registration Card gave an address with a near illegible suburb, but the most likely reading is 3 Mackenzie Street, Melbourne. This is an address almost at the northeast corner of the CBD. The date on which he advised this address was 12 November 1949.

Later addresses were Dalgety Street, St Kilda, advised on 23 December with an illegible year, Waltham Street, Richmond (7 January 1952) and Vaucluse Street, Richmond (24 October, again with an illegible year). All addresses were in inner Melbourne. They suggest someone forced by circumstance to move from one rental property to another, but he might have been moving to improved accommodation on each occasion. He was at the Vaucluse Street, Richmond address when he applied for Australian citizenship on 29 May 1957.

Adomas and Beryl captured by a Melbourne street photographer, 17 October 1950

The Aliens Registration Card should have been recording Adonis’ employers too. For some reason, those records did not start until 17 January 1952. Then it was noted that he was working as a welder at a company in South Melbourne. Again, this is in inner Melbourne but to the west of Richmond.

The next employment remark is dated 24 October 1955. Then, Adomas was working with Renault on Burnley Street, Richmond, much closer to home. The remarks include ‘Eng’, possibly ‘Engineer’ or ‘Engineering’.

He was a welder again with the Gas and Fuel Corporation as of 29 March 1956. The address given, Flinders Street, Melbourne, was that of the head office of this Victorian State Government instrumentality.

The final occupation information before Adomas received his citizenship calls him a welder again. This time, on 14 November 1956, he was working with a company called Goodwin’s Ltd, at the Shell Refinery at Newport. Newport is on the other side of Melbourne’s CBD, with the Yarra and Maribyrnong Rivers also impeding travel. There would not have been direct public transport, so Adomas undoubtedly was driving himself to work.

Perhaps on his farm in Lithuania, perhaps while exercising his survival skills in Germany and perhaps even at Iron Knob or the Islington Workshops in South Australia, Adomas had learnt welding. This is a highly skilled occupation, using gases at high temperatures. He could have gone back to farming, initially as a labourer or share farmer, but must have preferred the opportunities which welding offered.

A surviving photo shows Adomas sitting behind the wheel of a car, with Ocean Grove and 17 October 1950 written on the back. Co-incidentally, 17 October 1950 is also the date of the street photograph with Beryl, above, so the date may not refer to the day on which the photographs were taken.

From 1950 onwards, many families from Europe started to settle in Ocean Grove, a coastal town to the southwest of Melbourne. While at least 100 Km distant on the winding roads of the time, it was only 25 Km from the industrial town of Geelong. Geelong would have offered much employment and it is likely that the Ocean Grove land prices were cheap, just right for new arrivals wanting to build their own homes. Adomas must have had friends to visit in Ocean Grove.

Adomas shows off his car in Ocean Grove, Victoria, 17 October 1950

The car in which Adomas is seated looks remarkably like a 1925 Star Model F-25 Sedan, made by an American company which manufactured only between 1922 and 1928. Have a look at the restored example in the photograph below.

1925 Star Model F-25 Sedan, from Classiccarweekly.net

Later addresses for Adomas in Melbourne are Manton Street, Burnley, and Elgin Street, Hawthorn. While living in Melbourne, Adomas participated in gatherings organized by fellow Lithuanians, contributed help to compatriots and supported the construction of Lithuanian House in Melbourne. In the Lithuanian newspaper, Mūsų Pastogė, I found a number of records of money donated by Adomas Ivanauskas during 1954-1956.

Adomas and friends, date unknown, place likely to be Melbourne
judging from the VB beer bottle near the centre of the table;
Adomas is second from left, the woman on the left is likely to be Beryl

Voting is compulsory in Australia, so once Adomas acquired his Australian citizenship on 22 November 1957, he was required to be on the publicly available electoral roll. He was also required to keep the Australian Electoral Commission notified of all changes of address.

