REPLENISHMENT AT SEA

[Music] see power is a basic ingredient of national strength and mobility is a basic ingredient of C power mobility means being able to go wherever needed on short notice it also means being able to remain under way for extended periods without being dependent on fixed bases all this is possible of course because the needed supplies can be delivered underway replenishment at sea gives the Navy maximum flexibility in this film you will see some of the basic elements of replenishment at sea with emphasis on details of importance to officers on both delivering and receiving ships if there's one thing that alone could be called the key to successful replenishment it is advanced planning for the officer in tactical command and the underway replenishment group commander planning for this operation was begun when the schedule was promulgated this resulted in an op order for this replenishment now with the replenishment scheduled to begin tomorrow morning the OTC originates a message directing the order in which ships will go alongside he will also prescribed the replenishment formation and the tentative course and speed taking into account any recommendations he may have from the underway replenishment group commander this is the most common formation with replenishment ships in a line abreast in one or more service lines destroyers screen the formation while waiting their turns alongside the guide is normally the ship in this station a few hours from now the OTC will announce the course to be used for the operation weather permitting that Task Group may maintain course toward the next replenishment rendezvous more common is a course which puts the wind and sea about 10 degrees on the barrel if the wind and sea are not from the same direction and are moderate the best course is into whichever one is dominant in any weather and particularly in heavy weather a downwind course may be used within a few hours the replenishment group will be joining up with the task group meanwhile the supply ships are hard at work a single day's operation may involve handling close to a thousand tons of stores here to advanced planning is crucial the location on deck for each item must be specified in advance so the cargo will be properly arranged on the basis of the order of ships alongside stations to be used and so forth rendezvous between the two groups of ships often takes place at night by now the crew of each supply ship has already put in hundreds of man-hours this picture by itself explains why last-minute changes cannot be made easily prior to use all gear and rigging must be thoroughly inspected for safety it is mandatory that every piece of gear which is frayed cracked or damaged to be replaced before the operation begins well in advance the delivering ships were notified as to the rig capabilities of the receiving ships and what stations would be manned in comparison the receiving ship has few preparations to make but the steps here are no less important if possible the ship's officers should have held a planning conference with their counterparts from the supply ships before leaving port to ensure that all hands are thoroughly familiar with their jobs training should have been given that every opportunity the routes for striking down supplies must be laid out in advance when breaking out the gear it's a good idea to check the replenishment at sea publication it contains a checkoff list of all the equipment that should be on hand checking the sound powered bones in advance does not take long and it can save a good deal of aggravation later as far in advance as possible the supply ship should be notified of any special requirements such as the number of movies to be exchanged or the need for personnel transfer if scheduled to replenish at a later time the supply officer of the receiving ship should complete and submit the requisitions for the next replenishment ordering this far ahead ensures that the replenishment force has the time they need to process order schedule and load for the next operation Romeo at the dip on the delivering ship means she is steady on replenishment course and speed and is making preparations to receive the customer ship alongside the receiving ship may take stand by station before starting the approach this station is 500 yards astern of the alongside position for destroyers and smaller ships the alongside distance should be from sixty to a hundred feet greater distances are used for larger ships or for heavy weather operations the receiving ship flies Romeo at the depth meaning I am ready to come alongside on the delivery ship Romeo close up indicates I am ready to receive you alongside on the receiving ship Romeo close up I am commencing my approach for the approach and the entire time alongside the most experienced men should be at the ship control stations the delivery ship normally sends over the first line except when the receiving ship is an aircraft carrier a red helmet and Jersey identifies the line throwing gun crew both ships pass the warning standby for the shot line All Hands take cover signals are exchanged between the two ships by whistle or bullhorn all orders to the helm are given as course to steer in degrees as steer one-five-zero it may be necessary to carry some rudder because of the effects of hull wash our wash is a result of the pressure changes that occur in the water around a moving ship pressure builds up ahead and astern and a suction is created on each beam as a result of this effect a ship alongside tends to be drawn in a position on bow or quarter can prove dangerous quick rudder action may be required by the smaller ship to counteract the hull wash in this position the amount of rudder necessary to overcome the hull wash varies with the size of the two ships distance between them their speed and sea conditions this effect is increased in shallow water the telephone and distance line must be kept taut by hand tending aboard the receiving ship so as to reflect actual distance between ships a number of different types of rags are available for transferring cargo at sea in this film we will discuss only a few the Highline is the most common rig for transferring small loads it consists of an alcohol to the receiving ship and in haul or back haul to the delivering ship and the Highline the Highline is used for small loads such things as mail movies and personnel however for personnel transfer the wire ropes must be replaced with Manila and winches may not be used the house fall rig is used when the receiving ship does not have a winch available at the replenishment station the inboard transfer whip is roved to a boom or kingpost then to the heel block and to a winch the outboard transfer whip