The Man Who Saw Through Time: Pfc. Richard Edward Marks, USMC — May 31, 1946 (New York) – February 14, 1966 (Vietnam)

“It horrifies and disgusts me to think that the same students that oppose Johnson today –
will rule the nation tomorrow.”

– Corporal Richard E. Marks, July 7, 1965

When I was a young teacher at Cornell,
I once had a debate about education with a professor of psychology.
He said that it was his function to get rid of prejudices of his students.
He knocked them down like tenpins.
I began to wonder what he replaced those prejudices with.

– Alan David Bloom, The Closing of the American Mind, 1987

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One of the most compelling forms of literary expression takes the form of correspondence.  Whether read by the historian or casual reader, the central value of this form of communication lies in its candor, immediacy, and spontaneity.

Candor, in that – (at least, largely before the advent of digital communication!) the writer could have reasonable certainty of the confidentiality of his words, and feel free to express himself in ways unconstrained by the public eye.

Immediacy, in that – the writer’s thoughts emerge from his participation in or nearness in time and place to most any event, ranging from the mundane to the transcendent: Whether the history of his community or nation; whether experienced by members of his family; within the solitude of his soul.

Spontaneity, in that – a letter can emerge from singular moments of emotional urgency, psychological intensity, and spiritual impact, in ways utterly atypical of the “routine” of one’s life.

Regardless of the era, event, or geographic setting, literary exchanges between friends, comrades, family members, lovers, and certainly even casual acquaintances, can offer a glimpse – typically, far more than a mere glimpse! – into the nature of a historical event, and of greater import, the spirit of an age. 

Inevitably, among the most interesting of these written exchanges are those that emerge from military conflicts.  Though varying enormously in style, length, and depth, the commonality of such writing is that it offers a view of war unfiltered through the perspective, ideology, or political agenda of those removed from the immediacy, impact, and nature of battle.

A moving example of such literature is the book The Letters of Pfc. Richard E. Marks, USMC, which, published in 1967, is a compilation of the letters sent by Marks – then serving as a machine gunner in Vietnam – to his mother, sister, friends, and teachers.

Within the correspondence comprising the book is this startling passage from July of 1965: “It horrifies and disgusts me to think that the same students that oppose Johnson today – will rule the nation tomorrow.  If this is what our colleges and universities are breeding today – I’m just as glad I’m a high school drop out.  I just wish there was some way to make those products of higher education realize what fools they really are.” 

(The full letter appears below.)

This statement is notable in that it’s one of the very few – if not the only? – occasions on which Richard Marks touched upon politics and “the future”.  His words reveal that despite his lack of a formal “higher education” he possessed an intuitive view of a future that by now – in the early 21st Century – has become our present.  And which possibly, depending on events and trends yet unknown to us, may – or, may not? – become permanentWell, perhaps the ability to clearly perceive both the contours of the present and the outlines future is more likely to arise from common sense, intuition, and unfiltered insight, than credentials or inculcated “knowledge”.

Thus, in the words of Rabbi Yosf Hayyim of Baghdad (1835-1909), in his work halakha Ben Ish Ḥai (“Son of Man (who) Lives”), “a collection of the laws of everyday life interspersed with mystical insights and customs, addressed to the masses and arranged by the weekly Torah portion,” regarding The Ethics of the Fathers (Pirke Avot):

“Who is wise?  He who sees the future…”

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But, who actually was Corporal Richard E. Marks?

Born in New York City on May 31, 1946, he served in 1st Battalion, C Company, 3rd Marine Regiment, 3rd Marine Division.  He was one of nine Marines killed on February 14 (Monday), 1966 – or who later died of wounds – when the Amtrac (“Amphibious Tractor”; an LVTP-5) in which they were riding struck a mine and exploded.  The location?  Five kilometers west-southwest of the Nam-O Bridge, in Quang Nam Province, South Vietnam.

The other eight Marines who were either directly killed in the incident, or died later, were:

Avery, Allen James, Pfc., of Sumner, Ia.
Union Mound Cemetery, Sumner, Ia.

Goggan
, Herbert Gary, Cpl., of Houston, Tx.

Forest Park Cemetery (Lawndale), Houston, Tx.

Nichols
, Eli Wayne, Pfc., of Lincoln Park, Mi.

Michigan Memorial Park, Flat Rock, Mi.

Wayman, Bobby Ray, L/Cpl., of Huntingburg, In.

Taswell Cemetery, Crawford County, In.

Died February 15, 1966

Stephenson, Waymond Nelson, Pvt., of Anniston, Al.
Forestlawn Cemetery, Anniston, Al.

Died February 16, 1966

Crabbe, Frank Edward, Pfc., of Montreal, Quebec, Canada
Notre-Dame-Des-Neiges Cemetery, Montreal, Quebec, Canada

Died February 22, 1966

Olvera, Adan Monsivais, Pfc., of Alice, Tx.
Collins Cemetery, Alice, Tx.

Died February 23, 1966

Rabinovitz, Jack (Yaakov bar Yosef), Cpl., of Dorchester, Ma.
Koretzer Cemetery, West Roxbury, Ma.

Jack Rabinovitz’s matzeva, as photographed by FindAGrave contributor RickD.

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As described at July 28/29, 1965 – The Battle for the Ca De River Bridge, at USS Stoddard, “The Ca De (Song) River enters the Bay of DaNang (Vung DaNang) Vietnam from the west.  Just off shore the river is spanned by the “Nam O” Bridge, a five span steel structure where “Highway One” and the railroad converge to make the crossing.  This is the main route from DaNang to places north such as Phu Bai and Hue.”

Here’s a view (from USS Stoddard) of the destroyed Ca De River Bridge, as it appeared on April 11, 1967…

…while here’s a view of the (repaired) bridge in 1968, from the flickr Photostream of the Frederick J. Vogel Collection at the USMC Archives. 

The two Oogle maps below show the location of the Ca De River Bridge with respect to Da Nang, by a blue oval.  The lower map also denotes the approximate location of the LVTP’s loss, by a red oval.

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Here are two views of Marine Corps (LVTP-5) Amtracs, the acronym LVTP standing for “Landing Vehicle, Tracked, Personnel”.

This first image, from Mannhai’s flickr photostream, is captioned, “Delta 1/7 1st MarDiv starts climbing aboard LVTP-5 amphibious tractors to go the Arizona Territory, Vietnam, 2 July 1969.  Trucks, jeep, cargo trailers, M149 Water Buffalo trailers in background.”  The vehicle in the foreground gives a good impression of an LTVP’s massive size and quite blocky shape.  The vehicles had a standard capacity of 34 Marines, but were capable of carrying 45 Marines if necessary.  In this image, the viewer is facing the front of the vehicle.  Note how the Marine in the lower center of the image is climbing atop the vehicle by a series of built-in foot / handholds.

This image, from the Wikipedia page for the LVPT-5, shows an example on display at the USS Alabama Memorial, in the city of Mobile.  The vehicle was photographed in March of 2012 by Vitaly Barsov.  In the image, the Amtrac’s front faces left.

You can view more details of the LVTP-5 at Gun Truck Studios, which shows interior views, probably from the vehicle’s operation or maintenance manual.

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The genesis of The Letters of Pfc. Richard E. Marks, USMC, published by J.B. Lippincott Company in New York City, is best described in its “Publisher’s Note”. 

Namely:

“RICHARD EDWARD MARKS was born in New York City on May 31, 1946.  He was raised along with his sister, Susan, in Eastchester, New York, and in California.  His father, Robert B. Marks, died in 1963.  Shortly afterward, at the close of his sophomore year, Richard left the Hackley School in Tarrytown, New York; subsequently he worked for a time for the Marks Music Company, a family concern.

In the autumn of 1964, Richard E. Marks joined the United States Marines.  He was trained at Parris Island and at Camp Geiger in North Carolina, and in May of 1965 he was sent to Vietnam, where he was promoted to Private First Class.  On February 14, 1966, he was killed in combat, at the age of nineteen.

During his fifteen months in the Marine Corps, Pfc. Marks wrote almost one hundred letters home.  Most of these were to his mother and sister in New York; the rest were to other relatives and friends.

These are the letters of Richard E. Marks as selected and prepared for publication. No corrections have been made as to spelling or other matters of style.”

The book is about 185 pages long, and – comprised of 98 letters written between November 1, 1964 and February 11, 1966 – is organized chronologically, being divided into two sections: 1) “Parris Island: Camp Geiger; Camp Pendleton”, and, 2) “Vietnam”. 

As mentioned in the Publisher’s Note, most letters are to Marks’ mother and sister, while the rest were addressed to: Edward Delfino, Peter Whiting, Alfred M. Marks and Family, Herb E. Marks, Steve Kramer, and 2 Lt. Edward Magazine (his brother in law). 

Fittingly, Richard’s final letter – not chronologically, but in terms of placement in the book – is his “Last Will and Testament”, penned on December 12, 1965.  This letter was held by the Marine Corps and only delivered to Richard’s mother after his burial at Arlington National Cemetery, in mid-February of 1966.

As you can see below, the book’s cover (I believe that publication was limited to this “first” and only hardcover edition) is as symbolic as it is simple, featuring an image of one of Pfc. Marks’ letters, partially removed from an envelope, upon a plain wooden tabletop. 

My own copy – you can see the Dewey Decimal number on the cover spine – was once part of the collection of the Southwest Branch of the Arlington Public Library, in Arlington, Texas, and was purchased through ABE Books, prior to the latter’s 2008 absorption by Amazon.com.

As for Richard’s photographic portrait, which appears “above”, at the beginning of this post?  That image appears on the back of the cover.

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Though the majority of posts at this blog – thus far – have focused on World Wars One and Two and include many historical references from those eras, “this” post provides a view of information – specifically, Department of Defense (formerly War Department) Casualty Lists – from the 1960s.  

In the case of Pfc. Marks, his name first appeared on page 34 of Department of Defense News Release “126 / 66 – C-33”, dated 15 February 1966. 

The above document (which I created from a PDF) is from one of numerous lists of U.S. Casualties in Vietnam – encompassing release dates January 3, 1966, through December 1, 1969 – which were available some years ago via the South Carolina National Guard, but which no longer seem to be present.  (Example: An “original” URL for a list from February, 1966, was “http://www.scguard.com/museum/docs/vietnam/1966/February1966.pdf“.  This now generates the response: “404 – Page not found!“.)  I’m certain that these Department of Defense “News Releases” were issued through and even beyond 1974, if not longer, but I’ve never seen such documents.   

The “first” list, dated January 3, 1966, is prefaced by explanatory information written by Colonel Julian B. Cross of the Air Force:

The letter reads:

“Very shortly you will start receiving on a weekly basis, the daily Department of Defense News Release listing U.S. casualties in Vietnam.

During World War II and Korea, state Adjutants General were furnished similar casualty information.  Adjutants General have found this information invaluable, particularly in later years when requests for the names of local servicemen who died or who were wounded in combat were desired by civic, veteran or other patriotic organizations.

Since the Department of Defense does not retain these lists as part of its permanent records, we strongly urge you to keep these lists, or the applicable portions, as a part of your permanent records for future use.  As in the past, we shall continue to refer inquiries addressed to us requesting this information to the Adjutant General of the state concerned.

You will notice in the upper right hand corner of these release a “C” number in parenthesis following the release number.  By use of this number you can readily determine if you have missed a listing.  If this should occur, write us immediately and we shall supply the missing copy.

We must caution you that there are certain inherent disadvantages in connection with these listings.  The information contained therein is based upon current service record information and its accuracy should be treated accordingly.  Furthermore, the addresses given are those of next-of-kin as contained in the service record and may not necessarily be the home address of the servicemen.”

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Pfc. Marks’ name, and the names of four other Marines and three members of the Army, appeared in The New York Times on February 16, 1966.  Though during World War Two newspapers were instructed to publish Casualty Lists and release related information only for servicemen whose next-of-kin resided in the newspapers’ area of geographic coverage – and definitely not the entire United States! – for the Vietnam War, at least during the mid-1960s, the Times – and I suppose other national newspapers? – published all names that appeared in Department of Defense News Releases, regardless of the soldier’s place of residence.  Thus, the eight names below, from Florida, Iowa, Maryland, Michigan, New York, Ohio, and Texas.

Ironically, though Pfc. Marks’ city of residence is listed as New York City, his residential address is not listed…

…but, his mother’s address, in the above News Release, is listed as “411 East 8th Street”, in Manhattan.

Well, it seems that any apartment or other building at that address no longer exists. 

By perusing (the semi-totalitarian panopticon otherwise known as…) Oogle Maps, we arrive – below – at the intersection of East 8th Street and Avenue C in Lower Manhattan, southeast from Tompkins Square Park. 

In this view, you’re looking southeast “along” East 8th Street into its intersection with Avenue C.  It appears (?) that any section of 8th Street that formerly extended beyond Avenue C no longer exists, having been replaced by a cluster of high-rise residences – New York City Housing Authority apartments? – that now occupy the area between East 8th Street and FDR Drive. 

