Email your comments to: max@uss-virgo.com

Submitted by Ernie Matlock   Just below the horizon, The Virgo's but a spot, Tis here we're doomed to spend our time, On a ship that God forgot.  Down with the snails and fish, Down where a man gets blue, Right in the middle of nowhere, And many miles from you. We sweat, we freeze, we shiver, It's all a man can stand, We're not supposed to be convicts, But defenders of our land. We sailors of the Navy, Earnings small in pay, Guarding people with millions, For two and a half a day. Wanting to see our girls. And hoping while we're away, That they won't marry our buddies, And add to our dismay. No one knows we're living. No one gives a damn, At home we are forgotten, We belong to Uncle Sam. The time we spend in the Navy, The good times that we missed, Boys don't let the draft board get you, But for God's sake, don't enlist. We die and go to heaven, Saint Peter we will tell, We're sailors of the Virgo, We're spent our time in hell.   Author Anonymous

The USS Virgo 1954 to 1958 The first of three parts Supplied by Richard D. Winters FT2  (Also know as Richard von Barandy*) I reported aboard the USS Virgo in November of 1955 while she was in dry dock at the Bethlehem Naval Ship Yard in San Francisco.  The Virgo was being re-outfitted with new winches and booms.  Minor work was being done on her hull. In December ‘55 the Virgo steamed up the Sacramento River to Port Chicago to begin loading ammunition.  The Suez Crises had broken out and the fleet was being deployed to the South China Sea.  Ammunition was loaded around the clock 24 hours a day.  The Virgo was loaded in record time, and departed San Francisco on 4 January 1956.  We arrived in Honolulu on January 10th and proceeded to West Locks to take on an additional cargo of Special Weapons.  We departed the next day at 1300. for Yokosuka, Japan, arriving 23 January.  The weather was bad and it was a difficult crossing.  The Virgo received forward structural damage due to the heavy waves.  On the 6th of February, The Virgo proceeded to Chichijmi, Iwakuni and onwards to Sasebo, Japan.  In 1956 there was a large Naval Facility in Iwakuni and we did off load some of our cargo including part of the Special Weapons inventory.  25 February 1956, the Virgo departed Sasebo for Manila, for 3 days of R&R and then to Subic Bay. On 9 March, The Virgo joined up with a battle group and spent the next 5 days replenishing the task force.  Some of the major ships were:  USS Bennington, USS Roanoke, USS Los Angeles and the USS Bon Home Richard.  19 March 1956, the USS Virgo, tied up to buoy in the far South of Hong and on the 21st sailed on to Keelung, Formosa (Taiwan), where we off loaded cargo at night.  We than return to Sasebo where the Virgo was buoyed for 31 days, in a cove 25 minutes from the Naval pier.  (Oh the joys of ammunition)  25 April 1956 The Virgo sailed up to Yokosuka and on to some R&R at Nogoya.  At Nogoya, someone in the Port Authority, assumed or was misinformed, that because our ship had an AKA designation that our cargo consisted of general stores.  We were shown a berth, next to the Woolworth 5& 10 cent warehouse.  After about 3 days, the mayor and his delegation visited the ship to kindly ask us to leave.  We were on 3-section liberty, so you know it took us two more days to round up the crew.  On 10 May 1956, we departed for the states by way on Yokosuka and Hawaii were we unloaded our Special Weapons cargo at West Lock; returning to Port Chicago 30 May 56 after 146 days, 21 hours. P.S.  The Mr. Roberts palm tree was still on the wing of the starboard bridge.  We also had two dignitaries aboard.  Ens William Wrigley Jr was the Gunnery Office (Wrigley Chewing Gum and Ens Atwater, heir to the Scott-Atwater Outboard Motors was the Dispersing Officer Part 2 In October 1956, the USS Virgo departed from Port Chicago for WestPac with a full load of munitions.  This trip was relatively uneventful.  Her ports of call were: Pearl Harbor, Yokosuka, Sasebo, Subic Bay, Hong Kong, Kobe, Yokosuka, Pear Harbor and home.  There were two fleet replenishment exercises.  We had extended stays (over 30 days) both in Sasebo, where is was extremely cold and at Subic Bay, were it was, as normal, very hot.   