THE HISTORY AND INDUCTION OF THE SS TRANSGLOBE INTO THE MARITIME HALL OF FAME
The below history is found in the Summer 2025 Issue of the American Merchant Marine Veterans.
On Jan. 31st 2009 the SS TRANSGLOBE was Inducted into the Maritime Hall of Fame as the most highly decorated merchant vessel of the Viet Nam war.2
Background and Early History of the Transglobe
Transglobe was originally designed for Lykes Brothers Steamship Company as a C-4 cargo ship. She was launched on 9/18/43 in the Sun Shipbuilding & Dry Dock Co., Chester, PA and delivered on 6/30/44. She never entered private service, World War II was ongoing, and the US Maritime Commission acquired her and modified her design to become a troop hospital ship. Only Fourteen of this class (C4-S-B2) were built during that period and all by Sun SB &DD. She was christened the “SS Marine Wolf”.
The C4s were the largest of the Maritime Commission WWII cargo ships, all were single screw, 9,900 SHP, and capable of 17 kts.
World War II Service
By the end of the WW II Transglobe had successfully completed seven convoys from East Coast ports to Southampton and LeHavre successfully transporting over thirteen thousand GIs through the U-boat gauntlet. During April 12 to October 7th, 1945 she was placed in a cross-channel “shuttle service” between LeHarve and Southampton. A Letter of Commendation from Headquarters, Southampton Port of Embarkation, commended her for having made over a hundred crossings, many of which were prior to V-E day during which the threat of enemy submarines and mines were constant. In all she transported over two hundred thousand passengers which included troops, repatriated prisoners of war, reinforcements and a large number of casualties. Her transport records was unsurpassed by any other merchant vessel during WWII. Following the war she was put in lay up in 1946 for 15 years until placed back into service because of the Vietnam War.
The Role of the Merchant Marine in Viet Nam
Early on during the Viet Nam War it became clear that the U.S. was in great need of privately owned ships to supply troops. There was little time for new builds, and so attention was focused on the National Defense Reserve Fleet Mothball Fleet. Several hundred ships that had served this county in WWII were taken out, re-activated and placed back in service. Some like the Transglobe underwent major design changes. The Transglobe would no longer be troop/hospital ship but a Roll on - Roll Off vessel. Her Ro-Ro capabilities included a stern ramp and two side port ramps. The conversion was done at the Alabama Dry Dock and Shipbuilding Company. On July 18, 1962 she began a new career under government charter with Hudson Waterways carrying military cargo between the Brooklyn Army Base – and Bremerhaven, Germany.
On February 12, 1966, Transglobe departed New York under reassignment to Vietnam. Her home port was Naha, Okinawa. She was placed on a three port shuttle-service which included Naha, DaNang and Saigon. With her on this service were two other Ro-Ro vessels, the USNS Comet and the USNS Taurus. All were part of the Military Sea Transportation Service (MSTS)
General Frank S. Besson, Jr., is credited for introducing containerization and RO/RO vessels to support defense U.S. shipping requirements. During his tenure as Commander Army Material Command from 1962 to 1969, during the buildup in Vietnam, and later in his assignment as the chairman of the Joint Logistics Review Board, General Besson had much to do with the successful logistics support of the Vietnam Theater. RO/RO vessels embodied a new concept under which cargo is checked at the point of origin, unloaded onto a trailer-type conveyance, transported to a vessel at the port of loading, rolled into the vessel, stowed, rolled off at the port of discharge, and dispatched to forward destinations."
The RO/RO concept, operated by the Military Sea Transportation Service (MSTS), was combined with the U.S. Army Trailer Service Agency to facilitate the movement of general cargo from Okinawa to support operations in Vietnam. The service began in March 1966 and operated between Okinawa and the three Vietnam ports, Cam Rahn Bay, Saigon, and Qui Nhon; and Bangkok, Thailand. Transglobe was assigned the ports of Saigon and DaNang. Transglobe however was unique among the three vessels in that, she was the only RO/RO vessel serving from the privately owned commercial merchant fleet.
Round trips for Transglobe were typically two weeks. Her two week round trips not only made her a frequently flyer into Saigon, but would earn her the distinction of discharging more cargo there than any other vessel during the War.