In the below view, you’re looking in the opposite direction: Northwest “into” East 8th Street.  DeliCorp is on the corner of 403 East 8th Street. 

But – ! – it turns out that “411 East 8th Street” was not the address of the Marks family.  See more below…!

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As for Pfc. Marks himself – as a “person”…? 

He was the son of Robert B. and Gloria D. Marks (later Kramer), and had one sister, Susan (later Mrs. Leonard Magazine).  His paternal grandfather was Edward B. Marks. 

Initially a partner with Joseph W. Stern in the “Joseph W. Stern Music Company”, Edward Marks left that firm in 1894 to found the Marks Music Company, which today exists under the name “Edward B. Marks Music Company – Classical“.

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A tribute to Edward B. Marks, from the January 22, 1921, issue of Billboard.

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Upon Edward’s passing in 1945, the business was taken over by his son (Richard’s uncle) Herbert.  The company was acquired on April 1, 1983, by fellow Brill Building resident Freddy Bienstock (family) Enterprises, and, the estate of Oscar Hammerstein.  At least two aspects of the Marks legacy were not only continued but enhanced: the side-by-side publication of popular and serious music, and family ownership. Acquired by both the Bienstock family and the Oscar Hammerstein Estate, Marks Music was held within a group of publishers under Carlin America, Inc. until October, 2017, when Carlin was acquired by Round Hill Music.

You can read the company’s history (from which the above summary was derived) in much greater depth and detail here.

Amidst the information about the Edward B. Marks Music Company and Edward Marks himself, oddly, there’s absolutely no mention of Richard’s own father, Robert. 

However, Robert’s perfunctory obituary in The New York Times on May 29, 1963, which states: “We record with dear sorrow the death of Robert B. Marks, president of Piedmont Music Co., Inc., on May 27th, in New York – American Society of Composers Authors and Publishers,” would suggest that Richard’s father “struck out on his own”, and – at least after 1945 – was not affiliated with his brother Edward’s company. 

Edward, who passed away on October 4, 1945, and Robert, are both buried at Riverside Cemetery, in Saddle Brook, New Jersey. 

As for Richard’s relationship to the family business?  He worked at the Edward B. Marks Music Company – then located at 136 West 52nd St., in Manhattan – for one year, under the supervision of Mr. Richard Delfino, prior to his entry into the Marine Corps. 

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Not long after the publication of the Casualty List listing Richard’s name, the Times published two articles about him (before the appearance of the book itself) by McCandlish Phillips (John McCandlish Phillips, Jr.) and Robert E. Tomasson. 

Phillips focused upon Richard’s association with the Hackley School, his experiences in Vietnam, the correspondence with his mother, family, and friends that would eventually form the book, and to a much lesser extent, Richard’s family background.  It’s within this review that Richard’s letter of July 7, 1965 is quoted, it seems, with unarticulated approval.  Given the history of The New York Times, this was remarkable, considering both the newspaper’s history (see here, here and here) and contemporary ideological agenda (see here and here).

But then again, this was an earlier time, and perhaps an earlier kind of Times.

Tomasson discussed Richard’s last will and testament, which – mentioned above – is the last “item” in his book of collected letters, as well as intimating that Richard’s mother had by then (July of 1966) a publishing firm (unmentioned in the article, but obviously in retrospect Lippincott,) was making financial arrangements with Richard’s mother to publish her son’s letters in book form.

Both articles are, I think, highly at variance with the stereotypical impression of the Times’ coverage of the Vietnam War, in terms of focusing on the life of a specific serviceman – a single Marine – in such depth, detail, and sensitivity.

Why? 

Conjecture…

Perhaps because of Richard’s family’s association with the long-established Manhattan-based Edward B. Marks Music Company, of which his father had been vice-president.  Perhaps, too (we’ll never know) given the nature of his background and upbringing, Richard did not quite fit any taken-for-granted assumptions (however sometimes valid, and equally, however often invalid) about the nature of those serving in the military, held by the Times‘ editors and writers.

Likewise, strikingly, considering both the “times” and the nature of the Times, the reviews evoke an air of patriotism which seems to be more characteristic of journalism and news reporting from a bygone era: the years of the Second World War.

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Another point…

Robert E. Tomasson’s article reveals that information in the Department of Defense News Release about Richard was, simply, incorrect.  Tomasson lists the address of Richard’s mother as “411 East 57th Street”, southeast of Central Park in midtown Manhattan, quite some “distance” – geographically and otherwise – from the world of 411 East 8th Street. 

An Oogle map and street view showing the actual location of Richard’s mother’s residence are shown below.  In the photo, the “411” address refers to the gray high-rise in the center of the image.

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And so, on to McCandlish Phillips’ article…

Two Hilltops in a Marine’s Life

One on the Hudson Evoked Memories of Schooldays
Other Was a Lonely Outpost Pounded by Vietcong Fire

By McCANDLISH PHILLIPS

The New York Times
March 6, 1966

While Richard Marks was at the Hackley School in Tarrytown he was a quietly agreeable, serious boy.  Sometimes he would roam the school’s wide hilltop clearing and gaze down at the silvery Hudson or climb to the highest outlook to trace the shimmering outlines of the vast city to the south.

Two hilltops became important in Ricky’s life.  He loved the high hill at Tarrytown, with its tall shade trees and spell-inducing vistas and the ivy that rustled against the weathered gray stones of the central building.  He was one of 380 boys at the preparatory school in 1961 to 1963.

The other hill is just called Hill 69, a combat outpost in Vietnam from which, in the words of one of his letters, “they will probably try to push us off in the next few nights.”

Letters Trace Growth

“It is now dusk and we are observing artillery fire in the area around us – it is truly beautiful in a morbid sort of way,” he wrote to Peter Whiting, a mathematics instructor at Hackley.

This letter, and dozens of others received from combat zones by his mother and Mr. Whiting, tell a story of troopship impressions, excitement at travel, loneliness, yearnings, fright in battle and cherished plans for civilian tomorrows – a story known to thousands of American youths now serving in Vietnam.

The letters of Pfc. Richard E. Marks of the United States Marines – written in small-figured longhand and often running to five pages – trace the expanding consciousness of a young man placed under prolonged and terrible stress.

For Ricky Marks, the transitions from boyhood, to raw Marine recruit, to assault trooper “trained to kill,” to the intensity of battle were very swift.

He was born in New York City and reared in Eastchester and California.  His father, Robert B. Marks, vice president of a music publishing firm here, died in 1963.

He entered Hackley as a freshman in 1961, but quit school after his sophomore year.  After working briefly, he joined the Marines.

Snapshots sent home show Ricky as a trim, muscular young man 5 feet 10 and 150 pounds, before a low-grade fever began to gnaw him down.

Ricky became a helicopter assault machine gunner in one day (they told him he’d have to learn “the hard way”).  At the age of 18 he found what it was to be “scared to death” and to feel his bones “aching all the time.”

The monsoons and combat patrols of Vietnam stripped him of 30 pounds.

Last July his sergeant told him he had nine more months in Vietnam. “I’ll go crazy,” he wrote in a letter to his mother, Mrs. Stephen Kramer.”  So far we have already had six Marines in the battalion go crazy, and one Sea Bee. This place is too much for an extended period of time.”

Mission Is Vetoed

“As he saw men die,” whole companies almost wiped out, Ricky, however, came deeply to believe in the military job of “restoring peace to this troubled land.”

From a combat perspective in Vietnam, the letters show, the matters that began perplexing Ricky early were the student demonstrations here in support of Vietcong ambitions and – in his view – political interference with pursuit of the enemy in Vietnam.

“The only complaint I have about our work here is that we cannot do a complete job,” his letter last July 30 to Mr. Whiting said.  He cited “red tape” that prevented seizing strategic advantages.

“I have seen on more than one occasion when artillery targets (a large number of V.C. troops) were left unfired upon because the permission to fire had to be okayed by so many people and finally approved by the local Vietnamese official – who in many cases have been proven to be working for the V.C.”

He expressed anger when an air strike was banned against “a meeting of local V.C. leaders and some Chinese advisers … in a valley just outside our [area].”

“The local Vietnamese officials vetoed the mission because there were some cows in the area that might be killed.  With foolish circumstances such as this, our forces in Vietnam will never be effective.  We will only be effective here when the decision power is returned to the battalion and to company commanders and taken out of the hands of the politically polite, nonmilltant and usually V.C.-oriented men who now have it.”

On July 7 he asked Mr. Whiting:

“How can these people [college and university demonstrators] be serious?  Don’t they realize we are fighting the same type of bid for world take-over, here in Vietnam, as we did against Hitler in Europe, and Japan in the Pacific? … We can fight the war now in Vietnam, or in 10 years in Mexico or South America, and maybe even in our own United States.”

Counting the Days

This winter, Ricky began to count the days – 120, 90, 75 – until his time in Vietnam would be up.  His letters show increasing eagerness to get back to the States and to visit the Tarry-town campus.

His mother has 77 letters and Mr. Whiting has 11.  The first of the letters are filled with Ricky’s impressions of his first ocean voyage.

From the Pacific, after half a day in Honolulu on April 7, 1965, he wrote his mother and his married sister, Sue, that “Waikiki Beach is all and more than it is described as – the beaches are beautiful and the water is a clear, pale blue. The surfers are at it from sunup to past sundown – the bikinis are all, and less, than described.”

On April 8, while at sea, he wrote:

“Tonight I went topside at about 10 P.M., and it is beautiful out – it is a half moon, and the night is clear and warm.  The moonbeams were dancing on the water, which is calm as a summer lake. …  It makes me feel good to know from here on out there is no one to fall back on but myself – I must accept the responsibilities for all my faults now.

“One of the guys here just asked me where I was from – where is my home?  The more I think of it I haven’t really any home to call my own, except the Marine Corps.  Being on board ship gives a person a lot of time to think about things.  I’ve done a lot of thinking, and have a lot to do.”

On April 14, still at sea, he wrote his mother:

“Last night. I saw ‘Charade.’  Cary Grant and Audrey Hepburn – an A.O.K. flick.  We will land in Okinawa on Monday morning. … According to rumor we are going to Vietnam.”

Things moved fast then.  He thought he would have a month’s special combat training in Okinawa.  The reality of war began to come into sharp focus. On April 24, he wrote Mr. Whiting:

“Well yesterday it all came out.  Two companies of our sister battalion were almost wiped out by the Vietcong.  For the first time I finally realized how serious Vietnam is.  Guys I had been with the week before aboard ship were now dead.  At first I was sad, then I was angry, and finally I became scared – I still am.

“We are scheduled to leave next Monday and I will be in Vietnam on Wednesday.  That means contact by next Friday.  That is one day I do not look forward to – I would rather face Mr. Bridges when he was furious.  [A reference to the guidance director at Hackley who had remonstrated with Ricky about his grades.]

Learning the Hard Way

“I am attached to an M60 machine-gun team, and I know nothing about machine guns – the way my platoon commander put it: ‘You’ll have to learn the hard way.’  At any rate, this is one time I will not fall asleep in class.  I’m going to make the first helicopter assault landing, and I don’t want to miss my chance to practice.”

In one letter to his mother there is this request:

“Send me one bottle of Scotch, packed in popcorn – not only can I eat the popcorn, but it also absorbs much of the shock to the package.”

He joined the Book Find Club from Vietnam, asked his mother for the Old Testament and some plays of Shakespeare and for “Sam Durell” books because “he is a modified James Bond.”

“We love to get pictures of pretty girls, as you must know,” he wrote from Manhdong.  “We have all been without the pleasure of female companionship for four months.”  Later he wrote that he was “a real monsoon veteran – it has rained for 16 days straight now.”

As the young Marine went through frequent combat and saw men die, he became surer and surer of why he was there.

“I, as a member of the Fourth Marines, am not only helping to further Marine tradition, but I am also, in a small and important way, helping to write 20th century history,” he wrote proudly from the front.

“Each night they probe our lines and throw hand grenades,” he wrote Mr. Whiting from Chulai on July 30.  “Due to the noise of the rain and the wind, it is extremely hard to hear them moving in the brush – and obviously much harder to see them.  Some day soon, the V.C. will mass and overrun our outposts and then try to destroy the airfield we are guarding.

“Many lives will be lost on both sides, but the airfield will not fall.  We are outnumbered here, but we are also’ determined.”

Tired and Aching

“My bones are aching all the time, and I am always tired,” he wrote on Aug. 15, 1965, after four months in Vietnam.  He had lost 30 pounds;

His mother wrote to Senator Jacob K. Javits expressing worry about her son.  Ricky wrote her that the letter “made me seem like the only person over here involved in the war.”

“Just don’t write anymore – O.K.?” he asked, “There are 45,000 other Marines over here who had stood watch, run patrols, lost weight, had fevers, and seen action, and a hell of a lot of them will never see home again.”

The letters express a deep contempt for the aims and acts of the Vietcong, particularly rape, and a determination to drive them out.  But in the gung-ho Marine, the letters show, the civilian remained.

To Mr. Whiting he wrote of a classmate:

“I have been corresponding with Roger B.  He told me he has left the University of Pittsburgh, and is joining the Marine Corps.  No, I did not suggest it.  As a matter of fact, I think he is a damn fool.”