The “Mr. Robert’s” palm tree on the starboard bridge was surviving.  The Virgo returned to Port Chicago in February of 1957.  In April 1957 the Virgo went to the Mare Island Naval Ship Yards for an overhaul and face lift.  All the 20mm canons were removed.  Her paint job was fantastic—she never looked so good.  We got new captain:  Capt. Earl W. Logsdon, USN.  I make mention of him now because he was a great captain as you will see in Part Three.  I was an FT2 assigned to the 3rd Division or Ordinance Division so one can understand my interest in the ship’s guns and associated fire control equipment.  The Virgo class of cargo ships carried:  Cargo Ships Armament vs Virgo Armament Cargo Ships USS Virgo     1 ea – 5”/38 1 ea – 5”/38 4 ea – 40mm 4 ea – 3”/50 12 ea – 20mm 12 ea – 20mm  (removed in 1957 5 ea MK 51 Gun Directors 4 ea MK 51 Gun Directors   1 ea MK 54 Fire Control System Some time between 1946 and 1951, the Virgo was reassigned to serve as an ammunition ship.  To accomplish this, the USS Virgo underwent several major changes.  The 4—40mm guns were removed and replaced with 4 – 3”/50s and a MK 54 fire control system was installed on the flying bridge.  This armament is characteristic of the “sister” AEs.  You will not find World War II production of AKA cargo ships in Jane’s Book of Ships with 3”/50 guns and a semi-automatic radar controlled fire control system.  To the trained eye, the Virgo was a unique ship.  A wooden deck was installed over the metal plates as a safety precaution in case the munitions were dropped in the loading and off-loading process. However, none of the cargo holds were modified to secure ammunition as is normally found in the AEs.   This was to prove to be major hazard.  Loading the Virgo was a tedious job.  Wooden decks and shoring had to be added to each roll and layer of the cargo.  Heavy timber was used but the job was time consuming.  As an example, the 2000 lb bombs were placed on a wooden deck of 2 x 12s over 4 x4s.  The first deck was over the steel floor and then the bombs were lined up in rolls over the wooden deck.  On top of the bombs, a new deck was built with the same 4 x 4 and 2 x 12 construction.  This continued until there were 6 layers of bombs.    During the October ’56 crossing the Virgo hit heavy seas and was experiencing 30° rolls.   The rolls of bombs were like a roll of unsupported marbles and popped out of the shoring and rolled to the leeward side.  The Virgo listed and the sea was forcing her over to 40°.  It was an “all hands” emergency.  The Capitan turned the ship into the storm and the cargo was stabilized.  This was the worst example, but on each of my three cruises, we did experience the cargo shifting and/or breaking loose. Part 3 Australia here we come!!  The 1956 Olympics were held in Melbourne, Australia.  The carrier task force consisting of the USS Bennington represented the U.S. Government.  The task force paid a port of call visit in Sydney before returning to their assigned station.  The welcome and hospitality shown by the Australian people was great.  The skipper of the Bennington and the skipper of the Virgo, Captain Logston, were fellow class mates and after discussing the Bennington voyage, Capt Logston believed it was necessary for the Virgo crew to experience the life down under.  - - An ammunition ship with 8000 tons of high explosives going to Australia??  “Where there is a will – there is a way”  After a few phone calls, it seems that the Sydney Zoo was in need of an American brown bear and a Pacific seal.  And it also just happened that the Seattle Zoo had an extra baby brown bear and a Pacific seal.  And it also just happened that the USS Virgo was in the process of departing for Asia and that Australia was not that far out of the way.  However Captain Logsdon believed that Seattle was defiantly too far out of our way, so it was decided that the bear and the seal be flown to Hawaii for pick-up by the Virgo. In August of 1957 the Virgo set sail for Sydney and a new category of “special weapons” cargo was to be pick up at Pearl Harbor.  The baby brown bear and seal were picked up as scheduled and the Virgo set sail for Sydney.  As luck would have it, the bear got immediately sea sick and then 5 days later got constipated and died.  