The distinction of being a frequent flyer did not go unnoticed by the Viet Cong. Unknown to Transglobe’s crew, plans were laid to sink her in 1968 while underway in the Saigon. If successful, this would not only remove a valuable asset from the MSTS fleet but also tie up traffic during salvage operations. News of this plan was made public in an article appeared in the Master Mates and Pilots Union News Paper in November 1968 which had the following headline: “Ro/Ro Transglobe is Top on VC’s Most Wanted List”.
Lead -Up to the 1968 Tet Offensive
Starting in 1966 US vessels started to come under attack on the Saigon River. Numerous attacks occurred during 1966 to 1968. During this period, The Viet Cong launched more than 40 assaults on ships with recoilless rifles, rocket-propelled grenades, and automatic weapons The most serious was the 08-23-66 sinking of the SS Baton Rouge after contact with several mines during transit on the Saigon River.3 On January 31, 1968, a full-scale offensive began, with simultaneous attacks on five major cities, thirty-six provincial capitals, sixty-four district capitals, and numerous villages.
After a shipyard overhaul in the port of Osaka, during 4/19/68 to 5/3/68, the Transglobe resumed her second year on this run. With her hull cleaned, engines and boilers fine tuned her 8500 HP cross-compound steam turbine would drive her at 19 knts. After resuming service and after making 50 runs on the Saigon River, all without incident, things were about to change for this vessel. The events are recounted now recounted.
Below are excerpts taken from the Personal Journal of author Mellusi combined with personal recollections of others aboard.
05/13/68 Waiting at mouth of Saigon River, Gunfire very heavy tonight – entire sky is lite up.
05/15/68 09:30 we are to be the lead off vessel to proceed up the river. As usual we had six marines aboard to accompany our transit. Three stationed on the bow, three on the stern. Third Officer Willie Wong had the 8/12 navigation watch as we commenced the transit. First Engineer George Boomgaard and Second Assistant Tom Eldredge were below in the engine room at the throttles. At 10:30 the sound of small arms fire was heard which lasted a few minutes. At 11:30 we were at Check Pt 4 on the Long Tau River about 11 miles southeast of Saigon, where the river narrows - a perfect place for an attack.
About noon, Captain, Leon Jean, Chief Mate Nick Ghiz and I were in the wardroom eating lunch. There was a loud noise and a very heavy impact against the hull. I turned to the Captain and said “we’ve been hit”. He said “It’s nothing, eat your meal”. Ten seconds later – another loud impact was felt by all. I looked at him again, this time without saying a word. He said the same thing; “It’s nothing, eat your meal”. Neither the Mate nor I were in the mood for eating , instead we simultaneously bolted out the stbd door onto the main deck, to see what was happening. We had no sooner put out heads out when two more impacts hit the hull along with the sound of machine gun fire from our vessel. We both ran back inside for cover. Captain Jean was now running up the starboard side to the bridge. I went back to the Wardroom, sat down and tried to finish my meal, my hands were shaking. I’m thinking, where is to go? The wardroom seemed the best place as it was on the centerline protected by two bulkheads on each side. But the plating was only about an inch thick. While I was sitting there more machine gun fire was heard. It was from one of our patrol boat that came along side and opened up with machine gun fire towards the shore.
A few minutes later, one of the Marines on the bow came into the wardroom. He asked if there were any casualties. He also said we had taken a few hits up forward and one amidships.
After the watch changed 3/o Willie Wong came back and told us that the first impact on the starboard side, he looked over the side and saw smoke rising from the hull. That was followed by a second hit and when that occurred he looked around realized that he was the only one on the bridge standing, the pilot and helmsman were lying on the deck taking cover. At that point we were moving up the river at 15 kts with no one steering in an area where the river is only about 150 ft wide. Willie asked the Pilot “should we ring up stop” The pilot said “No, keep going”. Willie checked the course, made a correction on the wheel and then got down on the deck. That was how he steered, looking up, looking around, taking quick glances, adjusting the course and getting down on the deck.
I later learned from Third Mate Ed Galston, who stood the 12/4, that he was asleep in his bunk when the first shell hit. He said the concussion knocked him clear out of his bed onto the deck. When he got to his feet he saw a large hole in the hull just above his bunk where he was sleeping. It went completely through the ship existing on the port side.