The letters are of dreams, too.  Several tell of his decision to get a high school diploma and then to study law in night classes after his discharge.

On Feb. 5 he wrote: “I have just returned today from a patrol that lasted seven nights and six days … the whole time out there I was scared to death … today I was overjoyed at being alive …”

And Now In Print

Not long ago, Mr. Whiting wrote to tell Ricky that excerpts from his letters were to run in the Hackley alumni journal.  The Marine replied that he had never been able to get any work of his into the school literary or newspapers “and now, out of a rainy Vietnamese sky, I’m in print. …  It is hard to find words to tell you how wonderful that makes me feel.”

At Danang he enjoyed an unexpected-breather.  “All of the helicopters have been diverted, therefore our patrol today, which would have required helicopters, has been canceled, thank God,” he wrote.  “I figured this patrol I would get a Purple Heart.  Nothing serious – just enough to shake the in-sides out of me.”

As the days on his calendar of combat duty in Vietnam dropped from many to few, he wrote Mr. Whiting:

“Please put me down to attend all the events of the Homecoming.  From the invitations I realize that many additions have come to the school. …  But the old traditional rivalry of Riverdale and Hackley has not changed. I suppose there are some things in the world that never change.”

Ricky was invited by Mr. Whiting to address the student body on April 4.  He will not be there.

Instead, a memorial service for him will be held in King Chapel at the school next Sunday afternoon.

Ricky’s Marine dog tag rests now on a table in an apartment in Manhattan: “MARKS. R.E. 2030503 USMC A M JEWISH.”

Last Feb. 14 he was riding in an amphibious tractor near Danang.  The machine touched a mine.  Light flashed up all around it and he “sustained multiple extreme burns of the entire body,” as the military telegram said.

Ricky was buried on Feb. 21 at Arlington National Cemetery on a gentle slope just below the crest of a hill.  He was 19 years old.

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And, Robert Tomasson’s…

A Letter Marine Never Wanted Read: His Will
19-Year-Old Vietnam Veteran Killed in Action by Mine
Mother Here Had Received 77 Epistles on the War

The New York Times
July 16, 1966

By ROBERT E. TOMASSON

Tucked away in Pfc. Richard E. Marks’s sea bag in Danang, South Vietnam, was a letter the 19-year-old marine had written but had hoped would never be read.

The three pages from a writing pad were neatly folded and sealed in an airmail envelope addressed to his mother in Manhattan.  Instead of a return address at the top, he had written, “Last Will and Testament of Pfc. Richard E. Marks.”

Last Feb. 14 Private Marks was killed in action, and the letter, in which he had written “in the event that I am killed,” has been filed for probate in Surrogate’s Court for the supervised distribution of his remaining possessions.

“First of all,” Private Marks wrote two months before his death, “I want to say, that I am here as a result of my own desire …  I am here because I have always wanted to be a marine and because I always wanted to see combat.

“Since I have been here, I have done my job to the best of my ability.  I have been scared many times, but I have also been proud an equal number of times.

Fighting for His Beliefs

“I am fighting to protect and maintain what I believe in and what I want to live in – a democratic society.

“If I am killed while carrying out this mission, I want no one to cry or mourn for me.  I want people to hold their heads high and be proud of me for the job I did.”

“I don’t like being over here, but I am doing a job that must be done – I am fighting an inevitable enemy that must be fought – now or later.”

According to the court papers, Private Marks estate was estimated at about $5,000, including $500 in savings, four shares of American Telephone & Telegraph stock and about $500 in back pay.

In an affidavit submitted by Private Marks’s mother, Mrs. Gloria D. Kramer of 411 East 57th Street, a publishing firm has agreed to pay $3,500 to the estate for a book based on the scores of letters the young marine sent home.

The 77 letters received by his mother trace the emotions and attitudes of a young man placed under almost continuous combat strain for a cause he felt to be just.

Sister Gets Life Insurance

The standard $10,000 life insurance policy issued to servicemen will be paid to Private Marks’s sister, Mrs. Leonard Magazine of Charleston, S. C.

His sister and mother will also share in $750 in Government bonds, which were not included in the provision of the will since they had previously been named beneficiaries.

His mother will receive 25 per cent of the estate and Mrs. Magazine and her husband the rest.

Private Marks’s father, Robert B. Marks, who had been vice president of a music publishing firm here, died in 1963.

More than a month after Private Marks wrote his will last Dec. 12 he added a note saying that he had named his sister beneficiary of his life insurance policy.

“The reason I am adding this on now,” he wrote, “is because we are about to go on a problem that will be pretty big, and I just want to be sure all this is settled before I go out on the problem.”

It was signed, “Love and kisses, Rick.”

Two weeks later, while out on the “problem,” the amphibious tractor in which he was riding hit a land mine, and he “sustained multiple extreme burns of the entire body,” the telegram to his mother said.

Pfc. Richard E. Marks was buried Feb. 21 at Arlington National Cemetery.

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A Monument to Our Vietnam Dead
THE LETTERS OF PFC. RICHARD E. MARKS, U.S.M.C.  185 pages.  Lippincott.  $3.95.

Courier-Post (Camden, N.J.)
April 22, 1967

The author of this book is dead.  He was 19 when the enemy’s bullet tore through his flesh, ending forever his dreams for the future.

Pfc. Richard E. Marks joined the U.S. Marine Corps in November 1964 at the age of 18.  In the hectic months that followed, the young Marine was headed, and being trained, for death.  He was earmarked for a bullet in Vietnam.  During the months of training and through combat, Marks poured out his heart and hopes in a hundred letters, most of them addressed to his widowed mother and his sister.  Others were directed to friends, former employers and educators.

The young, impetuous recruit wrote with pride; he lay bare his soul without reservation for he did not write for publication.  The missives are intimate, immature, philosophical, didactic, all at once.  The collection shows a brave, young American who paid a supreme price for his beliefs.

Under the careful direction of the boy’s mother and the publishers, this collection represents the most graphic description of Marks.  They are a reproduction, unedited, of the young man’s thoughts and dreams, his views on politics, economics, religion, sex, marriage – all from the inexperienced position of a teenager who was being made to grow up fast.

The reader will find he immediately identifies with the young Marine whose letters are mostly homey and direct, mostly unaffected, classics of simplicity and directness.

The majority reproduced in this modern “Red Badge of Courage” begin simply “Dear Mom and Sue.”  The letters are presented in chronological sequence, divided into two major phases of the boy’s life as a Marine.  The first group deals with his training and developing philosophy of the Marine Corps.  They are written from Parris Island, S.C., Camp Geiger, N.C., and Camp Pendleton, Calif.  The second series come from foxholes and gun emplacements somewhere in Vietnam.

The author had some doubts about his abilities as a new Marine, reflecting on his lack of a high school education.  In a letter while in basic training, dated Nov. 19, Marks wrote:

“My hopes for security were shot yesterday – we had a battery of tests and we were told our duty stations would be decided on the results of these tests – so from here on it’s pot luck.”

His letter of Nov. 29, 1964 states in part:

“We had a civilian rabbi, and we said the prayers and lit the candles – it was all very comfortable – just a bunch of guys (20) sitting around and trying to pay homage to God in their own way.  I think it is the first real service I have ever seen – no one was forced to be there – and everyone took part – there was something unexplainable about it that was real and wonderful.”

After advanced training, Marks was stationed at Chu Lai Airfield about 100 miles from Da Nang.  In a letter addressed to a friend, he wrote:

“This airfield is now protected by nine infantry companies, and an assortment of armored equipment and artillery and God knows what else.  All this building up is for one reason – when monsoon season begins in about two months they expect about a division of VCs and Communist Chinese to try and attack and destroy the airfield.  It’ll be a damn good fight if they try.”

Although some of his letters lack the luster and polish of a grammarian, they are dynamic because of their mistakes, their simplicity, and their expressions of hope for the future.  The only veering from this is that the young author does become somewhat affected in his letters when writing to his former teacher.

This collection of letters, published yesterday, is a fitting monument to all who will not return to the land for which they gave their lives. – WAYNE E. GIBBS

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And so, here is Richard’s letter of July 7, 1965, in its entirety:

July 7, 1965

I got a card from you today, and to my knowledge the V.C.  have not begun the push yet – at least if they have we have not felt it yet.

Mom, I want to get back to the states just as much as you want me to, but there are no short cuts – I do my tour here just like the other 4,000 Marines I came here with, and we will all leave here at the same time.  We should both know by now that there are no short cuts, or easy ways, that pay off – so let’s just forget about Army Special Forces – I’m an FMF Marine.

I also received a letter from Tony today, and he told me you were sending some Bay Rum – I hope it is of the rare J.B. variety.  Regiment has lost 18 loads of mail so I hope you didn’t send it before June 28.

The more I read about people opposing the American action in V.N., the more I realize what a short memory people have – we are fighting the same type of world takeover now that we fought in the late 30’s & 40’s, except Johnson is no Chamberlain – we can either fight the war here and now in VN, or in 10 years in Mexico, and South America, or maybe even in our own United States of America.  It horrifies and disgusts me to think that the same students that oppose Johnson today – will rule the nation tomorrow.  If this is what our colleges and universities are breeding today – I’m just as glad I’m a high school drop out.  I just wish there was some way to make those products of higher education realize what fools they really are.

I plan writing Mr. Whiting, and thanking him for his interest in me, and also for making me so happy by knowing that I am still a part of Hackley.

There is no more of interest to write, without entering on the realm of rumor.  There are a lot of rumors about when we will be back in the states, and one is we will be home for Christmas – but they told that to the Marines in Korea too.

I close here by saying I am in good health, and have a great tan, and miss you both.

Love & Kisses,

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Though I began work on this post in April, I actually first read The Letters of Pfc. Richard E. Marks, USMC in 2009, at which time I was struck – among many aspects of the book – by the prescience of Richard’s observations.  Albeit, they’ve not been entirely (entirely) correct about future political developments in Central and South America.  

Some years later, I read Alan Bloom’s The Closing of The American Mind

Though by definition one can’t draw a direct parallel between a few lines within a letter, and, an entire book, taken as a whole, I was nonetheless immediately struck by the consilience of thought between the two: In 1965, Richard saw the direction of the future, while in the mid-1980s, Alan Bloom located the nature of the present – our present – within the recent past. 

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Below, under “Reflections I”, I’ve provided links to blogs where you can read further, deeper discussions about Bloom’s observations.   

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In closing, here are two quotes from The Closing of The American Mind (many are apt!) that explain “how we got here” – as a society; as a country; potentially as a civilization.  

As to where we’re going, perhaps fortunately, that is yet unknown.        

Certainly compassion and the idea of the vanguard
were essentially democratic covers for elitist self-assertion.
 

They themselves wanted to be the leaders of a revolution of compassion.
The great objects of their contempt and fury were the members of the American middle class, professionals, workers, white collar and blue, farmers –
all of those vulgarians who made up the American majority
and who did not need or want either the compassion or the leadership of the students.
They dared to think themselves equal to the students
and to resist having their consciousness raised by them.
It is very difficult to distinguish oneself in America,
and in order to do so the students substituted conspicuous compassion
for their parents’ conspicuous consumption.
They specialized in being the advocates of all those in America and the Third World
who did not challenge their sense of superiority and who,

they imagined,
would accept their leadership.
None of the exquisite thrills of egalitarian vanity were alien to them.

Thus the true elitists of the university have been able to stay
on the good side of the forces of history

without having to suffer any of the consequences.

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An advertisement for The Letters of Pfc. Richard E. Marks, published in the Chicago Tribune on April 23, 1967.

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Pfc. Marks’ matzeva (Section 38, Grave 389) in Arlington National Cemetery, photographed by FindAGrave contributor A Horan.  He was buried on February 21, 1966. 

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Reflections I

ChicagoBoyz

Michael Kennedy – “The Closing of the American Mind; and worse.” (September 25, 2015)

The New Neo (formerly NeoNeocon)

Harvard and Ronald Sullivan: the dancing bears of the university give in to student pressure (May 16, 2019)

Allan Bloom Quotes to Ponder (November 24, 2018)

Allan Bloom on Undermining the American Vision (March 28, 2018)

Allan Bloom Redux: Education for Tolerance (June 1, 2017)

Allan Bloom on Undermining the American Vision (May 2, 2016)

Allan Bloom: on learning history and cultural relativism (August 26, 2013)

Allan Bloom and the struggle for the soul of the university (June 5, 2009)

Had Enough Therapy? (Stuart Schneiderman)

The American Mind on Therapy (August 29, 2018)

Fabius Maximus (Larry Kumer)

The Founders’ error dooms our Republic, but not the next (January 13, 2020)

SHAZAM! It’s fun indoctrination for kids. (April 8, 2019)

Romance is dying. Intellectuals no longer find it funny. (December 27, 2018)

Origin of the Gender Wars (February 29, 2018)

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Reflections II

There exists at least one other collection of correspondence by a Jewish Marine who served in the Vietnam War: That of Second Lieutenant Marion Lee Kempner.

