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

NWP 4-01.4a. The conning officer of the control ship mayneed to carry some degree of relatively steadyrudder angle to maintain the prescribed course.b. The conning officer(s) of the ship(s) maintainingstation alongside the control ship mayneed to carry some degree of rudder angle; inmany instances, he/she (they) may also needto steer a slightly different heading from theprescribed course to maintain the proper distancebetween ships.The need for and the degree of rudder angle that thereceiving ship carries depends, principally, on the location(s)of the STREAM receiving station(s) relativeto the ship’s center of rotation (pivot point). Once allSTREAM rigs have been tensioned, the receiving shipcan usually maintain the proper distance between shipsusing fewer rudder-angle and engine-order changesthan she would use with the Burton method, which appliestransient side force to the ships. An exception isthe tension/detension method of transfer with STREAM,which applies and releases side force suddenly and repetitively.This method will require prompt and frequentrudder changes.A control ship with receiving ships hooked up onboth sides will probably carry a different amount ofrudder angle than when she has only one receiving shipalongside. When STREAM rigs are used and two receivingships are alongside:1. Both the control ship’s conning officer and herhelmsman must be prepared for rudder-anglechanges when a STREAM rig on one side is initiallytensioned and finally detensioned, while replenishingcontinues to the ship on the other side.2. The control ship’s conning officer must alsoalert the conning officer of the ship continuingalongside to be prepared for a possible change inthe amount of rudder angle carried, when aSTREAM rig to the ship on the other side istensioned or detensioned.A greater amount of rudder usually is required whenships ride closer together than 80 feet (24.3 m). As a resultof such increased rudder, speed is reduced. Thiscomplicates the problem of maintaining station. Shoulda steering casualty occur at such a time, the possibilityof being “drawn in” by the combination of screwsuctions, the pull of tensioned lines, and excessive useof rudder will increase the probability of collision.CAUTIONWhen loss of steering control is reported orsounded, the commanding officer andconning officer should determine as quicklyas possible the position of the rudder anddirection the ship is heading in relation to thereplenishment course, before automaticallygiving a rudder command.2.2.9 Coordination Between Ships. It is imperativethat communications and liaison be maintained betweenrespective conning officers. Bridge-to-bridgephones are essential for this purpose. If the control shipchanges course or speed or encounters difficulty in steering,the approach ship must be notified immediately.The conning officer of the approach ship must connfrom a position where he/she can observe his/her ownship’s heading, the rudder-angle indicator if installed,and the relative motion of the two ships. Only experiencedhelmsmen and throttlemen should be used. Ordersshould be given to the helmsmen by actual course,in degrees or in half degrees. This should enable theconning officer to maintain proper distance betweenships and adjust his/her relative fore-and-aft positionwithout resorting to radical changes in course or speed.A large combatant coming alongside a supply shipmay cause the speed of the supply ship to be reduced byas much as 1 knot. The supply ship must make compensatoryspeed changes to prevent disruption of the formation.Such speed changes must be coordinated withships alongside.2.2.10 Departure Procedures1. The approach ship hoists PREP at the dip, 15minutes before disengaging (Figure 2-2).2. The approach ship hoists PREP close up, whendisengaging at the last transfer station.3. The approach ship increases her speed moderately(3 to 5 knots), and clears ahead and away.4. The approach ship directs a course outboard insmall steps of 2° to 4°.2-10 ORIGINAL