Later that day after we docked in Saigon and things calmed, I got to talking with another marine, “Vance” who had been on the bow. He said we were very lucky only four shells hit. He also said the VC had fired about 10 more shells but most passed high and over the bridge. He and the other marines on the bow returned fire with grenade launchers and M-14s. They used up all their ammo. He also said the number of attacks on the river had been increasing. It used to average two a month, now it was four per week.
We also later learned the discomforting news that our marine escorts were operating under new orders “not to shoot unless fired upon”. This counter-manded prior standing orders “shoot anything that moves”. The reason was because of an incident in which friendly south Vietnamese regulars who were setting up an ambush for the VC, were accidentally fired upon.
We also later learned the discomforting news that our marine escorts were operating under new orders “not to shoot unless fired upon”. This counter-manded prior standing orders “shoot anything that moves”. The reason was because of an incident in which friendly south Vietnamese regulars who were setting up an ambush for the VC, were accidentally fired upon.
06/15/68 Saigon – just got off watch, we are pierside at our usual berth in Saigon, the V.C. have been launching numerous mortars into Saigon, the most I have ever experienced. Some are landing close to the vessel, exploding 4-5 hundred feet away. It’s a good thing we are departing in about 6 hrs, we heard the VC are planning to throw in about a 100 rockets starting in 20 hrs and that they plan to keep it up for 100 days, each day 100 more rockets .
07/15/68 Saigon - Tied up at our usual berth, we received word that a massive attack would be launched against the City this evening but on further inquiry we learned that rumors of this sort come along about three times a day.
07/31/68 Departed Da Nang without a tug or pilot. The old man became impatient with Navy inefficiency, he decided to depart without permission. The harbor master sent a patrol boat after us, they came along warning him, “next time wait for permission”. Captain Jean was not accustomed to taking orders. On another occasion, while arriving at Vung Tau looking for a location to drop anchor, he became impatient with the typical “challenges” sent from US Naval Vessels on arrival of a ship. In coming vessels would be challenged with a blinking signal light asking “Ship name”- ship Identification. In normal circumstances not a problem but Vung Tau was always crowded and finding a safe place to anchor was at times challenges. On this occasion, Willie Wong was on the 20:00 -24:00 watch with Captain Jean. As we were entering into a crowded area, the signal lights from a Naval Destroyer keep blinking in morse code - What ship –What identification. Captain Jean took our own signal lamp and fired back. “No time to F*** Around”.
08/13/68 at DaNang The entire area is on red alert and concussion grenades are being dropped over the side. I gained a new appreciation for WWII submariners under depth charge attack. I never imagined the sound of a hand held concussion grenade going off unexpectedly in proximity to the hull. I would literally jump two feet off the deck plates.
08/29/68 Anchored at Capt St. Jacques for the entire day and evening. Wonderful weather. Captain Jean allowed a swim call. Some of the crew took advantage and jumped from the main deck. The gangway was lowered. I would have joined but was occupied with repairs on a bow winch. Plan for tomorrow is to head up the river at 07:00.
08/30/68 (Long Tau River about 14 miles southeast of Saigon same Ck Pt. 4)
Today we were under attack coming up the river twice. The VC launched a new weapon, a 122 mm rocket. We left Vung Tau early a.m. I was at the throttle with 1st. Engr. George Boomgard. At 09:00 we felt and heard a heavy impact against the stbd side of the ship. We looked at each other, I said “we have been hit” George said “maybe they are dropping concussion grenades . I replied, not likely while we are underway. The Telegraph had been on full ahead. Several minutes went by, we felt a second impact, then a third and then a fourth. The bridge range up Emergency Full ahead. We were running with 24 nozzles opened, but had more to give. We opened three more and closed off the turbine bleeds. The rpms started to go up slightly. George then opened six more nozzles, that was too much for the boilers, steam pressure started dropping, fuel oil atomizers were pulled and replaced with larger orifices.
