Hemitrochus

About

Completed 1959 as San Emiliano for Eagle Tanker. 1959 purchased by STUK. 1965 renamed Hemitrochus. 12-10-1977 arrived Kaohsiung for scrap.

Information
Also known as
San Emiliano
IMO number
5309645
Call sign
GCDH
Construction number
1273
Tonnage
19.349 ton
Beam
21m
Length overall
169m
Year of construction
1959
Year of renaming/broken up
1977
Service for Shell
1959 to 1977
Cargo
Class
Flag state
Home port
Manager
Shipyard
Status
Photo(s)

Comments

Sailors

Name Job Period Details
Noel Anthony Ra... 2nd mate 1960 to 1961
Ronald E Tait Orkney catering boy/galley boy 1964 to 1965 Yes this is another error the SanEmiliano and the Hemitrochus are the same ship,name was changed when Shell Tankers took over Eagle Oil..
Michael Parr crew messman 1964 to 1965
Brian E. Foster deck apprentice 1964 to 1965
Ian M. Bromley deck apprentice 1964 to 1965
Alan Watson deck apprentice 1965
Michael Parr crew messman 1966 to 1967
Stewart Mccormick 3rd mate 1966
David Tucker junior radio officer 1967 to 1968
John Bruce 3rd mate 1967 to 1968
Thomas Griffiths deckhand (d.h.u.) 1967 to 1968
Graham Walden 2nd engineer 1967 to 1968
Alan Maison efficient deckhand 1968
Noel McConnell apprentice engineer 1968
Martin Winn radio officer 1968 to 1969
David Heron crew messman/ass steward 1969
David Beeston apprentice engineer 1969
Robert Mcclune catering boy/galley boy 1969
David Atkinson radio officer 1969 to 1970
Graham Walden 2nd engineer 1969
Tony Fowler galley boy 1969 to 1970 1st trip
Peter Torley fireman/greaser 1969
William Early junior ordinary seaman 1970 to 1971
Roy Philpott radio officer 1970 to 1971
Tony Mcnally catering boy 1970 to 1971
Herbert Rintoul able seaman 1970 to 1971
David Beeston apprentice engineer 1970
Dave Cooper deck cadet 1971
Roger Duke 2nd engineer 1971 to 1972
Alan Campion 5th engineer 1971 to 1972
Malcolm Foster 5th engineer 1971 to 1972
Gavin Hair 2nd steward 1971 to 1972
Malcolm Mac Donald 5th engineer 1972 to 1973
Ronald Thomas efficient deckhand 1972 to 1973
Douglas M.C. Renton master 1972
William Wade navigation cadet 1972
Steve Czerwionka 4th engineer 1972 to 1973
Christopher Strug gp 1 1972 to 1973
Lyndon R Davies galley boy 1972 1st trip
David Mcneil apprentice engineer 1973
Peter Armstrong 5th engineer 1973
Derek Jones cabin boy 1973 to 1974
Robin Spencer deck cadet 1973 to 1974
Chris Spencer 2nd mate 1973
Dave Clarke galley boy 1973
Matthew Jamieson 5th engineer, 3rd engineer 1973 to 1974
Ian Bishop 5th engineer 1974 to 1975
Nigel Campbell deck cadet 1974
Charlie Moreland 5th engineer 1974
Phil Gosling radio officer 1974
Philip Goss 5th engineer 1974 to 1975
Roy Robertson 3rd mate 1974
John McSheffrey deckhand 1975 to 1976
Anthony Frederi... fireman 1975
Dave Walker fireman/greaser 1975 to 1976
Francis Geary engineer cadet 1975
Robin Campbell-... 2nd engineer officer 1975
Ian Coulman chief officer 1975
Nigel Sharrock 5th engineer 1975
Graham Cheyne engineer cadet 1976
Steve Roberts 5th engineer 1976
Derek Cumming deck cadet 1976
Christopher Hornby 2nd engineer 1976
Cliff Funnell deck cadet 1976
Peter John Eastick chef kok 1976
Thomas Malcolm ... 3rd engineer 1976
Andy Willmore 2nd mate 1977
Guy Pracy deck cadet 1977
Lucy Knight radio officer 1977
John Mills efficient deckhand 1977
Nick Hall-stride engineer cadet 1977
Nigel Campbell 3rd mate 1977
Graeme Lawrence deck apprentice 1977
John Mills deckhand 1977

Anecdotes

Date Visitor Anecdote
10/19/2016 - 07:04 Rob Mcclune

My first and only deep sea voyage, round the world on one trip. I\\\'m not sure of the date possibly 1968 or 1969 don\\\'t have my sign on book handy.
I was 16 at the time after a training session at Gravesend merchant navy school, I still have my training book.
I had a great time on the ship even though it was only a 4 or 5 month trip.
Being a tanker we never got to stay tied up more than a couple of days, and going through the panama canal was great. I did one more trip, middle trade including Italy, Sweden, Norway then back to Scotland and finally spent a few months on the ferries. A fairly short life on the ocean.