A platoon commander in M Company, 3rd Battalion, 7th Marines, 1st Marine Division, Lieutenant Kempner lost his life on November 11, 1966, during “Operation Golden Fleece”, when he detonated a boobytrap while crossing a stream near Binh Son, in Hua Nghia Province. 

Born in Galveston on April 16, 1942, he was son of Harris L. and Ruth (Levy) Kempner, and brother of Harris L. Kempner, Jr.

A Graduate of Duke University and a member of the University of Texas Law School Class of 1965, his ashes were scattered at sea near Galveston.

Thirteen years after his death, his father compiled his letters as a lengthy article which appeared in the April, 1979, issue of the American Jewish Archives, under the appropriate title Lt. Marion E. “Sandy” Kempner – Letters from Sandy, by Marion Lee Kempner.  This work had been available in PDF format at the American Jewish Archives, but I’m presently – in 2021 – uncertain of its availability.

Very different in total length, literary style, and underlying “mood” from Richard Marks’ writings, Marion’s letters add another dimension to the recollections and reflections of Jewish servicemen in the Vietnam War. 

Marion Lee Kempner

Marion Lee Kempner biographical profile, at FindAGrave

Marion Lee Kempner, at Vietnam Veterans Memorial Fund Wall of Faces

Marion Lee Kempner, at Virtual Wall

References, and, Readings-at-not-so-Random

Bloom, Allan, The Closing of the American Mind, Simon and Schuster, New York, N.Y., 1987

Kramer, Gloria D., Editor, The Letters of Pfc. Richard E. Marks, USMC, J.B. Lippincott Company, Philadelphia, Pa., 1967

Rubin, Barry, Silent Revolution – How the Left Rose to Political Power and Cultural Dominance, HarperCollins Publishers, New York, N.Y., 2014

Winograd, Leonard, Jungle Jews of Vietnam, Rabbi Leonard Winograd, D.H.L., 1993

The Battle for the Ca De River Bridge, at USS Stoddard

LVTP-5 (Landing Vehicle, Tracked, Personnel), at Wikipedia

LVTP-5s in Vietnam, at flickr photostream of mannhai

LVTP-5 Interior Views, at GunTruck Studios

Rabbi Yosef Hayyim, at Wikipedia

Daily Review of Pirke Avot / Ethics of The Fathers (specifically, Chapter 2, Mishna 3) at DafYomiReview

Blogs

ChicagoBoyz

TheNewNeo (formerly NeoNeocon)

Buying (physical ?-!) Books

Letters from Sandy (at ABE Books)

The Letters of Pfc. Richard E. Marks, USMC (at ABE Books) (Like all else in the world of 2020, owned by an oligopoly otherwise known as Amazon(azon(azon)).com.)

Footsteps in the Sea: The Crew of the S.S. Har Zion – August 31, 1940 (27 Av, 5700)

“In the sea was Your way,
and Your path in the mighty waters,
and Your steps were not known.”
– Psalm 77, Verse 20

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In 1953, the Crown Publishing Company of New York published Nathan Ausubel’s  Pictorial History of the Jewish People, a near-350-page-long survey of the history of the Jews, from – as stated in the book’s sub-title – “Bible Times to Our Own Day Throughout the World.”  Probably intended for the serious lay reader, the book covers Jewish history in a chronological and geographic fashion, presenting history in a pithy, fast-paced, surprisingly compelling manner.  Along with an extensive index, the work includes a list of English language bibliographic references – primarily monographs – which are arranged by category.

Pictorial History of the Jewish People is profusely illustrated with maps, photographic and artistic portraits, paintings, woodcuts, images of archeological discoveries and sculptures, illustrations of coins and medallions, and both historical and contemporary views of temples and geographic centers of Jewish life. 

Unsurprisingly, given the time-frame of the book’s publication – its next-to-last chapter is entitled “Israel”.  And, among the illustrations therein (oddly placed within a section devoted to the Technion!) is an image of a Jewish sailor standing on the deck of a ship from which the flag of Israel flutters in the wind: 

“The S.S. Har Zion (Mount Zion) and its Jewish skipper.  One of the first ships to fly the Jewish national flag, it was sunk by a Nazi submarine in the Battle of the Atlantic.”

However, a caption being merely a caption, Pictorial History of the Jewish People reveals nothing more about the story.  Until…

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…recently, while reviewing the German WW II “exile-newspaper” Aufbau, I discovered the photograph once more, the picture having been published on the front page of the issue of June 26 (Friday), 1942, with the caption:  

“Unter der weiss-blauen Fahne auf der Wacht an der palästinenischen Küste.  Neun Schiffe der jungen jüdischen Handelsflotte sin im Dienst der britischen Marine.”

Translation?

“Under the white and blue flag on the watch on the Palestinian coast.  Nine ships of the young Jewish merchant fleet are in the service of the British Navy.”

What was the Har Zion’s story?  The Comonwealth War Graves Commission, and a variety of other references, revealed the answer, which follows below… 

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The History of a Ship

According to information provided by Allen Tony to WreckSite, the ship that would in time become the “Har Zion” was originally the “St. Jan”, and was built in 1907 by the firm of Burmeister & Wain’s Maskin & Skibsbyggeri (B&W), at Copenhagen.  That firm also provided the vessel’s 1,450 horsepower triple-expansion engine, which gave the 99 x 12 x 6 meter ship a maximum speed of 11 knots. 

The vessel’s first owner was the firm Det Østasiatiske Kompagni A/S of Copenhagen, in whose service the ship was operated from 1907 to 1913.  The vessel was renamed the “SS Nickerie” (from 1913 to 1932), and owned – there seems to have been some overlap, here – by both the United States Government (1918-1919) and Koninklijke Nederlandsche Stoomboot Maatschappij of the Netherlands (1913-1932).  The ship’s third name was “SS Risveglio” (from 1932 to 1935), while owned by Messina Ignazio & Cie. of Italy.  The ship acquired its final name – “SS Har Zion” – commencing 1935, while operated by Palestine Maritime Lloyd Ltd., headquartered at Haifa, in the Yishuv.

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These images show the ship’s general appearance (it didn’t seem to vary that much, except for the colors of the smokestack!) over time. 

This image, at Ship’s Nostaglia, presumably dating from 1913 to 1932, shows the ship as the Nickerie.

In this image, from the photo album of David Laszlo Bella, the Har Zion is now the Har Zion, and is seen docked outside of Tel Aviv some time between 1937 and 1939.  Note that the smokestack is emblazoned with a magen david, while faintly visible on the bow is the ship’s name in English and Hebrew.    

Another view of the Har Zion; from Israel’s National Maritime Museum.  Note that the symbol on the smokestack has been changed from the six-pointed magen david to a five-pointed-star, suggesting that the photo was taken after the ship had begun service with the British Merchant Navy.  Thus, perhaps this picture was probably taken between the commencement of the Second World War on September 1, 1939, and August, 1940.

A much smaller version of the Har Zion:  A model of the ship at the Israel National Maritime Museum, Haifa.  Note the magen david – in dark blue – on its smokestack.

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The Har Zion in the Service of the Yishuv

From a post (by Edgar Hauster in November 2012) at the Ephes Blog, this undated article in German from an unidentified newspaper describes the acquisition of the Har Carmel and Har Zion by Palestine Maritime Lloyd, Ltd., in Haifa, the ships’ route between Constanta (Rumania) and Haifa, and accommodations aboard the two vessels.  This information places the article’s date of publication as some time before February of 1940.

A transcript and translation follow… 

Erste palastinensische Schiffahrtslinie

Constanta – Haifa in 24 Stunden

Man möchte es kann glauben, dass der Schiffsverkehr in der letzten Zeit einen so grossen Aufschwung genommen hat, dass man schon in vier Tagen, eine 24 stundige Bestichigung Istanbuls miteingerchnet, auf die andere Hemisphare, – Palästina – den Judenstaat, gelangt.  Daruber gibt uns der zufällig in Cernäuti weilende Bordkommissär der ersten Palästinensischen Schiffahrtslinie “Palästine Maritime Lloyd Ltd. Haifa”, Walter Neuberger, einige sehr interessante Aufklärungen.  Bordkommissar Neuberger, der den Passagierdienst überwacht und an den Häfen die Polizie und Zollabfertigung beaussichtigt, ist der erste jüdische Offizier der von den Italienern übernommenen Postschnelldampfer, die in Kürze umbenannt und die jüdisch-historischen Namen “Mount Zion” u. “Mount Karmel” erhalten werden.  Seinen Mitteilungen ist zu entnehmen, dass die Dampfer jeden Freitag nachmittags von Constanta abgehen und Mittwochfrüh in Haifa eintreffen.  Die Reisedauer Constanta – Haifa dauert somit mit einer Reiseunterbrechung von 24 Studen in Istanbul, vier Tage.  Jeder Reisende hat somit Gelegenheit, bie den billigen Tarifen auch die interessante türkische Stadt zu besichtigen.  Die Kabinen find luxuriös ausgestattet, die Bedienung erfolgt durch ein erstklasstiges Personal, wobei koscheres Essen verabreicht wird.

Ueber die Persönlichkeit des Schiffsunternehmers Lazar Bercovici erfahren wir folgende sehr interessante Einzelheiten: Lazar Bercovici, der Pionier des jüdischen Schiffahrtswesens in Palästina, hat es sich zur Aufgabe gemacht, der Verkehr auf ganz moderne Basis zu bringen.  Jede Neuerung macht er such sofort zueigen und stellt sie in den Dienst seines Unternehmens.  Während in seinem Unternehmen jüdische Kapitäne bereits beschäftigt werden und auch das übrige Personal jüdisch ist, werden gegenwärtig auch jüdische Matrosen ausgebildet.  Der Grossteil der Schiffsoffiziere ist jüdisch.  Die Dampfer, die eine Starke von je 5700 Tonnen aufweisen, sind zur Hälfte für Passagiere, zur Hälfte fur den Frachtenverkehr eingerichtet.  Der grösste Teil des handelsverkehrs mit Palästina wickelt sich durch diese Schiffahrtslinie ab.  Es soll nicht erst hervorgehoben werden, dass die Abfahrt und Ankunft eine regelmässige ist.

The First Palestinian Shipping Line

Constanta – Haifa in 24 Hours

One would like to believe, that shipping traffic has recently boomed so much that in four days, including a 24-hour confirmation of Istanbul, one can reach the other hemisphere – Palestine – the Jewish state.  In addition, the on-board commissioner of the first Palestinian shipping line, “Palestine Maritime Lloyd Ltd. Haifa,” Walter Neuberger, who happens to be in Cernäuti, gives us some very interesting explanations.  On-board inspector Neuberger, who oversees the passenger service and inspects police and customs clearance at the ports taken over by the Italians, is the first Jewish officer of the post-steamer which will soon be renamed with the Jewish-historical names which can be obtained, “Mount Zion” and “Mount Carmel”.  According to his reports, the steamers leave Constanta every Friday afternoon and arrive in Haifa on Wednesday morning.  The Constanta – Haifa travel time thus takes four days with a break of 24 hours in Istanbul.  Every traveler has the opportunity to visit the interesting Turkish city at low prices.  The cabins are luxuriously equipped, operated by first-class staff, and kosher food is administered.

We learn the following very interesting details about the personality of the shipping company Lazar Bercovici: Lazar Bercovici, the pioneer of the Jewish shipping industry in Palestine, has set himself the task of modernizing the traffic.  He immediately embraces every innovation and puts it at the service of his company.  While Jewish captains are already employed in his company and the rest of the staff are Jewish, Jewish sailors are also currently being trained.  The majority of the ships’ officers are Jewish.  The steamers, each with a capacity of 5,700 tons, are set up half for passengers and half for freight traffic.  Most of the trade with Palestine is handled by this shipping line.  It should not be emphasized that the departure and arrival are regular.

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From the same blog post, here’s a travel schedule for the Har Carmel and Har Zion, for saiings from October, 1936 through January, 1937.  The lion emblem of the Palestine Maritime Lloyd Ltd. is displayed at the top.  The schedule can also be found at TimeTableImages.

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Another interesting document.  (Or, “kind-of-a-document”, as it were.):  Romanian postal stamps bearing cancellations from the Har Zion, while the ship was en route from Romania to the Yishuv, on December 13, 1938.  These images are from Max Peter’s blog post of September, 2013, at Romanian Stamps News, which includes this brief explanation in Romanian.

Cred că am mai amintit odată despre această ştampilă (s-ar putea să mă înşel), dar iată că o întâlnim din nou aplicată pe un plic expediat de undeva din România, după francatura pe care o poartă, spre Palestina, mai exact la Haifa.

După aspect, cel mai probabil este o ştampilă de cauciuc, folosită pe bordul navei  Har Zion (la acea dată sub pavilion palestinian).

Sursa: Muzeul din Haifa.

Plicul cu pricina are o francatură de 10 lei, exact tariful pentru o scrisoare simplă externă.  Din păcate, vânzătorul piesei (un negustor sau colecţionar înregistrat în Turcia pe acel portal online) nu a postat şi imaginea celeilalte feţe a plicului.  Piesa a fost vândută pentru 150 dolari.