At this point 3/E Dick Angerosa came down into the engine room stating one shell hit the crew quarters directly below his room. Angerosa later recounted that he when that shell hit, he was knocked out of his bed. We learned later that after the fourth hit, that 2nd/Engr. T. Eldredge while doing a room check of the crew quarters saw smoke coming out of one of the rooms. On entering he saw AB seaman Ernie Goo lying on the floor in a large pool of blood - both legs almost severed. Angerosa’s room was directly above it. Eldredge grabbed towels to try to stop the bleeding. While attending to him, C/Mate-Medical Officer Nick Ghiz, and 2nd Mate Ed Galston entered. Ernie was still bleeding profusely and in shock. Morphine was administered.
The Helicopter Rescue
The immediate problem was what to do next to save Ernie. The ship’s hospital accommodations were not designed to treat injuries of this severity. There was no place to dock, drop anchor or get Ernie off onto a small boat.
We continued on at about 18 knots. Captain Jean, thinking out of the box, thought it might be possible for a helicopter rescue on the stern ramp. We did not have a helicopter pad and there was no room on the main deck. but if the stern ramp could be lowered horizontally while underway, it could function as a moving platform. This would take considerable skills as there were cables coming down on each side of the ramp at a 45 degree angle, leaving little room for the helicopter blades. Moreover, the copter would have to be moving exactly in speed with the Transglobe.
The plan was put into action. The ramp was lowered to a horizontal position above the water, and the ship was brought to dead slow. About 20 minutes later the copter arrived. Ernie was carried on a stretcher from his room up a stairway and aft to the ramp. The copter slowly maneuvered into position. The plan seemed to be working. But suddenly just as Ernie was being lifted into the copter, machine gun fire erupted shore side from the V.C. Ernie still in a stretcher was placed back down on the ramp, the copter pulled away and the crew sought cover inside the aft deck house. Our Marines began returning fire. Two swift patrol boats came along side and also returned fire. Firing between ship and shore continued for the next 20 minutes as we continued up the river. At a point at which it appeared we were safe, the copter made a another approach. Crewmembers went back to the ramp and this time were able to get Ernie safely aboard. The copter pulled away.
We learned later Ernie was pronounced DOA at a medical facility. We continued up the river with the stern ramp down. We could not get it back up. Transglobe travelling with her ramp down must have been an interesting site, akin to water craft version of 1950’s continental kit on the back of a Pontiac.
We arrived in Saigon with the entire crew on edge only to be confronted by more problems. During docking, we struck the pier which unknown to us put a crack in the bow. That collision also created an alignment problem with a water tight door in a cargo preventing complete closure of the door. That meant reduced watertight integrity during the return trip to Naha with the cargo door open. Finally preparing for departure we realized our propeller fowled on wire, requiring Navy divers to clear it. While in Saigon, Coast Guard, and other military investigators were aboard to investigate the attack on the river. Moral was down. The crew talked about possible safe guards. The question repeatedly asked was, is there any safe place on the ship? It was decided that sand bags were to be brought aboard and set up in the wardroom and on the bridge. That was accomplished while in Saigon.
The trip down the river was uneventful, almost the entire off-watch crew remained in the Wardroom protected by sandbags. 1 ½ days out, things changed, we were now in a Typhoon, with winds 100 mph and rolling to 35 degrees. While on watch 2nd/Mate Galson noticed the ship was down by the head and sluggish coming up. Was it the damaged hull? Captain Jean sent the Bosun down to the forepeak to check for water. We were good, but no hot meals during the storm. It was very difficult to move about and those nicely stowed sand bags were now all over the wardroom.
We continued on at about 18 knots. Captain Jean, thinking out of the box, thought it might be possible for a helicopter rescue on the stern ramp. We did not have a helicopter pad and there was no room on the main deck. but if the stern ramp could be lowered horizontally while underway, it could function as a moving platform. This would take considerable skills as there were cables coming down on each side of the ramp at a 45 degree angle, leaving little room for the helicopter blades. Moreover, the copter would have to be moving exactly in speed with the Transglobe.