Of particular interest is the 30 November 1963 issue of the electoral roll for the Subdivision of Hawthorn, Division of Yarra, since it records Jean Ivanauskas at the same address. This suggests that Adomas was married but we don’t know when or whether they had children. Jean’s occupation was stated to be ‘process worker’, someone employed in a factory or warehouse where she carried out routine tasks, perhaps on an assembly line. Again, Adomas’ profession was welder.

Pages from 1963 electoral roll for Federal Electorate of Yarra,
Sourced from the Australian Electoral Commission via Ancestry.com.au

Despite the requirement to notify all changes of address, the image above is the only one on Ancestry.com.au in which Adomas' name has been identified.  Ancestry.com.au has made available images of Federal electoral rolls to 1980, which ought to cover Adomas' movements until his death that year (see below).

During the 1950s and 1960s, Adomas wrote to his brother Vacys, another Displaced Person who had been resettled in England. He wrote also to his wife Monica and son, Alvydas, in Lithuania until 1961. The family doesn’t know why he stopped writing. The back of a postcard sent to wife and son from Melbourne is reproduced below.

Adomas' postcard to his son and wife in Lithuania

Photos sent to Vacys refer on the back to Beryl rather than Jean. One explanation for this mystery is that the one woman in Adomas’ life had been given the names Jean Beryl, but preferred to use her middle name. Jean appears on the electoral roll because the officials compiling it were interested in her first name only.

In 2013, I learned that my grandfather had died on 19 February 1980 in Perth, Western Australia. He is buried there in the Karrakatta Cemetery. When and why he settled in Perth is unknown but Department of Immigration records indicate that he was known to its Perth office in January 1972 (NAA: MT874/1, V1956/21973).

He died in the Swanbourne Hospital, Mount Claremont, in suburban Perth. The cause of death was partial pneumonia that lasted for a week. The death certificate states that he was a widower. It therefore leads to the conclusion that his wife Jean died even earlier than Adomas. The name on his death certification had been anglicised to Adam Ivanauskas.

This was the grandfather I never knew.

REFERENCES

Classic Car Weekly (2014), ‘1925 Star Sedan’,  http://www.classiccarweekly.net/2014/08/21/1925-star-sedan/, accessed 7 January 2022.

Adelaide Advertiser (25 October 1949), ‘Classified Advertising’, p 10, obtained through the National Library of Australia's Trove service, http://nla.gov.au/nla.news-article36693972.

National Archives of Australia, Migrant Reception and Training Centre, Bonegilla [Victoria]: A2571, Name Index Cards, Migrants Registration [Bonegilla]; 110, Iliew, Marin to Ivankovic, Stanko.

National Archives of Australia, Department of Immigration, Central Office: A11772, Migrant Selection Documents for Displaced Persons who travelled to Australia per General Stuart Heintzelman departing Bremerhaven 30 October 1947; 377, IVANAUSKAS Adomas DOB 11 February 1912.

National Archives of Australia, Department of Immigration, Victorian Branch: MT874/1, European migrants general personal files 1956; V1956/21973, Ivanauskas, Adomas.

Wikipedia, 'Islington Railway Workshops', https://en.wikipedia.org/wiki/Islington_Railway_Workshops, accessed 12 September 2021.

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 Mazillauskas, 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 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 Mazillauskas, 1947. Souvenir Edition, 1st Sailing to Australia, published at sea aboard the USAT General Stuart Heintzelman, 26 November 1947.

General Stuart Heintzelman: The Ship

The Heintzelman was one of 30 C4–S–A1 vessels, 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, berthing in Fremantle 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.

Biruta Pabrants (1922-1965): Was she happy?

The biographies posted here so far, with one exception, have been of men of achievement. 

Elsewhere, I have written the stories of two women of achievement from the First Transport, for a Canberra centenary celebration on the online Australian Women’s Register (Tündern-Smith 2013a, 2013b). The story of another woman of achievement, Helgi Nirk, is on this blog now too. 

Many of those on the First Transport would have been glad just to live a quiet life in Australia after seven years of turmoil, which started for them with the Soviet invasion of the Baltic States in the 1940 summer. They included 112 women, whom I have summarised in an article published in the Canberra Historical Journal (Tündern-Smith, 2020). 