Translated into English?

I think I mentioned this stamp once before (I might be wrong), but here we find it again applied on an envelope sent from somewhere in Romania, after the postage it carries, to Palestine, more precisely to Haifa.

By appearance, it is most likely a rubber stamp, used on board the ship Har Zion (at that time under the Palestinian flag).

Source: Haifa Museums.

The envelope in question has a postage of 10 lei, exactly the price for a simple external letter.  Unfortunately, the seller of the piece (a merchant or collector registered in Turkey on that online portal) did not post the image on the other side of the envelope.  The piece sold for $ 150.

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Here are two news articles about the Har Zion’s conversion to the transport of freight – instead of passenger transport between the Yishuv, Turkey, and Romania – which commenced in mid-February of 1940.

S.S. HAR ZION BECOMES CITRUS FREIGHTER

The Palestine Post
February 15, 1940

TEL AVIV, Wednesday. – The S.S. Har Zion, passenger liner of the Palestine Maritime Lloyd, is being temporarily converted into a freighter for shipping citrus, and will begin loading in Tel-Aviv.  It has a capacity for 35,000 cases.

Five steamers loaded with 40,000 cases of citrus at the Jaffa Port today while two other ships landed one hundred tons of cargo.

In Tel Aviv, 600 tons of timber, paper and other cargo were discharged, and about 20,000 cases of citrus fruit were loaded by two ships.

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Palestine Progress From Day to Day
NEW SHIP ROUTE

The American Jewish World
February 23, 1940

TEL AVIV – I. Berkowitz, managing director of Palestine Maritime Lloyd Ltd., stated that the company’s two vessels, the Har Zion and the Miriam, which formerly plied on the Constanza-Istanbul-Haifa route, are now to travel between Palestine and the United Kingdom.  In view of the loss of trade with the Rumanian port, through which immigrants and visitors from Poland used to flow, and the reduction in citrus exports to Rumania, the company had to seek other channels of commerce.  The ships will now carry general cargo between Palestine and England, with a side trip to Belgium.

Due to the fact that the ships are under the Red Ensign, the captains and wireless operators are to be British, and will be chosen by the British admiralty.  The remainder of the crews will be Jewish.

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And, a brief article about three sailors who recently joined the Har Zion’s crew in late February of 1940.  “Lubnicki” probably refers to Deck Boy Jacob Lubnitzki, who was lost in the ship’s sinking seven months later. 

ZEBULUN MEMBERS JOIN HAR ZION CREW

The Palestine Post
February 28, 1940

TEL AVIV, Tuesday. – Three members of the Zebulun Seafaring Society have joined the crew of the Palestine Maritime Lloyd liner, S.S. Har Zion.

The sailors are Nachson, who had some experience on a Norwegian shop two years ago; Hillelson, and Lubnicki.

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The Loss of the Har Zion

In September and October of 1940, these news items about the ship’s loss appeared in the Jewish Chronicle, Palestine Post, and The Sentinel

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THE SINKING OF THE HAR ZION

The Jewish Chronicle
September 27, 1940

The Palestine Maritime Lloyd in Tel-Aviv announces that 17 Jewish sailors from Palestine were among the 26 officers and men who were drowned when their ship was sunk in the Atlantic recently. 

The ship was the Har Zion, which was a sister ship of the Har Hacarmel, destroyed by fire at Constanza in January, 1938.  She flew the flag of the Palestine Maritime Lloyd, and plied the Haifa-Constanza route.  Before the war she had a crew of about fifty men, mainly Jewish.

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LOST JEWISH SEAMAN MOURNED IN HAIFA

The Palestine Post
October 1, 1940

HAIFA, Monday. – A memorial meeting for the seamen who went down with the S.S. Har Zion was held at the Hebrew Technical College yesterday afternoon to mark the 30th day after the sinking of the vessel.

Representatives of all Jewish public institutions, relatives and friends, a former master of the ill-fated ship, Captain Hirschfeld, pupils of the Haifa Nautical School and Captain Zeev Hayam attended the ceremony.

Speakers included Dr. M. Soloveitchik and Messrs. Aba Hushi, Emanuel Tuvim and S. Kaplansky.  It was announced at the meeting that a tablet in memory of the seamen would be erected at the Haifa, Jewish Cemetery at Azizia.

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The Sentinel
October 3, 1940

Tel Aviv (JTA) – Sinking of the Palestinian steamship Har Zion in the Atlantic was publicly announced at a rally of 400 Jewish sea scouts from all over the country, held in support of the fund to purchase fighter aircraft.  Capt. Guy Lydekker, officer in charge of Palestine ports, in making the revelation paid tribute to the Har Zion’s crew and praised the nautical training given to Jewish sea scouts.  The Har Zion was the sister ship of the Har HaCarmel, which was destroyed by fire at the Rumanian port of Constanza in January, 1938.  It flew the flag of the Palestine Maritime Lloyd before the war and plied the Haifa-Constanza route.  Before the war it had a crew of about fifty, most of them Jews.

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SINKING OF THE HAR ZION – Memorial Meeting for Jewish Sailors

[From our Correspondent – JERUSALEM]

The Jewish Chronicle
October 25, 1940

A memorial meeting was held at the Great Synagogue in Tel-Aviv last month for the seventeen Jewish officers and men of the crew of the Palestine Maritime Lloyd’s steamer Har Zion.  The vessel, well-known on the Haifa-Constanza run, was sunk by enemy action – as previously reported in these columns. 

Relatives of the dead men, representatives of Jewish national and public institutions, delegates from all over the country and members of the various Jewish seafaring promotion societies, were present.  Memorial addresses were given and Psalms recited by Chief Rabbi Avigdor Amiel.  Mr. Dov Hos, for the Jewish community, stressed that the Jewish people were among Britain’s Allies, and Cantor Ravitz recited the memorial prayer for “the officers and sailors drowned in mid-sea in a Jewish ship whilst at their posts in the defence of their homeland for the victory of justice and right.”

The service concluded with the singing of “Hatikvah”, and the British National Anthem (in the Hebrew version beginning “El Natzor Melech”) by the choir of the Synagogue.

The Palestine Maritime Lloyd is continuing to pay the families of the lost men.  The men were insured under the British Government scheme, and compensation is to be paid by the Government to their families. 

The S.S. Har Zion was acquired in 1934 by the Palestine Maritime Lloyd, and until the outbreak of war carried 12,000 Jewish passengers to and from Palestine on its Mediterranean-Dardanelles-Black Sea run.  It was the only remaining Jewish steamer in operation since the S.S. Tel-Aviv was sold to a Japanese firm (and subsequently burnt out) and its sister-ship, the S.S. Har Hacarmel was destroyed by fire in a Constanza harbour.

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What Happened?

On her final voyage, the Har Zion was one of the 32 merchant ships (and 1 escort) comprising Convoy OB-205, which departed Liverpool, England, on August 29, 1940.  Of the convoy’s total of 33 vessels, six were attacked by U-boats, which resulted in the loss of three ships besides the Har Zion. 

The ships damaged or sunk were:

The San Gabriel (Greek registry), torpedoed by U-59 at 21:34 on the morning of August 30.  The crew abandoned ship and were picked up by the HSM Warick.  The Sab Gabriel was taken in tow by the HSM Thames and beached near Caldross, Scotland, on September, being declared a total loss.

The tanker Anadara (British registry), torpedoed by U-59 at 21: 53 hours.  There were no casualties; the ship being taken in tow by the HMS Schelde, eventually being repaired at Falmouth, in Cornwall, England.  The vessel was lost with her entire crew on February 24, 1942.

The Volendam (Dutch registry), the ship of the convoy commodore, was struck by a torpedo fired by U-60 at 00:00 hours on August 31.  The ship was abandoned, and all crew – with the exception of one man who fell overboard – and passengers (which included 320 children) were successfully rescued by the Bassethound, Valldemosa, and Olaf Fostenes.  The ship was taken in tow by the HMS Salvonia and eventually repaired by Cammell Laird at Birkenhead, Merseyside. 

The Volendam survived the war as a troop transport.

The Bibury (British registry) was struck at 02:06 on August 31 by two torpedoes fired by U-59, sinking in five minutes.  The ship’s entire compliment of 37 – her master, 37 crew, and one DEMS (Defensively Equipped Merchant Ship) Gunner – were lost. 

At 00:55 hours on September 1, the Efploia (Greek registry), an unescorted straggler from the convoy, was struck by a single torpedo fired by U-101 at a point approximately 130 miles northwest of Ireland.  The crew abandoned ship via two life boats, and all were rescued by the HMS Anthony, which sunk the wreck by gunfire. 

As for the Har Zion?

She was headed to Savannah, Georgia, carrying a cargo of 1,000 cases of spirits and 120 tons of fertilizer. 

A straggler like the Efpolia, at 06:15 hours on the morning of August 31 (Shabbat Ki Teitzei), she was hit amidships by one of two torpedoes fired by U-38, commanded by Fregattenkapitän Heinrich Liebe (also see reference here). 

She sank by the stern at 56-02 North, 10 West.  

The sole survivor was Seaman Osman Adem.  He was rescued by the Polish navy destroyer ORP (Okret Rzeczypospolitej Polskiej) Blyskawica (H34) the next day. 

These two Oogle (know all!, sees all!, manipulates all?) maps show the approximate location of the Har Zion’s sinking in the North Atlantic:  56-20 N, 10-00 W: 160 miles west of Scotland, and 120 miles northwest of Ireland.

This smaller-scale map shows the above location in relation to the British Isles and continental Europe.

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The Men of the Har Zion

There were thirty-seven men aboard the Har Zion on her final voyage, of whom – as mentioned above – there was one survivor: Osman Adem.  In terms of historical records, there is great variation in the “depth” of information available concerning these men.  Eighty years later, for some – examples being Abbott, Ellinson, Grace, Svart, and Zuckerbrodt – little remains except their names.  For a few others, a fuller genealogical record is available. 

Unsurprisingly, there’s a substantial amount of information about ship’s Master John N. Beighton (a New Zealander), likely attributable to his long service in the Merchant Navy. 

On reviewing the list, it’s notable, and tragic, that the ship’s Chief Cook and Boatswain, John and Thomas Nicholson – born only a year apart – were brothers who had wives in Birkhenhead and Liverpool, respectively.

Among the ship’s crew was one American:  Third Engineering Officer Carl Wolf, from Forest Hills, (Long Island), New York, the only Jewish crew member who was not from Europe or the Yishuv.

In addition, among the thirty seven, one man was not actually a regular member of the crew, per se.  He was Able Seaman William F.J. Critcher of the Royal Navy, serving as the ship’s DEMS Gunner. 

Aside from Master Beighton, I’ve been able to find an image of only one crew member: Fireman Herbert Tzvi Berghausen.  His parents were murdered during the Shoah, but his brother Ernst Eliyahu survived the war, passing away in Israel in 1979.

What about the image at the “beginning” of this post – from Aufbau and the Pictorial History of the Jewish People – which the latter describes as showing the Har Zion’s “Jewish skipper”?  Perhaps that photograph – the original source of which is unknown to me – is actually a publicity photograph of some other vessel.  I just don’t know.

And so, the men of the Har Zion – may they rest in peace:

Abbott, Alan – Ordinary Seaman
1921
Tower Hill Memorial, London, England – Panel 55

Abramovitch, Kalman – Ordinary Seaman
1919
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 42 (As “Abramovitz”)

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Beighton, John H. – Master
1877
Mr. John Bingham (father), Roxburgh, Otago, New Zealand
Miss Adelaide Martha Beighton (sister) [died 7/23/1915]
Mrs. F.T.D. Jeffrey (sister), Roxburgh, Otago, New Zealand
Mrs. John Henderson (sister), Hataitai, Wellington New Zealand
The Advertiser (Adelaide) 9/19/41
The Evening Post 8/26/41
Tower Hill Memorial, London, England – Panel 55

Captain Beighton’s photography and obituary, as reported in The Advertiser (Adelaide, Australia) and Evening Post (from New Zealand?), are from Otago Taphophile’s In Loving Memory blog, which also displays images of the cenotaph erected in Captain Beighton’s honor. 

Sea Captain Lost

The Advertiser (Adelaide)
September 19, 1941

Capt. John N. Beighton, RNR, formerly very well known in South Australian shipping circles, has been officially reported lost at sea, the vessel on which he was serving having been destroyed in the Atlantic by enemy action on August 31, 1940, according to a report received by Captain W.F. Baddams.

Captain Beighton served his apprenticeship aboard the barque Onyx, and later held command of various steamers in the Union Steamer Company’s fleet.  He captained the Largs Bay for some time.  During the last war he was in command of supply and troop-ships.

Captain Bingham was the only son of the late John Bingham, of Roxburgh, Otago, New Zealand.