The plan was put into action. The ramp was lowered to a horizontal position above the water, and the ship was brought to dead slow. About 20 minutes later the copter arrived. Ernie was carried on a stretcher from his room up a stairway and aft to the ramp. The copter slowly maneuvered into position. The plan seemed to be working. But suddenly just as Ernie was being lifted into the copter, machine gun fire erupted shore side from the V.C. Ernie still in a stretcher was placed back down on the ramp, the copter pulled away and the crew sought cover inside the aft deck house. Our Marines began returning fire. Two swift patrol boats came along side and also returned fire. Firing between ship and shore continued for the next 20 minutes as we continued up the river. At a point at which it appeared we were safe, the copter made a another approach. Crewmembers went back to the ramp and this time were able to get Ernie safely aboard. The copter pulled away.
We learned later Ernie was pronounced DOA at a medical facility. We continued up the river with the stern ramp down. We could not get it back up. Transglobe travelling with her ramp down must have been an interesting site, akin to water craft version of 1950’s continental kit on the back of a Pontiac.
We arrived in Saigon with the entire crew on edge only to be confronted by more problems. During docking, we struck the pier which unknown to us put a crack in the bow. That collision also created an alignment problem with a water tight door in a cargo preventing complete closure of the door. That meant reduced watertight integrity during the return trip to Naha with the cargo door open. Finally preparing for departure we realized our propeller fowled on wire, requiring Navy divers to clear it. While in Saigon, Coast Guard, and other military investigators were aboard to investigate the attack on the river. Moral was down. The crew talked about possible safe guards. The question repeatedly asked was, is there any safe place on the ship? It was decided that sand bags were to be brought aboard and set up in the wardroom and on the bridge. That was accomplished while in Saigon.
The trip down the river was uneventful, almost the entire off-watch crew remained in the Wardroom protected by sandbags. 1 ½ days out, things changed, we were now in a Typhoon, with winds 100 mph and rolling to 35 degrees. While on watch 2nd/Mate Galson noticed the ship was down by the head and sluggish coming up. Was it the damaged hull? Captain Jean sent the Bosun down to the forepeak to check for water. We were good, but no hot meals during the storm. It was very difficult to move about and those nicely stowed sand bags were now all over the wardroom.
09/3/68
Pier side at our usual dock in Naha. More sand bags came aboard. These were placed in the engine room at the main operating console and more were added on the bridge. A copy of Stars & Strips in the Wardroom described how Army ordinance experts who combed the area where we were hit found debris from shells fired on us. Apparently the VC were using a new type of rocket carrying 150 lbs of TNT adapted from a Soviet 122 mm rocket. It was describes as being capable of putting a hole in the ship large enough to drive a truck. Its effective ranges was supposed to be 300 yards.
09/17/68 Departed Saigon at 08:30, there was action at checkpoint #5, this time most of the shooting was from Transglobe.
Guarding the Gauntlet
In October,1968 Time Magazine published an article entitled “Guarding the Gauntlet” which describe Merchant Vessels under attack on the Saigon River. Here are some relevant excepts;
“The speed and scope of the allied response in Viet Nam underlined the crucial importance of keeping the Long Tau open. Though airlift supply has achieved remarkable results, 98% of all allied war matériel still enters Viet Nam by sea, and a third of this total is unloaded at Saigon by ships that must run the Long Tau gauntlet.
Protecting the channel is a dirty job. It flows through the nauseous swamp called the Rung Sat (Killer Jungle), now more than 50% devastated by defoliating agents, but still dense enough to serve as a haven for an estimated 800 V.C. troops. Because the narrow Long Tau could easily be blocked, the Viet Cong have been trying hard since the beginning of the American buildup in 1965 to do precisely that. “If a ship the size of the Kalydon could be sunk in the middle of the river at that point, we’d be up to our necks”. Estimates are that it would take anywhere from two to six months to reopen the channel. The U.S. command simply cannot afford to have that happen, since eight to ten large supply ships chug up the channel every day.
Equally aware of the Long Tau’s importance, the Communists have stepped up their attacks from six in 1967 to 37 so far this year. Recently the enemy launched a so-called from a “Flying Trashcan” missile, adapted from a Soviet 122-mm. rocket, at the freighter Transglobe. The first Trashcan missed, but its appearance was ominous confirmation of the Viet Cong’s continuing determination to block the Long Tau.”