He was given a full military honors funeral at sea.  We were scheduled to cross the Equator on the 11th of August and the ship was preparing for the customary Shellback initiations and celebrations.  On the 10th of August, the pollywogs held a mutiny.  They locked all existing enlisted Shellbacks in the brig after shaving their heads and then took over the ship for about an hour using fire hoses as the  weapon of choice.  Unfortunately, in the melee, the Mr. Robert’s palm tree was thrown over the side.  Pollywogs have no respect.  Two nights later, the Virgo picked up a distress radio signal.  A Swedish cargo/passenger liner – the SS Milos had gone aground in the Santa Cruz Islands   West Pac was notified of the Milos situation.  The Virgo was three sailing days from the Milos and due security reason if was felt that we could not render assistance.  WestPac thought differently and order the Virgo to proceed and render aid.  The wind had blown the SS Milos unto a reef just off of Vanacora Island.  The high winds and coral reefs were treacherous.  It was going to be a difficult task.  We “walked” our anchor chain to the stern and with the help of a small inter-island boat the chain was ferried over to and connected to the anchor chain on the bow of the Milos.  Both chains were let out as far as possible and we had just enough time to make one run before dusk.  Slowly the Virgo pulled along side the Milos and out to the open sea, dragging the chain behind.  As pressure built, the chain came out of the water, once, twice, and on the third time --- it broke!  We felt dismayed.  Then the Milos blew her horn!  The tug was just enough to free her from the reef and she was under full steam for Sydney.  When we reached Sydney harbor, the story of the rescue preceded us.  Fireboats were shooting water in the air.  There was a flotilla of boats with the press and excited people.  The owners of the SS Milos had organized an open house at one the major hotels and one entire floor was available to the crew for the 5 days of our stay.  Everything was on the house..  The rest of this cruise was mostly uneventful.  We made the rounds to Subic Bay, Sasebo, Yokosuka, Hong Kong, Pearl Harbor and home.  We did have a band welcoming us at Ford Island.  This was a first and it was related to the Milos incident.  In October of 1957, we got word the USS Virgo would be retired.   In January the USS Virgo sailed her last voyage to Tongue Point Naval Station, Astoria, Oregon for preparations for decommissioning.  She was later towed to Pier 91 in Seattle for dry dock work and then back to Tongue Point to join the mothball fleet.  My five months in Oregon were the worse days of my naval career.  It rained every day!  How and why Tongue Point was chosen to mothball a ship was beyond my comprehension at the time.  The USS Virgo was decommission on 3 April 1958

Notes From James Arwick Submitted by: Debi Clark, Daughter-in-law TO:  Former Crew Members and Shipmates FROM:  James (Jim) Arwick MM2/C   1947-1948  #1  When I first went aboard, I did the regular routine in the operations of the engine room.  Later, I became the throttle man.  Our chief engineer officer was a Lt. whose name  I forgot.  He had been a former Destroyer Officer and apparently felt that all ships could develop the speed of  a "can".  He told me that I was to answer all bells from the bridge by getting up to speed quickly.  Being an obedient sailor, I would  open or close the throttle valves rapidly, causing the main steam pressure to go crazy - up and down.  The water renders in the fire room would have to really scramble to try to hold the pressure at 450 lbs. It didn't make them happy or me either.  This method of operation caused some anxious moments on a trip from Frisco to Stockton, CA up the Sacramento River.  The Skipper, I heard, felt that he could turn the ship 180 degrees without the help of tugs.  I was on the throttles, the C.E. was standing by me.  The assistant engineer, a Warrant Officer named Krogstad was wearing head phones and handling the enunciator.  After numerous bells and raising cane with the steam pressure, our RPM's were at 1/3 speed.  A new order came on the enunciator and the needle swung back and forth and then hung down, useless.  