Obituary
John N. Beighton

The Evening Post
August 26, 1941

Confirmation has now been received of the death of Captain John Beighton, R.N.R., who, with his crew, was lost when his vessel was destroyed as a result of enemy action in the Atlantic.  The only son of the late Mr. John Beighton, a pioneer of Central Otago, Captain Beighton was born and educated in that province and served his apprenticeship on the barque Onyx.  A well-known and popular master mariner, he held command of various steamers in the Union Steam Ship

Company, including vessels engaged in the island trade, and was in command of supply and Australian troopships during the Great War.  At the conclusion of the war Captain Beighton retained command of the troopship Bohkara, later taking over the Largs Bay, a unit of the Australian Commonwealth Shipping Line, then newly established, holding this command for some years until the Largs Bay was sold to British shipping interests.  Captain Beighton was a man of genial personality, and possessed in a marked degree those social qualities that inspire confidence and make enduring friendships.  His death under such tragic circumstances will be regretted by a wide circle of friends in many parts of the world.  The surviving members of Captain Beighton’s family are his sisters, Mrs. F.T.D. Jeffery, Roxburgh, Otago, and Mrs. John Henderson, Hataitai, Wellington.

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Bein, Konrad – Able Seaman
1922
Mr. and Mrs. Arthur and Anna Bein (parents), Bat Galim, Haifa, Israel
Mrs. Gertrud Block (aunt), Maayan Zvi, Israel
Tower Hill Memorial, London, England – Panel 55
Palestine Post 2/24/41
We Will Remember Them – An Addendum – 42 (As “Konrad”)

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Berghausen, Herbert Tzvi – Fireman
Born 9/7/20
Mr. and Mrs. Max Dov [5/8/1871 (Germany) – 5/15/44 (Oswiecim)] and Mina [3/7/76 (Germany) – 10/7/42 (Therezenstadt)] Berghausen (parents)
Ernst Eliyahu Berghausen (brother) [5/12/11 (Strasburg, Germany) – 12/15/79 (Israel)]
Genealogical information from Itai “Jack” Meshulam (nephew)
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 42

Herbert Tzvi Berghausen, from Geni.com.

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Bienenstok, Yitzchak Aaron – Greaser
1914
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 42 (As “Beinstock”)

Brooker, Charles Alfred Frederick – Sailor
1919
Mr. and Mrs. Charles F. and Evelyn C. Brooker (parents), Cricklewood, Middlesex, England
Tower Hill Memorial, London, England – Panel 55

Critcher, William Francis Joseph, Able Seaman, P/JX 200131
DEMS (Defensively Equipped Merchant Ship) Gunner
Royal Navy, assigned to Har Zion via H.M.S. President III
Mr. and Mrs. Thomas J. and Mary E. Critcher (parents), King’s Norton, Birmingham, England
Portsmouth Naval Memorial, Hampshire, England – Panel 38, Column 2
Name from:
UBoat.net
Patriot.Files

Day, Arthur Francis – Second Officer
1891
Mrs. A.V. Day (wife), Blackpool, Lancashire, England
Tower Hill Memorial, London, England – Panel 55

Duncan, Lyall Alec – Radio Officer
1916
Mr. and Mrs. Alexander Duncan and Mabel (Cailes) Duncan (parents), Watford, Hertfordshire, England
Mr. C.J. Cailes (uncle), Oxhey, Watford, England
Tower Hill Memorial, London, England – Panel 55

Ellinson, Paul – Sailor
1918
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 42 (As “Ellison”)

Ermann, Ernest – Fireman
1903
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 42 (As “Aman” and “Erman”)

Gallagher, Thomas – Assistant Steward
1908
Mr. and Mrs. Richard Henry and Alice Gallagher (parents), Liverpool, England
Tower Hill Memorial, London, England – Panel 55

Gorton, Charles Edward – Chief Steward
1876
Mrs. Hilda May Gorton (wife), Bebington, Cheshire, England
Mr. and Mrs. Richard and Elizabeth Gorton (parents), Liverpool, England
Tower Hill Memorial, London, England – Panel 55

Grace, Norman – Boy
1923
Tower Hill Memorial, London, England – Panel 55

Heilbron, Meny Hert – Fourth Engineering Officer
1915
Mr. and Mrs. Yaqov Yehuda and Fani Heilbron (parents), Haifa, Israel
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 43 (As “Heilbron, Mordechai”)

Klinger, Rudolf – Able Seaman
1921
Mr. and Mrs. David Klinger (parents), Haifa, Israel
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 43 (As “Klinger, Rudolph”)

Lubnitzki, Jacob – Deck Boy
1925
Tower Hill Memorial, London, England – Panel 55
We Will Remember Them – An Addendum – 43

Lubthenscy, Benjamin – Greaser
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 43 (As “Lubtzensky”)

Luss, Robert – Cook
1904
Mr. and Mrs. Jakob and Johanna Luss (parents)
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 43 (As “Loss”)

Miller, Samuel – Chief Engineering Officer
1890
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 43

Nicholson, John – Chief Cook
1904
Mrs. Lilian Nicholson (wife), Rock Ferry, Birkenhead, England
Mr. and Mrs. Peter and Ethel Nicholson (parents)
Boatswain Thomas Nicholson (brother)
Tower Hill Memorial, London, England – Panel 56

Nicholson, Thomas – Boatswain
1905
Mrs. Ann Nicholson (wife), Liverpool, England
Mr. and Mrs. Peter and Ethel Nicholson (parents)
Chief Cook John Nicholson (brother)
Tower Hill Memorial, London, England – Panel 56

O’Hare, Joseph Vincent – Radio Officer (Second)
1918
Tower Hill Memorial, London, England – Panel 56

Pinette, Mark Solomon – Ordinary Seaman
1923
Dr. and Mrs. Paul and Charlotte (Arnemann) Pinette (parents), Tel Aviv, Israel
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 45 (As “Solomon, Pinati Marc”)

Potts, John Henry – Carpenter
1912
Mr. and Mrs. Andrew and Emily Potts (parents), Bradford, Yorkshire, England
Tower Hill Memorial, London, England – Panel 56

Rawlins, Louis Roger – Chief Officer
1912
Mr. and Mrs. Roger Robert and Gertrude Louisa Rawlins (parents), Chelmsford, Essex, England
Tower Hill Memorial, London, England – Panel 56

Roberts, George Archibald – Sailor
1919
Captain and Mrs. J.R. and Agnes Roberts (parents), Salisbury, England
Tower Hill Memorial, London, England – Panel 56

Sangursky
, Moshe Jacob – Purser

1908
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 45 (As “Sangrosky, Moseh Yaakov”)

Svart, Srul – Greaser
1922
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 45 (As “Schwartz, Sarol”)

Taylor, John Yuill Henderson – Second Engineering Officer (Canadian Merchant Navy)
Halifax Memorial, Nova Scotia, Canada – Panel 17

Whittlin, Salo – Fireman
1914
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 45

Williams, Geoffrey – Ordinary Seaman
1921
Mr. and Mrs. Herbert Percy and Dorothy Mary Williams (parents), Aston, Shropshire, England
Tower Hill Memorial, London, England – Panel 56

Wolf, Carl – Third Engineering Officer
1907
Mrs. Caye Wolf (wife), Forest Hills, Long Island, N.Y., U.S.A.
Tower Hill Memorial, London, England – USA Panel 56 (As “Wolf, Karl”)
We Will Remember Them – An Addendum – 45 (As “Wolf, Karl”)
American Jews in World War II – Not Listed

Wyatt, Francis Henry – Assistant Steward
1902
Mr. and Mrs. Francis Henry and Edith Wyatt (parents), Thornton Heath, Surrey, England
Tower Hill Memorial, London, England – USA Panel 56

Zuckerbrodt, Simon – Third Officer
1912
Tower Hill Memorial, London, England – Panel 56
We Will Remember Them – An Addendum – 43 (As “Shimon”)

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The Crew Commemorated

These two images, photographed by Brian Watson of Benjidog Historical Research Resources, show Panels 55 and 56 at the Tower Hill Memorial (in Trinity Square, London), upon which are recorded the names of thirty-four of the thirty-six men lost in the Har Zion’s sinking, Second Engineering Officer John Y. Henderson’s name (he was a member of the Canadian Merchant Navy) is recorded at the Halifax Memorial in Nova Scotia, while DEMS Gunner Able Seaman William F.J. Critcher’s name appears at the Portsmouth Naval Memorial in Hampshire.  Note that ship’s Master Beighton’s name appears at the top of the list; perhaps this is a standard format at Tower Hill Memorial? 

The images, accompanied by records about the Har Zion’s crew from the CWGC (Commonwealth War Graves Commission), can be found at Vessels Lost in WW2 Recorded on the Memorial at Tower Hill.

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The Sole Survivor

Mentioned previously, the Har Zion’s sole survivor was Seaman Osman Adem, who was rescued by the Polish Navy Destroyer ORP (Okret Rzeczypospolitej Polskiej) Blyskawica (H34) on September 1.  Other than the possibility that this man was born in Cyprus (Ancestry.com suggests that he was born there in 1914), further information about him is unavailable.  In any event, I wouldn’t doubt that subsequent to his rescue, he was interviewed by or compiled a report for the Merchant Navy or Royal Navy about what actually transpired on the Har Zion, which document – perhaps – may still exist some-unknown-where. 

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Tragedy Within Tragedy

The world is made of stories, and like Russian Matryoshka dolls, there are stories within stories (within stories).  One such story is mentioned in Sidney Lightman’s review of Martin Sugarman’s book Jews in the Merchant Navy in the Second World War: Last Voices, which appeared in April, 2018 at SpiroArk, a “London-based charitable organisation which organises Jewish cultural events and courses in Jewish History, culture and languages.” 

To quote from Mr. Lightman’s review:

“For me, the most poignant tribute was one from Reuven (Robert) Hochstädter, an Austrian Jew whose family emigrated to Palestine from Vienna in 1935, when he was 12 years old.  He recounts that, when he arrived in Palestine, he “spoke no Hebrew and therefore had difficulty in finding friends to play with”, and that the only friend he did find was an older boy called Moshe (Konrad) Bein, whose family was from Hamburg, in Germany.

Reuven goes on to say that Moshe was “mad about the sea and everything connected with ships…  His dream was to join a ship as a deck boy, to work himself up to become an officer, and [to] sail to see the world”.

Unsurprisingly, Moshe’s parents were bitterly opposed to this, but he persisted and eventually overcame their resistance, becoming a deck boy on the SS Har Zion, a 2,500-ton merchant ship with a crew of 37 officers and men, of whom 17 were Palestinian Jews.

On the last day of August 1940, by which time 18-year-old Moshe was on the first rung of the promotion ladder and was an Able Seaman, the Har Zion was torpedoed by a U-boat and sank.  Moshe and 35 of his fellow seafarers went down with the ship.  The 37th, miraculously, survived.  Exactly a week later, the Bein family was no more.  Moshe’s parents, shattered by the news that their only child had been killed, had committed suicide by taking poison.”

Alas…

As reported in The Palestine Post on February 24, 1941:

HAIFA COUPLE FOUND POISONED

HAIFA, Sunday, – Arthur Bein (64) was found and and his wife Hannah (45) unconscious at their house in Bat Galim this morning.

In a letter found by the Police, Mrs. Bein is alleged to have stated that she have her partially-paralyzed husband poison and then drank the rest herself.  She was taken to the Hadassah Hospital, where this evening she was reported to be in a dangerous condition.

The couple were stated to have lost their only son Conrad, who was 20, when the S.S. “Har Zion” was sunk last August with her crew, which included 17 Jewish sailors.

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Yet Still They Served

Though not directly pertaning to the Har Zion, these two articles focus on the service of sailors from the Yishuv in the Merchant Navy. 

Maritime League Reviews Jewish Progress at Sea
IMPORTANCE OF SWIMMING FOR SCHOOL CHILDREN

The Palestine Post
March 12, 1941

TEL AVIV, Monday. — The readiness of .the Jewish youth in Palestine to play their part in the war by forming further Jewish combatant units was reaffirmed at the close of the conference of the Palestine Maritime League here this afternoon.

The conference, which was attended by 50 delegates, expressed their faith in the Royal Navy, the British Army and the Royal Air Force, and hoped for a rapid British and Allied victory over Hitlerism and Fascism.  Confidence was expressed that the Peace Conference would not fail to assure the full rights of the Jewish people.

Regarding internal questions, the conference urged the Education Department of the General Council (Vaad Leumi) of Palestine Jews to make swimming a part of the general curriculum of the elementary schools.

Reports on the organization of the League were given by the Secretary, Mr. M Rivlin. who spoke of the activities during the past year and by the Treasurer. Mr. Zelist. who made the financial report.  The closing address was delivered by Mr. Remez and a committee was elected, headed by Messrs Tolkowsky, Mossinsohn, Soloveitehik and Remez.

The delegates were then guests at a fish supper served by WIZO ladies, at which speeches were made by Dr. Soloveitchik, Mrs. Wilensky and Miss T. Hauser.

In opening the first session last night, the chairman, Mr. S Tolkowsky, paid tribute to the 17 Palestinians who went down with the S.S. Har Zion in the North Sea and to the three who lost their lives on the S.V. Rahaf.  He also expressed the conference’s good wishes for the Jewish recruits, and particularly those who formed the two Stevedore companies.