Here is more detail about the life of one of the quiet women, Latvian-born Biruta Pabrants. We do not know much about her early life, only that was born in Riga, the capital of Latvia, on 22 August 1922 and she had had 7 years of primary school and 5 years at secondary school. 

Her ‘general appearance’ was rated ‘above average’ by the Australian selection team. She appeared before these three men in the Butzbach DP Camp on 14 October 1947. She travelled there, possibly even in the back of a truck, from a DP Camp in Hanau, near Frankfurt am Main in the middle of the far west of Germany.

A smiling Birute photographed in October 1947,
in preparation for her voyage to Australia
Source:  NAA: 2571/1, 201

The General Stuart Heintzelman sailed from Bremerhaven on 30 October, so those two weeks of her life must have been hectic indeed. They included a chest X-ray on 22 October, which detected no signs of tuberculosis (NAA: A11772, 784). Everything else about her health was fine, there was no record with security agencies, so she was ready to go! 

We have the declaration she made to a Customs official at the Graylands Army base in Perth, the day after her arrival in Australia. This says that her previous occupation was ‘saleswomen’ and her expected occupation in Australia was ‘domestic’. One page of her selection papers said that her ‘present occupation’ in Germany was a ‘domestic worker’, with two years of experience. Another page says that she had worked as a ‘sales clerk’ in Hanau for one year also. 

She also was ‘Five Foot Two, Eyes of Blue’, as the popular American song of the 1920s put it, with blond hair as well. She brought no money at all to Australia. The blond hair and blue eyes caught the attention of newspaper photographers. On the very day of their arrival in Australia, the Perth Daily News had front page photographs of some of the passengers including Biruta.

The caption for this page 1 photo read, "These three Latvian domestics--J Zogorska (sic), B Pabranto (sic) and A. Marchilevics--are going to Canberra"
Source:  Perth Daily News, 28 November 1947

The arrival in Melbourne led to another newspaper photograph, at the top of page 1 of the Sun News-Pictorial of 9 December 1947. Biruta is sitting on the right, facing the camera. While her hair looks dark in the Daily News photograph, the Sun photographer caught the blond colouring better.

Biruta is on the right of this group, attracting some of the stares
Source:  Reinhold-Valter Põder collection, Estonian Archives in Australia

One passenger list on a National Archives file records that Biruta left the Bonegilla camp for her first job in Canberra on 14 December 1947, only five days after the train trip from Port Melbourne to the Bonegilla Migrant Reception and Training Centre (NAA: PP482/1, 82). This makes her one of the first group to be sent into the community to work. Her English must have been excellent to earn her inclusion, although rated only ‘fair’ in the selection papers. 

A list recording the distribution of Aliens Registration Certificates to the new arrivals in January 1948 shows that Biruta was resident at and working in the Mulwala House (NAA: A437/1, 1948/6/11; ArchivesACT (2019)). She received another Aliens Registration Certificate on 12 October 1951, when she was still living at Mulwala House (NAA: A437/1, 1948/6/469). Presumably she was working there still. 

She next appears in the public record on 7 March 1955. It was then a legal requirement that anyone applying for Australian citizenship had to publish a notice of their intention in two Australian newspapers. The Canberra Times, page 3, was one of her choices. Note that Biruta used the opportunity of applying for citizenship to drop the very Latvian ‘S’ from the end of her family name.

Biruta's notice of intention to apply for naturalisation
Source:  Canberra Times, 7 March 1955

There being no objections raised, Biruta became an Australian citizen on 21 June of that year. She took part in an ‘impressive, but largely informal ceremony’ according to the Canberra Times report of the following day. 

Newspaper report of Biruta's naturalisation ceremony
Source:  Canberra Times, 22 June 1955

Only six years since the commencement of Australian citizenship on Australia Day 1949, the ceremonies which still surround the grant of it were important enough for detailed journalism. This included foreshadowing Biruta’s participation in the Canberra Times of the preceding day.