The operation chain from the bridge had broken.  As I mentioned, we were at 1/3 speed ahead. When the chain broke, Krogstad received a verbal order by phone and hollered "Two Thirds".  Naturally, I responded as per orders from the C.E. and slammed the throttle open, dragging the pressure way down.  I didn't know the order had been two thirds BACK.  So here we are, surging ahead into the river bank.  We could hear and feel the crunching begin and Krogstad was hollering full BACK.  The C.E. and myself were scrambling to close the forward throttle while the warrant was opening the Astern Throttle.  These valves were large with stem wheels approximately 24" across.  It took two hands to operate them.  I heard later that the anchor detail on the bow of the ship, dropped their tools or whatever and ran when they saw what was happening.  I was sure that yours truly would get at least a captain's mast and probably lose a stripe, but they must have blamed it all on the enunciator chain, because I was not called up or chewed out.  Luckily, we were able to back off the bank under our own power.  It would interesting to read the entry in the ships log about this incident.  #2  Another possible point of interest is that while on a trip, I don't recall where, there was some uncharted shoals discovered.  On being reported to the Navy Department they were named, Virgo Shoals, by the Navy.  They are no doubt showing on charts now.  #3  While in Subic Bay, Philippines, we were given R & R on the beach.  We were also told that a nearby village was out of bounds.  Telling that to a sailor was like telling a hungry dog not to eat the steak.  Needless to say, many swabbies went through the jungle brush to a small stream and either waded or rode native boats across to the village.  Out of nowhere came the Marine M.P's. and rounded up those who were not able to get away.  One of our guys climbed a palm tree to escape detection, but when found and asked what he was doing up there, he said he was looking for bird eggs.  I guess that was all he could think of to say.  As a result of this escapade, the entire crew was restricted to the ship for the remainder of our stay.  #4  Every division aboard ship had to have a "Joe" pot and we were no exception.   However, we had the misfortune of breaking our Silex pots by them falling off the hot plate while the ship rolled.  Not to be daunted by this catastrophe, we made a "pot" by using the bottom half of a large coffee tin (the square cans the coffee came in).  We would heat the water in the tin and take any rags from the rag barrel and use it for a coffee sack and toss it in.  The coffee was unmentionable, but it sure kept us awake on the midnight to four watch.  #5  Our electrical panel consisted of large open knife switches and while cleaning it with a paint brush, one of our E.M.'s accidentally made contact with the metal band on the brush across a switch.  The resulting flash caused his arm to get burned from fingertip to elbow.  Even at that, he was lucky.  I remember him, but not his name.  He was the one who  managed to get a second fan for the engineers compartment by telling the supply officer that there were 69 stinking butts and only one fan.  #6  On our trip to Manus Island, the Shellbacks were making canvas tubes and stuffing them with rags and soaking them in sea water.  When dry and hard packed they became solid as a baseball bat.  These guys took great pleasure in telling us "Pollywogs" what they were to be used for.  We later found out for ourselves.  #7  I don't know if Guinness has a record of the longest pinochle game, but we had a marathon game going on the Virgo.  When it came time to go on watch, a player would leave and another would take his place.  This went on and on.  I imagine a good deal of the crew was in on the game.  #8  We had some good times aboard and ashore.  I remember the time at Maui when we had to leave the ship for a day for fumigation.  Several of us spent the day at a little tavern down the road from the Pier. We were having a good ole time!!   I won't mention any names, but you will know who you are.....remember that girl's "panties"??  We had a good laugh, but I'm sure you were embarrassed.