On British Vessels

Reporting on the work of the Jewish Agency’s Maritime Department, Mr. B C. Meerowitz said that since the department was formed in 1936, the number of Jewish labourers in Palestine ports increased from 300 to 2,250, including 700 boatmen and stevedores.  Some 100 Palestinian Jews were now serving on British vessels.  The fishing industry had been greatly developed, and last year 170 men had caught 180 tons of fish.  In the last four years, LP 15,000 worth of fish were marketed.

Mr. S. Kaplansky described progress at the Maritime School in Haifa, and announced that the school’s rowing instructor, Mr. Miller, who had enlisted as a Naval Lieutenant at the outbreak of the war, had been promoted to the rank of Commander for his fine work at Dunkirk.

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Jewish Merchant Fleet in Mediterranean Battle

The Sentinel
March 5, 1942

New York, March 4 (WNS) – The Palestine Jewish merchant fleet, which has been built up in recent years with the aid of the United Palestine Appeal, has now been almost wholly enlisted in the battle of the Mediterranean, it was revealed here by the United Jewish Appeal.

Nine of the eleven ships of the Palestine Jewish merchant marine have been requisitioned by the British Royal Navy to transport war supplies made in Palestine, the report disclosed.  The Palestine merchant marine, it was pointed out, carries on its roll of honor the names of Jewish seamen lost in the sinking of two of its ships by enemy action.  One of them, the S.S. Har Zion, was the flagship of the fleet.  The Har Zion was lost with all hands in the Battle of the Atlantic.

In peacetime, this merchant navy was regarded as the nucleus of a Jewish seafaring enterprise which was expected, in time, to re-establish the ancient fame of Jewish ships and sailors in the Mediterranean.  The Har Zion and her sister ships carried thousands of Jewish immigrants to the homeland and cargoes of citrus fruit and other Palestine products to markets abroad.

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One and a half years after the Har Zion’s loss, The Jewish Chronicle featured the following article – “The Sea Dogs of Palestine” – about the Palestinian Merchant Navy, by Major L. Rabinowitz, Senior Chaplain to the Forces, Middle East Forces.  Major Rabinowitz described an encounter during Shabbat services at Derna (a port in Eastern Libya), with a crewman from the S.S. Aliza: Able Seaman Zachariah Nachson, originally from Yemen. 

On the Oogle Map below, the location of Derna is designated by the blue oval.

Through a combination of Nachson’s help and enthusiasm, Major Rabinowitz was able to meet the captain (H. Koppel) and crew of the Aliza, a journey and encounter which he recounted in vivid, revealing, and humorous fashion.  Much attention is devoted to the backgrounds of Captain Koppel and Seaman Nachson, particularly focused on aspects of life aboard ship, and, their motivations for nautical service.

It would appear that Zachariah Nachson was the same man mentioned in the Palestine Post article (above) of February 28, 1940, as having been a crewman of the Har Zion, after having originally served in the Norwegian Merchant Navy. 

And so, here’s this fascinating article from the, found at the Dorot Jewish Division of the New York Public Libary.

THE SEA DOGS OF PALESTINE

By Major L. RABINOWITZ, S.C.F., M.E.F.

The Jewish Chronicle
January 1, 1943

Soldiers and airmen were slowly assembling for my first Military Service at Derna, a few days after its evacuation by the enemy and its occupation by our Forces.  The congregation, small though it was – about three Minyanim – showed the bewildering variety of Jewish types to which I had become so accustomed in my area services. 

The majority were British but there was also a stalwart group of South African airmen, including one officer, a group from the Polish Independent Brigade, two Palestinians, one a medical officer, the other a staff sergeant almost in complete charge of civilian labour.  A few months ago, such a variety of Jews would have given me a thrill – the catholicity of Israel and the contribution which Jews were making to this war under every flag but their own was now a commonplace to me. 

I had, as a matter of routine, also informed the Navy Office of my service, in case one or two of the Jewish sailors staying in the Middle East had arrived at the army post. 

We were just about to commence hen in walked a swarthy, slim man.  Arab in appearance, wearing a tin hat on which was boldly and rudely inscribed in red, a huge Magen David.  He had a five-days’ growth on his chin, and was dressed in navy blue bell-bottom trousers and a navy pullover open at the neck.  He rolled in in true nautical style.  A pair of black eyes flashed in his oval face, and there was an indescribable swagger not far removed from arrogance about him, with an open, frank, fearless expression.  He looked around him, saw the notice on the wall, Deutsches Soldaten Kino, and turned to me. 

“Kan, Bet Ha-Kneset?” he asked in Hebrew.

“Well,” I answered, “this is where the service is taking place.”  Despite his question, and the expression on his face which was so far removed from the miserable, downcast, hangdog, oppressed look of the poor Derna Jews, I thought him one of them, and asked him if it were so.  “No,” he answered, “I am a sailor from the Aliza.”

“Aliza,” I echoed, “isn’t that one of the Palestinian Jewish ships?”

“Yes.”

“How many Jews have you among the crew?”

“Sixteen out of the crew of twenty, including the Captain.  But don’t say I said so; he is a German Jew.”

“Why haven’t the others come?”

“The Captain got the signal from the Navy Office, and he knew that I was religious.  I do not eat Chazir or smoke on Sabbath – he told me alone to go.”

I felt a real thrill.  Here in the port of Derna was one of those ships, the embryo of what I had always hoped would develop into a Palestinian Jewish Navy.  The opportunity was too glorious to miss,

We held the service.  I read the weekly portion from the Sefer Torah (it was Thursday), calling up a Polish soldier Cohen, a Scottish Levi, a South African last, gave Hagbah to my Palestinian sergeant, and, to his unconcealed delight, Gelilah to this specimen of Jewish nautical activity. 

He joined devoutly in the prayers, and after, the service.  I asked him whether it would be possible for me to go on board.  “Bevakasha, Adoni,” he answered eagerly.

II. GOING ABOARD

We proceeded to the docks and he pointed out his ship riding at anchor.  “How do we get on board?” I asked. 

“In an argaz.”

I looked at him doubtfully.  Argaz means a box or chest, and I naturally thought that it must be a Hebrew technical nautical term for raft.  “Do you mean a raft?” I asked.

“No, no, not a raft.  A raft is not an argaz.”

We approached nearer, and, to my dismay, I saw actually an argaz, a large packing case, suspended in mid-air on a hawser, which was pulled by hand, bringing the packing case from shore to ship.  It was filled with Libyan laborers who were coming off, having finished their day’s work.  As soon as it arrived at the quayside, with Arabic gesticulations, curses, objurgations, and threatening gestures, Zachariah Nachson, my Yemenite (as he was) sailor quickly emptied this strange vehicle of transportation, and courteously invited me to get in.  In am ungainly manner I clambered clumsily in, he deftly following, and shouting the order to those on board to heave away.  They did so, and I thought that I was going to be cast like a stone from a catapult into the murky, swirling, flotsam-strewn waters beneath.  Not only did the case sway drunkenly with sickening lurches up and down and sideways, heaving and tossing at the same time, but every pull at the hawser from slack to taut brought its greasy strands against my body.  I turned round to see how Nachson managed, and saw him crouching or squatting in the chest, well below the level of those treacherous ropes.  I promptly did likewise. 

The whole distance was some 30 yards, and we soon arrived at the side of the ship, up which I clambered.  I looked around me with distaste.  There was none of the spick-and-span bright polish, gleaming brass, the scrubbed decks with my schoolboy reading had taught me unconsciously and inevitably to associate with the Navy.  I saw a filthy, dilapidated, decrepit-looking vessel, its sides piled high with cases of goods.  I looked further, and to my amusement saw the lower deck half awash, the unusually turbulent waves of the Mediterranean snarling and swishing over it, throwing up flocculent wisps of spume.  “Is this boat seaworthy?” I asked in astonishment. 

He looked at me and laughed gleefully.  “This is not our ship,” he said.  “It’s a half-submerged Italian wreck.  That’s our ship alongside, and this is how we go on board.”

I looked up and saw a much more stately ship gently riding alongside, and, viewing the intervening space, realised with a sinking heart that my journoy in the argaz was the simplest part of my approach to this unit of the Palestinian Merchant Navy.  However, it was too late to turn back, and I followed Nachson the length of the wreck, at his command dashing across the submerged part when the waves temporarily receded, climbing up a companion-way half demolished by the bomb which had sunk the ship, cautiously skirting the huge bomb crater, up to the quarter-deck, until at last we stood facing the deck of the Aliza, only about a foot lower than the level of its lower deck and some seven feet away. 

But the only visible link between the two was a stout double rope.  I thought that I was expected to seize hold of it and clamber hand over hand along it, and I looked fearfully at my guide. 

“They’ve taken the plane away,” he explained, and shouted across to two sailors dressed in British Naval uniform – they were the ship’s gunners – to place it in position. 

“We can’t,” they yelled, “it’s fallen into the water.”

We looked down, and there it was, a long narrow plank floating among some debris in the water between the two hulls.

Fishing for the Plank

Without more ado Nachson slipped down the side of the wreck with surprising agility and with his feet fished it into a loop of rope hung down by the two sailors.  They slowly pulled it up, but just as it came within reach of their outstretched fingers, it slipped out again, this time floating far out of reach of Zachariah’s feet. 

Admiringly I watched his next action.  “A sailor if there ever was one,” I thought.  He raced back to the rope, agile as a monkey he swung himself hand over hand on to the Aliza, almost sprinted down the ladder at its side, seized hold of the plank and guided it safely into the rope.  During this whole performance, I was intrigued by the dominating manner in which he shouted instructions – not free from interspersed oaths when they bungled – to the two British sailors.  He was obviously master of the situation. 

Later I was too see this slight Yemenite Jew giving the same kind of commands to his Jewish fellow-sailors, which were unquestioningly and with alacrity obeyed. 

At last the plank was fixed, my sea legs must have found themselves quickly, for the manner in which I negotiated that loose four-inch plank with a slack rope handrail, filled me with as pride as my clumsy “going aboard the agaz” had shamed me.  The British sailor with a cheery, “Steady, sir,” pulled me aboard, and I stood on the deck of the S.S. Aliza, belonging to the He-Atid Navigation Co., Palestine, registered with Lloyds, place of registration, Palestine, tonnage 1,500.  Captain H. Koppel. 

The Jewish Merchant Navy was under my feet. 

III. CAPTAIN KOPPEL

Able Seaman Zachariah Nachson handed me over to a junior officer, who took me to the Captains’ quarter on the top deck.  I introduced myself to Captain Koppel, who received me with great cordiality. 

Dressed in a double-breasted reefer jacket with brass buttons, shabby flannel slacks, and pumps; a short stocky man, bald except for a fringe of grizzled hair round his scalp, blue-eyed, slightly aquiline nose, weather-beaten complexion, he made an excellent impression. 

As an opening gambit, I thanked him for sending Nachson to the service. 

“Take a seat,” he said in excellent English, “and have a drink.” 

“Yes,” he went on, “Nachson is a religious fellow, but I’m afraid he’s the only one.  Otherwise we are not a religious lot, I’m sorry to say.”  He went into the back room to get the glasses.  I remembered Nachson’s injunction, “but don’t say I said so,” and casually called out, “When you say ‘we,’ do you include yourself among the non-religious Jews?”

There was a perceptible pause, and then he came out, looking fixedly at the glasses which he was industriously polishing, and said slowly, “Yes.  I consider myself a Jew and my future is bound up with Palestine.  My father died when I was eight years of age and I was brought up as a Protestant.  But when Hitler came to power and I was regarded as a Jew, I decided to proclaim myself as one and identify myself with the Jewish people in Palestine.  Fortunately, my wife is, like myself, of a Jewish father and Christian mother, so there was no difficulty there.”

He sat down and poured out the drinks.  I plied him with questions, which he answered readily, fully, and clearly, and I give his story as a connected narrative, only interposing such questions as tended to turn him to another subject. 

“I ran away to sea in 1906, when I was 16 years of age, and joined the Nord-Amerika Lloyd.  I went through all the various stages until I eventually became Captain.  I served in the German merchant navy through the last war, but after the war there was no German merchant navy and I became a chartered accountant.  In 1923, I was offered a ship again.  I was doing very well in my new job, but I thought to myself that there were more accountants than ship’s captains, and went back to my old love.  When the Hitler persecution started I immediately decided to go to Palestine and devote the rest of my life to applying my knowledge and experience to the development of a Palestinian Jewish merchant navy.  It has been a hard struggle.  Not only did the owners of the ships make many mistakes in the type and size of the craft they purchased, and would not be advised, but we were faced with a fierce and unrelenting and sometimes unfair competition.  We insisted on European rates of pay and standards of living for our crews, while others engaged in the same coastal trade employed natives, paying them a mere pittance and feeding them on next to nothing.  Not only so, but in an attempt to drive us out of the trade they lowered their freight charges and embarked on a deliberate price-cutting campaign.  We barely managed to keep afloat in more senses than one.  However, with the outbreak of war our financial position has improved and we are now doing quite well.  In peace time we were engaged in coastal trade from Tripoli (in Syria) to Alexandria; now we carry supplies, food, and munitions for the North African campaign. 