Protecting the channel is a dirty job. It flows through the nauseous swamp called the Rung Sat (Killer Jungle), now more than 50% devastated by defoliating agents, but still dense enough to serve as a haven for an estimated 800 V.C. troops. Because the narrow Long Tau could easily be blocked, the Viet Cong have been trying hard since the beginning of the American buildup in 1965 to do precisely that. “If a ship the size of the Kalydon could be sunk in the middle of the river at that point, we’d be up to our necks”. Estimates are that it would take anywhere from two to six months to reopen the channel. The U.S. command simply cannot afford to have that happen, since eight to ten large supply ships chug up the channel every day.
Equally aware of the Long Tau’s importance, the Communists have stepped up their attacks from six in 1967 to 37 so far this year. Recently the enemy launched a so-called from a “Flying Trashcan” missile, adapted from a Soviet 122-mm. rocket, at the freighter Transglobe. The first Trashcan missed, but its appearance was ominous confirmation of the Viet Cong’s continuing determination to block the Long Tau.”
01-20-69
Pierside DaNang - the port was under attack, all vessels were ordered to sea. The Transglobe remained and continued operations due to high priority cargo.
11/14/69 Captain Leon Jean was awarded the Merchant Marine Meritorious Service Medal for his handling of the vessel on these occasions under extremely hazardous conditions and in keeping with the highest traditions of the U.S. Merchant Marine. The award was presented in Saigon by Ambassador Ellsworth Bunker on behalf of MA Administrator A.E. Gibson. It was the first time a shipmaster was presented with this Medal during the Viet Nam War.
Non Combatant Event Worthy of Mention
Typhoon Elaine – 10/08/1971
Typhoon Elaine – 10/08/1971
Soon after departure from Saigon and home bound for Naha, Transglobe fought a battle not with the Viet Cong but with the forces of nature. The 1971 Pacific typhoon season was an extremely active season that featured the second highest typhoon count on record. According to the United States Joint Typhoon Warning Center, the 1971 season was the most active season since 1967, with a total of 35 tropical storms. This was the background that brought Transglobe into Typhon Elaine. Her winds and waves were so ferocious that Transglobe was tossed 100 miles off course. This proved however to have been a life saving event for the Chinese fishing vessel Chi-Shing Tan No.1. While Transglobe and her crew were battling winds and waves they came upon this vessel in distress with 71 crew aboard. Her crew, on seeing the Transglobe approaching began jumping overboard with lifejackets.
Capt. Jean ordered life saving operations to commence. Cargo net rope ladders were secured over the side of Transglobe. Over the next several hours he maneuvered and maintained Transglobe in close proximity to the fishing vessel to allow the Chinese crew to climb up the rope ladders onto our main deck. The engine room answered over 65 bells on the Engine order telegraph. For non-mariners that meant 65 signals to the engineers to either speed up, slow down, reverse, go ahead or stop.
This was truly a day of good fortune as the entire crew were brought aboard and rescued. During the next 36 hours the crew were given first class treatment which included plenty of food and time to rest. In addition a collection of money gather by the Transglobe crew were presented to them. It was initially refused but finally accepted.
Transglobe next headed to the Port o f Kaohsiung, Taiwan, where the rescued sailors were taken ashore. In return, fruit, beer and other items were brought aboard the Transglobe as tokens of gratitude.
Before TransGlobe departed, a flag was presented to Capt Jean and his crew which thanked them for their heroic actions in savings the lives of 71 fisherman. In addition a letter was also presented which stated the following.
Capt. Jean ordered life saving operations to commence. Cargo net rope ladders were secured over the side of Transglobe. Over the next several hours he maneuvered and maintained Transglobe in close proximity to the fishing vessel to allow the Chinese crew to climb up the rope ladders onto our main deck. The engine room answered over 65 bells on the Engine order telegraph. For non-mariners that meant 65 signals to the engineers to either speed up, slow down, reverse, go ahead or stop.
This was truly a day of good fortune as the entire crew were brought aboard and rescued. During the next 36 hours the crew were given first class treatment which included plenty of food and time to rest. In addition a collection of money gather by the Transglobe crew were presented to them. It was initially refused but finally accepted.
Transglobe next headed to the Port o f Kaohsiung, Taiwan, where the rescued sailors were taken ashore. In return, fruit, beer and other items were brought aboard the Transglobe as tokens of gratitude.