Max,  The USS VIRGO AK 20 has a fascinating history.  You capture that history grandly.  One thing I might mention, however, is that the VIRGO served as an ammunition ship throughout the Korean Conflict.  I know, I was assistant to the cargo loading officer, a pin-strip warrant named Smith.  In point of fact, the VIRGO was outfitted to handle ammunition at the Long Beach Naval Shipyard the last of 1950 and early 1951.   I went aboard the VIRGO while it was still at Long Beach, as a Seaman fresh out of Storekeepers School.   Again, in point of fact, the VIRGO served as the only ammunition ship in the area for roughly seven or eight months until joined by the VESUVIUS and the FIRESIDE.  During that period the ship worked nonstop loading and off loading ammunition (also bunker fuel and provisions from our number three hold) to ships at sea as well as to the Marine Air Groups ashore.   Once, we went up a river to service a Marine Air Group (MAG 33, I believe) and a storm came up. In turning around to head back out to sea the ship almost capsized.  On another occasion we fired on a ROK vessel that would not identify itself.    Our Captain was a man named Samson.  My battle station was JA Phone Talker.   I'll never forget that assignment because Captain Samson had a very soft voice and he liked to stand on deck and talk into the wind.  I'm sure you are not interested in all this but seeing your web site makes me reminisce.    Incidentally, I have pictures of the ship loaded with 250 and 500 pound bombs on deck.  If you would like, I would be happy to send you a couple.   One last thing, during the Korean Conflict the ship remained  USS VIRGO AK20, even though it served as an ammunition ship.  After the Conflict, I'm told (I was on the USS ALSTEAD by then) the ship hauled sand to Subic Bay in the Philippines to be used in building the airstrip there.  By the bye, is there any truth to the rumor that the USS RELUCTANT VIRGIN in Mr. Roberts was based on the USS VIRGO? This was the scuttlebutt while I was aboard the ship.    Thanks, Myles B. Knape, SK2

What a Real Sailor Is Submitted by: Rick McConnell I like standing on the bridge wing at sunrise with salt spray in my face and clean ocean winds whipping in from the four quarters of the globe, the ship beneath me feeling like a living thing as her engines drive her through the sea. I like the sounds of the Navy -the piercing  trill of the boatswains pipe, the syncopated clangor of the ship's bell  on the quarterdeck, the harsh squawk of the 1MC and the strong language  and laughter of sailors at work. I like the vessels of the Navy - nervous darting destroyers, plodding Fleet auxiliaries, sleek submarines and steady solid carriers. I like the proud sonorous names of Navy capital ships: Midway, Lexington, Saratoga, Coral Sea - memorials of great battles won. I like the lean angular names of Navy 'tin-cans': Barney, Dahlgren, Mullinix, McCloy - mementos of heroes who went before us. I like the tempo of a Navy band blaring through the topside speakers as We pull away from the oiler after refueling at sea. I like liberty call and the spicy scent of a foreign port. I even like all hands working parties as my ship fills herself with the multitude of supplies both mundane and exotic which she needs to cut her ties to the land and carry out her mission anywhere on the globe where there is water to float her. I like sailors, men from all parts of the land, farms of the Midwest, small towns of New England, from the cities, the mountains and the prairies, from all walks of life. I trust and depend on them as they trust and depend on me - for professional competence, for comradeship, for courage. In a word, they are "shipmates." I like the surge of adventure in my heart when the word is passed "Now station the special sea and anchor detail - all hands to quarters for leaving port", and I like the infectious thrill of sighting home again, with the waving hands of welcome from family and friends waiting pierside. The work is hard and dangerous, the going rough at times, the parting from loved ones painful, but the companionship of robust Navy laughter, the 'all for one and one for all' philosophy of the sea is ever present. I like the serenity of the sea after a day of hard ship's work, as flying fish flit across the wave tops and sunset gives way to night. I like the feel of the Navy in darkness - the masthead lights, the red and green navigation lights and stern light, the pulsating phosphorescence of radar repeaters - they cut through the dusk and join with the mirror of stars overhead. And I like drifting off to sleep lulled by the myriad noises large and small that tell me that my ship is alive and well, and that my shipmates on watch will keep me safe.  