The Canberra Times foreshadows Biruta's receipt of citizenship

as 'Miss Ruth Pabrant', 20 June 1955

True happiness at last? The Canberra Times’ social pages of 15 October 1958 reported the marriage of Biruta, using the name ‘Ruth Pabrant’, and Edward Finlay on the previous Monday, 13 October. A Monday wedding suggests that it was not celebrated in a church.

'Social Diary' record of Biruta's bridal shower and wedding

Canberra Times, 15 October 1958

The next public record for Biruta Pabrants is about her death, on or about 18th September 1965. 

The Canberra newspaper's death notice used Biruta's married name,
not the one she had assumed later,
and recorded her as still married to Edward Finlay
Canberra Times, 28 September 1965

It occurred in Sydney, only seven years later. By this time she was using the name ‘Ruth Veenendaal’ but was still known also as ‘Ruth Finlay’. The only marriage noted on her death certificate was that to Edward Finlay and there were no children, but this marriage cannot have lasted given the change of family name.

We know that this certificate is for our Biruta or Ruth because the father’s name is given as Karl Pabrant. While there is no date of birth, the place of birth is Riga and the length of residence in Australia, 18 years, tallies roughly with Biruta’s November 1947 arrival (‘Ruth Welta Veenendaal’, 1965). 

Some of those who knew her back in Canberra thought she had married a Dutchman and that the death was a suicide. They were wrong, but their ideas indicate that she was known to be unhappy. 

Women and men had suffered a great deal during those seven years of war and its aftermath. Today, we have counsellors at the ready after major disasters. We acknowledge that the Australian military, and civilians too, can suffer from Post-Traumatic Stress Disorder or PTSD. 

During and after World War I, “shell shock” was an acknowledged medical condition. In reality, it was a form of PTSD under another name. It seems that the mental health lessons of World War I were forgotten through World War II and subsequent conflicts, like the Korean War and the Malayan Emergency. 

It took the Vietnam War and its mental toll on those who survived fighting in it for psychiatry to recognise PTSD. This was twenty and more years too late for survivors of World War II. 

Biruta’s death certificate says that she died from ‘myocardial degeneration'. Wait a moment! These days, mainstream medicine acknowledges the existence of ‘broken heart syndrome’. According to America’s Mayo Clinic (n.d.), it’s ‘often brought on by stressful situations and extreme emotions’. 

Biruta’s myocardial degeneration occurred in the days when much less was known about treating heart disease. A relationship between extreme unhappiness and cause of death cannot be ruled out in Biruta’s case. 

She must have died alone, since the death certificate notes that she died ‘on or about 18 September’. No-one else was present to give an exact time or even date of her passing. Despite this lonely death, the cause was so evident to the examining doctor that an inquest was declared unnecessary by the Coroner at Sydney on 1 November 1965, as noted on the death certificate. 

Biruta died intestate, without a will. The New South Wales Public Trustee included her name and description (married woman, late of Point Piper, NSW) in a Government Gazette of 1 July 1966. 

The informant recorded on Biruta’s death certificate was Zenta Liepa, another Latvian woman who had come to Australia on the First Transport. Zenta lived in Canberra from the time she was sent there to work in December 1947. Since the date of presumed death is a Saturday, she may have gone to Sydney to visit Biruta/Ruth, but found no-one answering the door. The date of registration for Biruta’s death is a Sunday, so Zenta must have had an awful weekend dealing with her friend’s death. 

Biruta’s early death is one of four I can think of immediately, where the woman passenger from the First Transport passed away aged 50 or less — despite all the medical tests they had in Germany, on board the Heintzelman on Fremantle Roads, and in the Bonegilla camp. 

Zenta herself died at the early age of 60, from lung cancer caused by smoking in her case. I have recorded Zenta’s notable career in entomology elsewhere (Tündern-Smith, 2013b). 

Of the 37 women whose dates of death are known to me, the median age of death is a much healthier 81. Biruta, only 25 days past her 43rd birthday is the youngest, while another Latvian woman died at 43 years, 5 months and 16 days of age from then untreatable kidney failure. 