Before TransGlobe departed, a flag was presented to Capt Jean and his crew which thanked them for their heroic actions in savings the lives of 71 fisherman. In addition a letter was also presented which stated the following.
We the 71 crew men of the fishing boat, were fortunate to have been saved from the stress and given food, shelter and money. We feel that we do not deserve such a large amount of money. You have given us back our lives. We do not know how to repay you for your such kindness. We are deeply grateful.
Respectfully, the crew of the Chi-Shing Tan No.1
Conclusory Remarks
A ship is made of steel and other inanimate objects/ Over time she comes to life under the spirit of her crew. If a seaman is fortunate enough to have served on a vessel long enough to consider her his home, takes part of the collective spirit of all who served aboard her he finally signs off.
The SS Transglobe ran the shuttle run for sever years 1966 to 1973. During that time hundreds of seafarers home-steaded this vessel and contributed to her outstanding mission in delivering more cargo to Viet Nam than any other vessel. She was not only a home to her seafaring officers and unlicensed crew but also to the officers, NCOs and enlisted service members of the 2ND Logistics Command. Under the this Command were those I refer to as our “riding crew” who were quartered in a trailer on our main deck and who rode with us to Da Nang and Saigon and who skillfully operated the Walter Tractors to haul trailers in and out of the cargo spaces. One of my (Mellusi) engineering responsibilities was to open and close the hydraulic doors, and raise and lower the ramps to access the cargo spaces. This allowed me to witness the unbelievable driving skills exhibited by the tractor drivers in maneuvering trailers into extreme close quarters in the holds to avoid any wasted space.4 They literally packed the holds like a can of sardines. Equally worthy of recognition were the longshore gangs of the 412 Transportation Company who lashed and secured our cargo so expertly that never once did we experience loose or shifting cargo in any of the Typhoons encountered.
Unfortunately and due to a lack of any crew lists, the authors have been able to create only a very small list of persons who served on this vessel during the Viet Nam era. A web site honoring this vessel is located at www.Transglobe.com. The site invites all who served aboard in any capacity to memorialize their recollections.
The SS Transglobe ran the shuttle run for sever years 1966 to 1973. During that time hundreds of seafarers home-steaded this vessel and contributed to her outstanding mission in delivering more cargo to Viet Nam than any other vessel. She was not only a home to her seafaring officers and unlicensed crew but also to the officers, NCOs and enlisted service members of the 2ND Logistics Command. Under the this Command were those I refer to as our “riding crew” who were quartered in a trailer on our main deck and who rode with us to Da Nang and Saigon and who skillfully operated the Walter Tractors to haul trailers in and out of the cargo spaces. One of my (Mellusi) engineering responsibilities was to open and close the hydraulic doors, and raise and lower the ramps to access the cargo spaces. This allowed me to witness the unbelievable driving skills exhibited by the tractor drivers in maneuvering trailers into extreme close quarters in the holds to avoid any wasted space.4 They literally packed the holds like a can of sardines. Equally worthy of recognition were the longshore gangs of the 412 Transportation Company who lashed and secured our cargo so expertly that never once did we experience loose or shifting cargo in any of the Typhoons encountered.
Unfortunately and due to a lack of any crew lists, the authors have been able to create only a very small list of persons who served on this vessel during the Viet Nam era. A web site honoring this vessel is located at www.Transglobe.com. The site invites all who served aboard in any capacity to memorialize their recollections.
1 This History and Induction appears in the Summer Edition 2025 of the American Merchant Marine Veterans News Magazine.
2 The Plaque reads “SS Transglobe (ex SS Marine Wolf) Most Decorated American Merchant Vessel in Vietnam War. 2 Awarded Four Battle Stars and the Purple Heart with Three Clusters.
3 On August 26, Baton Rouge Victory was attacked by two 2,400-pound limpet mines while proceeding along the Lòng Tàu River, about 22 miles (35 km) southeast of Saigon.[17] The explosions killed seven American civilian sailors on board and tore a 16-by-45-foot (4.9 by 13.7 m) hole in the ship's hull, forcing the captain to run the ship aground to avoid sinking and blocking the shipping channel.
4 Our research has failed to locate any mention in the “Walter Tractors”, or their drivers or Unit to which assigned. The photo of the those tractors taken in DaNang may be the one extant.