UNDERWAY REPLENISHMENT NWP 4-01.4 - Historic Naval Ships ...

NWP 4-01.4orders of the conning officer. He shall assist asnecessary in the event of a steering casualty andwill have no other duties while assigned.3. Assign an E-6 or above as after steering safetyofficer. Whenever feasible, a commissioned lineofficer should be assigned. He shall have thesame qualification standard as the ship controlsafety officer. The after steering safety officershall ensure all orders received from the bridgeare properly executed by all watchstanders in aftersteering.NoteThis requirement does not apply to shipclasses that do not have a secondary controlstation in after steering.4. Ensure that personnel assigned to steering controlstations are PQS qualified (as appropriate)and are thoroughly familiar with steering casualtycontrol procedures. All ship control watchstandersare to be final or interim PQS qualified,when standing watch during restricted maneuveringevolutions. If interim qualified, a finalPQS-qualified watchstander shall be presentwith no other duties except to supervise and takeover as necessary in the event of an actual emergency.When one interim PQS-qualified watchstanderis being trained, all other ship controlwatchstanders must be fully qualified.5. Keep after steering continually informed of theprogress of the evolution, with particular attentionto course and speed changes. To this end,dedicate a circuit to ship control functions. Donot overly burden the phone talker assigned tothis circuit with added responsibilities.6. Keep substitutions of watch station personnel toa minimum consistent with operational requirementsand available resources.7. Conduct training with qualified supervisors only.NoteEnough emphasis cannot be placed on thequalifications of personnel assigned to steeringcontrols, the physical condition of personnelinvolved, and the material conditionof the steering equipment.A small amount of rudder is usually necessary formaintaining station alongside. The rudder angle tocarry will vary with the following factors:1. Sizes and loads of ships2. Sea and wind conditions3. Replenishment speed4. Distance between ships5. Location(s) of transfer station(s)6. Transfer rig(s) employed.When the STREAM rig is used, conning officers ofboth ships should agree on a minimum distance betweenships considered safe for the receiving ship whentension is first applied. The conning officer of the controlship makes the recommendation, considering wind,sea, and the location(s) of the rig(s). In no case shall theships be closer than 140 feet (42.7 m) when initiallytensioning (see Figure 2-3). The conning officers ofboth ships should again agree on a minimum safe distancewhen finally detensioning.CAUTIONThe delivery ship’s bridge must notify thereceiving ship’s bridge when initial rigtension is to be applied and when final rigtension is to be released. Joint concurrencefrom both bridges is required.Conning officers must be aware of the effects ofSTREAM rig operations upon their ships:1. Conning officers of ships receiving a STREAMrig must be constantly alert to avoid being drawnin toward the control ship while maintaining stationalongside. This applies especially to destroyersand shallow-draft ships.2. Conning officers of the control ship and the approachship(s) must be constantly alert for therelatively instantaneous impact on ships’ headingsat the moments when a STREAM rig istensioned and detensioned.3. After all STREAM rigs have been tensioned:2-9 ORIGINAL