I like quiet mid-watches with the aroma of strong coffee - the lifeblood of the Navy - permeating everywhere. And I like hectic watches when the exacting minuet of haze-gray shapes racing at flank speed keeps all hands on a razor edge of alertness. I like the sudden electricity of "General quarters, general quarters, all hands man your battle stations", followed by the hurried clamor of running feet on ladders and the resounding thump of watertight doors as the ship transforms herself in a few brief seconds from a peaceful work place to a weapon of war - ready for anything. And I like the sight of space age equipment manned by youngsters clad in dungarees and sound-powered phones that their grandfathers would still recognize. I like the traditions of the Navy and the men and women who made them. I like the proud names of Navy heroes: Halsey, Nimitz, Perry, Farragut, John Paul Jones. A sailor can find much in the Navy: comrades-in-arms, pride in self and country, mastery of the seaman's trade. An adolescent can find adulthood. In years to come, when sailors are home from the sea, they will still remember with fondness and respect the ocean in all its moods - the impossible shimmering mirror calm and the storm-tossed green water surging over the bow. And then there will come again a faint whiff of stack gas, a faint echo of engine and rudder orders, a vision of the bright bunting of signal flags snapping at the yardarm, a refrain of hearty laughter in the wardroom and chief's quarters and mess decks. Gone ashore for good they will grow wistful about their Navy days, when the seas belonged to them and a new port of call was ever over the horizon. Remembering this, they will stand taller and say, "I was a Sailor. I was part of the Navy and the Navy will always be a part of me."

Max, I got a twenty dollar bill that says the letter addressed to your parents about the commissioning of the Virgo as an ammo ship was done when several chiefs and officers were 'recruited' to help address envelopes.  How do I know this? There is no way the letter to your parents was addressed by anyone other than my old man.... My father had a peculiar habit .. he always laid down a ruler and wrote in the back slant... I was 14 that year and even though thirty plus years have passed (I hate to talk about it getting closer to FORTY years), the Old Man still hasn't changed his handwriting style...I even have a letter that he wrote me in that same year. You may remember that CAPT Macmillan had a son in the Sea Scouts... I was also a member of the Sea Scouts, but the change of command took place before I joined the unit.  Just for fun, look at the change-of-command ceremony in the pics you posted... do you remember any strange rumors about the cake that is being cut by both Captains (CAPT Macmillan and CAPT Carrier)?  About how the shipfitters were summoned at O dark thirty to remove a hatch in the galley because one dumb SOB had not measured the hatch... and the cake was too big to fit through the hatch?  This story is even worse... that one dumb SOB happened to be the Chief Stewburner..and later CMAA?  If you do remeber "Chief Bake-a-Cake" please let me know... I would welcome a rebutting sea story.... I most appreciated your posting the Cruise Book on the website.... I recognized a bunch of the kids...and my old man, Mr. Gossard whose son Larry was one of my best friends, and of course..a certain petty officer in the Supply Division.  By the way...were there any more pics of the Chiefs?  Only six of sixteen appeared on the site... My Old Man was one of them. If you haven't guessed by now, I am the son of CSC Robert M. Winters -- I did not follow in my father's footsteps in total... I was a soldier for many years, then joined the Naval Reserve as an HM1... and I do have many stories from the Goat Locker..as related by my Old Man, and Chiefs Kell, Beaird, and Delara.  Thank my Old Man and Chief Kell for the fact that tarps were finally installed on the liberty boats so that the kids didn't have to get wet while going ashore.... Sincerely, Robert M. Winters, Jr. (former 1SG, USAR; HM1, USNR)

Max,   I wanted to let you know that the USS VIRGO (AE-30) Sideboard  @ 15 feet long with the stainless steel or chromed letters is proudly displayed in the US Navy Museum at the US Navy Yard here in Washington, D.C. -- But no one I talked to knew she was the "Reluctant" or the Mister Roberts real life association.  I'm sure someone there must know -- but it was really great to see our ship's sideboard proudly displayed with many other famous ships in a really great museum.   John S. Proctor proctor.john@grayhawksystems.com