06/28/2013 - 17:48 Lucy Knight

Lucy Knight Was on the Hemitrochus on her last trip to Kaoshiung (5 1/2 months) as the Radio Officer. She arrived at the scrap yard 12-10-77 after a final lube oil run (HongKong, Thailand and Singapore). During that trip she had a fire in her main boiler and over 100 tubes burnt out which the engs had to fix at sea. The old Marconi Raymark radars continually played up.

08/18/2012 - 09:13 Tony Mcnally

I remember Bob Jenkins, and Doug Proctor,both in their 23+, I was a young catering galley boy aged 15, the pair of twats barged into my cabin after midnight,and beat me half to death.I returned home DBS,after treatment in Curacao.

07/06/2009 - 11:58 David Mcneil

With regard to seafaring life one story I have never forgotten concerns the ruined lunch.
Seafarers, like other men, need and enjoy good food. Whether it be steamed puddings in the Panama or a forced salad in the North Sea we all needed our "scram" and enjoyed it properly when we could.
Steaming in the direction of Singapore from Vietnam we were, one morning, in a brisk following sea. The ship was on tank clean operations and I was on deck work. I took a short break on the bridge.
The sound powered telephone wailed as the engine room notified that soot was about to be blown. These deposiits would have made a mess of the deck so, according to procedure, there was a course alteration.
On the bridge that day was a young deck apprentice who by this time was very experienced. He took the call and notified the Third Mate. Sweeping aside the chart room curtain he promptly told the apprentice "starboard ten".
The apprentice told him of his concerns regarding the following sea which was on the starboard quarter but was with madrigalean directness dismissed the while being reminded that his job was to follow orders and not to think.
The apprentice disengaged the autopilot, put the helm over, re-engaged the pilot and calmly stated "ten starboard on."
As the ship came about the outcome was quite clear. The ship rolled to starboard, stopping for a lingering moment before rolling to port into the trough that followed the aforesaid wave. Secure in the clasp of the bridge wing taffrail I watched the sea roll up to meet me. The angular momentum of the roll, typical in these vessels because of their tendency to be over stable, had dreaful consequences for the anticipated luncheon.
From aft came a shout, followed by a crash which disturbed the calm of that eastern sea. This was followed by a stream of skillfully voiced invective as impressive as much for its content as for the uninterrupted delivery which ran for twenty seconds. Silence followed. It was during this period that the Third Mate, Stottie as he was known to us, realised that he should have warned the galley to rig the fiddley bars on the range whose intended function was to prevent the premature destruction of any meal during foul weather.
Stottie was not his usual bouncey self that lunchtime. Walking into the saloon he was subdued if not crestfallen. He was rather like a deflated Bagpuss whose nap in the washing machine had been catastrophically interrupted by the insult of the rotating drum followed by the injury of inrushing water. Stottie resembled this Bagpuss in that both had injured pride to repair.
The lunch had been hastily re-constructed but the pudding or "duff" was intact since it had been steaming in the citadel of a galley steamer all morning. It was served with little ceremony along with a hastily made sauce, the intended one having been discarded along with soup, entree, main course, vegetables and gravy that had been the originally intended fare.
Stottie ate in silence. There may have been commiserations offered but dark things were no doubt expressed in other places. The vindicated apprentice sat with me at our table. Stottie had the company of a Fourth Engineer possessed of a dry quick wit.
Stottie was very popular and I remember him with great fondness. He told us one evening how, during one trip, his parents told him by letter that they had moved house. Directions were, for some reason, not conveyed.
Stottie arrived at Heathrow and, knowing a watering hole roughly equidistant from the two dwellings, parked the hired vehicle and wandered in.
He was welcomed as usual and then he made to ask directions to the new abode. Asked casually who he was visiting he replied that he lived there. There was a brief silence after which directions were forthcoming followed by enquiries after his well-being.
Such stories as these form the stock-in-trade of American comediennes who use similar material to describe the dubious methods by which they discard their offspring.
Stottie had that wonderful and disarming ability to "take the mickey" out of himself. I came to learn that this is the most effective defense against anyone who would target others with ridicule.
I flew home from Singapore with the young apprentice who was as funny as he was engaging. We arrived in the middle of the three day week that some view as the worst legacy of the Heath government.
So many other things happened on that trip. Some of us encountered the Naked Pilot but that, as they used to say in never-never land, is another story.