“We have had some narrow shaves, the nearest one only four days ago, when four bombs scored near misses, one only 15 ft. away from us, and last night they tried to get us in the harbour, but reports to hand indicate that the raiding plane was brought down.”

“How many Jews have you in the crew?”

“My whole crew consists of 20, of whom 18 are Jews.  The first mate is not Jewish, the second mate is an Estonian Jew, the third mate a Czechoslovakian Jew, the chief engineer a Rumanian, the cook is Czechoslovakian, while the rest hail from Danzig, Poland, Holland, Germany, and a number are native-born Palestinians.  One of the stokers is non-Jewish.”

“What kind of sailors do they make?”

Fearless Young Seaman

“They are utterly fearless and reliable, know their jobs, and work with enthusiasm, but, except for the Germans, are not too amendable to discipline.  The greatest difficulty, however, is that these young boys have one ambition, to go on long sea voyages.  It is quite understandable; they are young, adventurous, and desperately keen to become complete, full experienced sailors.  I find it hard to blame them, but it runs counter to my whole ideal to help build up a Jewish merchant navy.  When benefit accrues to the Jewish people if a boy is on a Norwegian or a Dutch ship?  In three years, only one of my boys has received his certificate.  But I still hope that when they have gained their experience they will come back to us.” 

We talked on desultorily for some minutes, and then I said to him, “I wish I had known this morning that your ship was in harbour.  I would have come aboard are persuaded you to come along to the service.”

He smiled slightly.  “I think it would have been a waste of time, as far as I am concerned,” he said.  “Religiously, I know nothing of Judaism, and I do not possess what is called the religious feeling, but I feel myself more and more a member of the Jewish people.  I suppose you would like to see some of my boys,” he said, abruptly changing the subject, “you can talk to them in Hebrew.”

“Yes, that was actually the main purpose of my visit.” 

Captain Koppel led me out of his cabin into the pitch black moonless night, down a companion way to a little door which he opened, introduced me to the members of the crew who were assembled there, and left me to it with a hearty good-night.  I was now the guest of the crew. 

IV. SEA IN THEIR BLOOD

The fo’csle was a tiny elongated room some 12 ft long by 5 ft. wide.  Half of this width and most of the length were filled by a deal table and a bench.  In the corner was a portable gramophone, which one of the sailors was playing.  When I entered there were only five there; they later increased to nine.  Prominent among them was my Zachariah, eating a meal, belated as a result of attending my service.  They were a merry, handsome, clear-eyed group of youngsters; a credit to any people, and it did my heart good to see them.  Two, in addition to Zachariah, were Palestinian born, one from Haifa, a son of well-to-do parents, and one from Tiberias.  It was interesting that nearly all had been brought up in the sight of the sea; the same understandable _____ _____ to most of the others.  The two Germans hailed from Hamburg and Bremen, the Pole from Danzig, the Estonian from Reval.  The only exceptions were the cook and another from land-locked Czechoslovakia. 

An animated conversation took place, in which they plied me with as many questions as I did them; it was obvious that they found me as great a phenomenon as I felt them to be, and it is with the latter only that I concern myself here.  Zachariah asked me whether I had eaten; I confessed that I had not; he snapped out orders to the others which were instantly obeyed.  In the twinkling of an eye, bread, butter, cheese, tinned fruit, and condensed milk in lieu of cream were set out before me, and I was soon munching with hearty appetite. 

“Why did you go to sea?” I asked the Danziger.

“Not for the romance of the sea,” he answered, smiling sardonically. 

“No!” I admitted, “the romance of the sea is appreciated only by landlubbers.”  He grinned a delighted assent. 

Nachson then took up the thread.  “I have a wife and child,” he said, “and in peace time I would never have continued at sea.  But there’s a war on, and in war you may be killed on land as well as at sea, if you feel patriotic and want to do your bit, as I do, so I decided to continue at sea.” 

In him, as in the others, it was obvious that the love of the sea had entered into the very marrow of their beings, and my brief contact with them convinced me to the full of what I had previously entertained grave doubts, that despite their estrangement from the sea, even longer than their absence from the land, there was among the youth of Jewry material as brilliantly able to achieve the conquest of the sea and bring its rich harvest towards the building up of themselves and of their ancestral land as had been found among those who had achieved the conquest of the soil in Degania, in the Emek, in the Sharon, and elsewhere.  They were stalwart, proud, reliant, fearless mariners, carrying on a job as dangerous and as important as any in this war, and my heart warmed to them. 

But Zachariah had a grouse.  “When I was a sailor in the Tel-Aviv and she came to London, I wanted to meet the Jews there.  I introduced myself to many Jews, but as soon as I said I was a Jewish sailor, they looked at me as if I wanted money, and sheered off.  It hurt me, and ever since then I’ve decided in a foreign port to be a Jew for myself alone.”  In that proud, hurt declaration there was hidden the new soul of a new Jew. 

I returned “to my muttons”.  “Why did you not all attend my service?” I asked.  They all answered together in a babel of sound, a veritable disharmony, but with a unified harmony underlying it all.  “We were not given an opportunity.  The Captain called Nachson and told him alone to go.” 

I decided to put this really fervent exclamation to the test.  “I wish I could be here on Saturday: I’d come aboard and hold a service with you.  Unfortunately, I have to be in Tobruk.”  “How we wish we could,” was the purport of their reply.  “We may be in Tobruk in a few days.  Could you stay there til we come?”

Unless they were consummate actors, or more versed in the politeness of conventional society than I gave them credit for, there could be no mistaking the eagerness of their tones.  To my regret, a glance at my prearranged timetable told me that it was impossible.

Leave-Taking “Guard of Honor”

It was now late and time to go.  The night was black as ink, and my heart quailed at the thought of the treacherous journey back to shore, which I had to negotiate.  “We will take you, sir,” they cried out in unison.  I went to say good-night to the Captain, and, descending the companion-way again, found them all assembled in the dark, altercating as to who should have the honour of escorting me. 

“We are all going,” said one, and a murmur of assent arose from all.  With care and solicitude, half went in front and half behind, lighting my way with a torch.  Progress was thus easy until I came to the submerged part of the wreck, which was now wholly under water.  A thin ridge of metal showed just below the surface.  The vanguard negotiated it and then, with anxiety in their voices, asked me if I could do likewise.  I said yes, dashed across, and the momentum of my passage and an element of luck gave me the needful balance.  “You are not afraid, Adoni,” one said, in admiring tones, and the other almost cheered.  I think I really captured their hearts at that moment.  They saw me to the argaz, I climbed in, and they pulled the hawser lustily, asking me to call out when I was across.  I did so, climbed out, and with a shout of “Shalom!” across the inky waters, I waved the torch and left them. 

But my troubles were not yet over.  There was a strict curfew in the docks from 6 p.m., and it was now 8.  To add to my difficulty, I was wearing my desert boots, with thick crepe soles, so that my progress was absolutely noiseless.  I had palpitating visions of stumbling into a sentry who in his surprise, would fire first and ask questions afterwards.  I remedied this by calling out, “Hello!” every few yards. 

At last my call was answered.  “Halt!  Who goes there?” asked a voice out of the darkness.  “Friend,” I answered.  “Advance and be recognized.”  I advanced, and instead of producing documents, I announced in a voice of pride “British officer.  Jewish chaplain returning from visiting the crew of S.S. Aliza, a Palestinian Jewish ship.”

“Pass, friend,” he said, and I went on my way. 

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Emblems of the Past

These two posters, by Esther Berlin-Joel, promoting Palestine Maritime Lloyd Co., Ltd., show stylized representations of the Har Carmel and Har Zion. 

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Here’s a colorful advertisement created by the artist “Thomas” for Palestine Maritime Lloyd from the late 1930s-early 1940s, showing the merchant ship Har Karmel.  In the foreground is pictured an emblematic (and also quite real!) symbol of products from the Yishuv / Israel, at least for many decades in the twentieth century: Oranges!  The be-lioned emblem at lower right is the symbol of Palestine Maritime Lloyd Ltd.

This image – as shown in this blog post – is actually a decorative art / poster print manufactured by the Lantern Press Company of Seattle.  The original advertisement was presumably enamel or lacquer on metal.  (Note the mounting holes in the corners of the poster.)

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In April of 2012, a series of three stamps, each valued at three New Shekels and entitled “The Renaissance of Jewish Seamanship” was issued by the Israel Postal Company.  Each stamp – with art by Tuvia Kurtz and Ronen Goldberg – portrayed a historically significant associated with the Yishuv (the “Hehalutz”, the “Sara A”, and the “Har Zion”) and depicted the captain associated with that particular ship.

The stamp depicting the Har Zion shows veteran Captain Erich Hirschfeld.  As described in a brochure published by the Israel Philaetlic Service, Captain Hirschfeld was a professional seaman who escaped from Germany during the 1930s, and, “was among those who laid the professional foundation for a merchant marine in Israel.” 

The accompanying tab honors Hevel Yami Le’Yisrael, “an organization that promoted maritime education among the youths of Eretz Israel,” which, “was founded aboard the Har Zion in June of 1937”.  One of the organization’s founders was Emanuel Tuvim (illustrated), who was also one of the founders of Zevuln.  Alongside Emanuel Tuvim’s portrait is a depiction of the “Tel-Aviv”, which was owned by Arnold Bernstein.  This ship served as a passenger and freight ship, crewed by Jews who used their assignment to the craft as a way to escape from Germany.  

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Yet Names Remain

These 2011 images – at the Merchant Fleet Memorial Site, by photographer “Hanay” – show the Merchant Fleet Memorial in the city of Haifa.  The Memorial, located within a garden at the intersection of Sderot Kish and Wingate Avenue, faces Haifa Bay, and consists of a monument – a metal sculpture – and memorial plaque.

Designed by Fini Veinberg, the monument is comprised of three arched beams joined together at a single vertex, forming a bow-shaped figure or a heaven-facing arrow. 

A dedication is set upon the center beam: “In memory of Merchant Navy seaman who perished in the sea whose place of burial is unknown.”

A memorial plaque is located within the rear of the garden, opposite the monument, inside a stone wall.  The plaque bears the names of 74 deceased seamen from the Yishuv / Israel, and, the names of the eleven merchant ships on which they served.  

The names of seventeen of the eighteen Jewish crewmen aboard the Har Zion are located as a group of tiles in the left center of the plaque.  These tiles can be recognized by the date “31.08.1940”.  

The plaque bears a verse from Psalm 77 (specifically, Verse 20) in the upper right corner, which can be variously translated as:  

1) “Thy way was in the sea, And Thy path in the great waters, And Thy footsteps were not known.”  (Jewish Publication Society Tanakh, 1917 edition)

2) “Your way was through the sea, Your path, through the mighty waters, Your tracks could not be seen.”  (Jewish Publication Society Tanakh, 1985 edition)

3) “In the sea was Your way, and Your path in the mighty waters, and Your steps were not known.” (Chabad)

– .ת.נ.צ.ב.ה. –

Another Oogle image!  Here’s a 2015 Street View of the memorial garden, viewed from the intersection of Sderot Kish (to left) and Wingate Avenue (to right), facing northwest.  The monument is visible in the garden’s right center. 

Here’s a map of the garden’s location in Haifa, designated by a blue oval…

…followed by a smaller-scale view of Haifa, with a blue oval again showing the garden’s location.

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References

Ausubel, Nathan, Pictorial History of the Jewish People – From Bible Times to Our Own Dy Throughout the World, Crown Publishers, Inc., New York, N.Y., 1953 (ISBN 52-10777)

Morris, Henry, We Will Remember Them – A Record of the Jews Who Died in the Armed Forces of the Crown – 1939-1945, An Addendum, AJEX, London, England, 1994

British Merchant Seamen of WW II, at Wikipedia

The Ehpes Blog (blog for the Czernowitz-L Discussion Group) – “Palestine Maritime Lloyd Ltd. Haifa”, at ehpes.com

Herbert Tzvi Berghuasen, at Geni.com

Captain John N. Beighton, RNR 1877-1940, at In Loving Memory

Captain John N. Beighton, at Trove.nla.gov.au

Israel National Maritime Museum, at nmm.org.il

Jews in the Merchant Navy in the Second World War, at SpiroArk – The Miracle of Jewish Survival

Merchant Mariners Whose Place of Burial is Unknown, at Merchant Fleet Memorial Site (in Hebrew)

The Renaissance of Jewish Seamanship (postal stamp of the Har Zion), at Israel Philately

SS Har Zion, at U-Boat net

SS Har Zion, Vessels Lost in WW2 Recorded on the Memorial at Tower Hill, at benjidog (Brian Watson’s website)

SS Har Zion, Photograph of Ship Model of S.S. Har Zion, at he.wikipedia

SS Har Zion, in Photo Album of David Laszlo Bella, at Israel Album

SS Nickerie, at Ships Nostalgia