On the other hand, the oldest age at death of a woman was a hearty 98 for Regina Meinhold and I am aware of at least three women still alive aged 87 or in their 90s. One of the men lived past his 101st birthday. Many of the General Heintzelman passengers have proven to be at least as sturdy as their selectors hoped, if not more so.

REFERENCES 

ArchivesACT (February 2019) Mulwala House: 'Our house in the middle of the street', https://www.archives.act.gov.au/find_of_the_month/2019/february/previous-find-of-the-month-22019, accessed 29 June 2021.

Australian Broadcasting Commission Radio National (15 September 2014) ‘The history of forgetting, from shell shock to PTSD’, https://www.abc.net.au/radionational/programs/archived/hindsight/the-history-of-forgetting/5744242, accessed 10 July 2021.

Canberra Times (7 March 1955) Advertising, p 3, http://nla.gov.au/nla.news-article91194372, accessed 30 March 2021.

Canberra Times (15 October 1958) ‘Canberra Diary’, p 5, https://trove.nla.gov.au/newspaper/article/103123869, accessed 30 March 2021.

Daily News (28 November 1947) ‘Pretty Girl Migrants’, Perth, p 1 (CITY FINAL), accessed 29 Jun 2021, http://nla.gov.au/nla.news-article79814870, accessed 16 July 2021. 

Estonian Archives in Australia, Reinhold-Valter Põder collection.

Mayo Clinic (n.d.) Broken heart syndrome, https://www.mayoclinic.org/diseases-conditions/broken-heart-syndrome/symptoms-causes/syc-20354617, accessed 29 June 2021. 

National Archives of Australia: Department of Immigration, Central Office; A437/1, Correspondence files, class 6 (aliens registration), 01 Jan 1946 - 31 Dec 1950; 1948/6/469, Record of issues of Registration Certificates in the ACT. 

National Archives of Australia: Department of Immigration, Central Office; A11772, Migrant Selection Documents for Displaced Persons who travelled to Australia per General Stuart Heintzelman departing Bremerhaven 30 October 1947, 1947 – 1947; 784, PABRANTS Biruta DOB 22 August 1922. 

National Archives of Australia: Department of Immigration, Central Office; A12508, Personal Statement and Declaration by alien passengers entering Australia (Forms A42), 01 Jan 1937 - 31 Dec 1948; 35/358, PABRANTS Biruta born 22 August 1922; nationality Latvian; travelled per GENERAL HEINTZELMAN arriving in Fremantle on 29 November 1947. 

National Archives of Australia: Department of Immigration, Central Office; A2571, Name Index Cards, Migrants Registration [Bonegilla], 1947 - 1956; 201, Paabo, Albert to Palczewskyj, Borys. 

New South Wales Government 24 Jun 1966 'In the matter of the estates of the undermentioned deceased' (Ruth Welta Veenendaal), Government Gazette of the State of New South Wales, p 2593, http://nla.gov.au/nla.news-article220019032, accessed 14 Jul 2021. 

‘Ruth Welta Veenendaal’ (1965) Death certificate of Ruth Welta Veenendaal (also known as Ruth Finlay), 18 September 1965, (Registration no. 5092/1965) (certified copy), NSW Births, Deaths and Marriages, https://familyhistory.bdm.nsw.gov.au/lifelink/familyhistory/search?30. 

Sun News-Pictorial (9 December 1947) ‘Smiles Welcome Them To New Homeland’, Melbourne, in the Reinhold-Valter Põder collection, Estonian Archives in Australia, Sydney. 

Tündern-Smith, A (2013a) Koobakene, Salme (1919 - 1998), The Australian Women’s Register, http://www.womenaustralia.info/biogs/AWE4860b.htm, accessed 16 July 2021. 

Tündern-Smith, A (2013b) Liepa, Zenta (1927 - 1987), The Australian Women’s Register, http://www.womenaustralia.info/biogs/AWE4910b.htm, accessed 15 July 2021. 

Tündern-Smith, A (2020) First Baltic migrants for Canberra, 1947, Canberra Historical Journal, pp 34-43.