is rolled first to a high point on the receiving ship then over to the delivery ship down to the heel block and to another winch control is entirely in the hands of the delivery ship the winches can be operated by a single man or by two men the receiving ship need provide only an attachment point the house fall rig handles loads up to 2500 pounds the Burton rig is preferred when the receiving ship has a winch available one width is roved to a high point on the delivery ship to the heel block and then to a winch the other whip is Rove to a high point on the receiving ship to a fairlead or healbot and then to the winch it's important to note that whatever method is being used the lines must always have a catenary that is a SAG as you see here if winch operators permit the lines to become too taut gear may be damaged or lines may part the advantages of the Burton rig are better control and load capability up to 3,500 pounds modifications of this basic rig can be used for transferring loads up to six tons some service force ships now are equipped to use the constant tension Highline method tension is maintained by a hydraulic ram or by a heavy counterweight housed inside a king post using this device control of the Highline is less critical the constant tension method is especially suitable for handling heavy or delicate loads under adverse weather conditions another method that also requires special equipment is the fast automatic shuttle transfer system it is intended primarily for transferring missiles but cargo loads can be handled as well pneumatic equipment aboard the ammunition ship controls movement of the trolley shock absorbers slow the trolley without jarring the sensitive missile with fast a skilled crew can transfer missiles at the rate of one every 90 seconds regardless of the cargo transfer method used the general procedures for the operation are the same whenever classified documents are to be transferred the receiving ship is given word over the bridge to bridge circuit the appropriate officer is then notified so he will be standing by when the material arrives items such as narcotics and medicinal alcohol are handled the same way the necessary receipt must be signed and returned promptly empty nets and pellets are sent back about every fifth net load 15 minutes before completing the operation the receiving ship hauls prepped to the depth on the outboard side when the last stores have been transferred and the rig is being disengaged prep is closed up only small changes in course and speed are used while clearing the side let's consider refueling two things must be completed before going alongside the oiler the ship must be d ballasted and the existing fuel load must be balanced a thorough knowledge of the effects of D ballasting on the ship's stability is essential Thanks having the most effect on stability should be emptied last and filled first balancing the fuel load means distributing the onboard fuel in the tanks so that about the same amount of fuel will be required for filling at each receiving station Fleet Oilers in addition to their loads of black oil of gas and jp-5 also carry a deck cargo of drummed lubricants and cylinder gas requests for any deck cargo should be made at least one hour prior to coming alongside the most common means for refuelling at sea is the span wire method the hose is supported by a span wire rigged from the oiler to the receiving ship three separate winches are used by the oiler to maintain control of span wire and fuel holes throughout the operation a distance between ships of sixty to a hundred forty feet should be maintained heavy weather rigs permit opening the distance further on some destroyers and smaller ships the end of the fuel hose is led into the fuel trunk and lashed in position with this arrangement when fueling is completed the oiler blows air through the hose to clear out the excess oil and then takes a back so there will be no spillage when the hose is removed this process takes about three minutes the crew must understand that the fuel hose must not be removed until the blow down and back suction have been completed in unwitting the hose is first slacked off then hauled in by the oiler it is important to note that the hose must be completely recovered before the span wire is released on most larger ships and on some destroyers a different method is used a short piece of hose on the receiving ship is connected to a flange fueling connection at the other end is a quick-release coupling called the rob coupling with this type of fitting no blowdown is necessary in some refuelling operations the span wire rig cannot be used this is normally the case when the receiving ship is smaller than a destroyer type or when the delivering ship is other than a fleet oiler for this the Colson rig is employed since a span wire is not used the hose cannot be run out very far and the ship's must remain close together the closing method is not suitable during heavy weather finally there is the probe method of underway refueling at the end of the hose is a special nozzle or probe the probe remains closed until it is mated and locked in the receiving head using this method time for rigging and unring is reduced to a minimum time alongside is little more than the time actually required for transferring the fuel the usual methods for replenishment at sea require ships to operate that very close quarters there is however one method for which this is not necessary vertical replenishment using a helicopter to affect the transfers on most ships stores for vertical replenishment are broken out first later there will not be room on deck for moving cargo act maximum weight allowed on each load depends on such factors as type of helicopter its fuel load and weather conditions part of the necessary advanced preparation is the development of a loading plan which specifies the weight of each pallet and its position on the deck and excessive load could cause loss of control of the helicopter the helicopter platform on the delivery ship as well as the drop area on each receiving ship must be prepared for flight operations obstacles like the Flagstaff must be removed the area must be thoroughly policed to remove any loose items a little thing like this could become a dangerous weapon it's blown about by a helicopter air stream on destroyers at gun mounts are trained afore chips and barrels depressed here's the proper uniform for all crew members who will be working in the drop area helmets strapped on collars and sleeves button and all loose articles removed from clothing goggles are required for anyone will be directly exposed to the helicopter air stream for vertical replenishment the formation should be on a course and speed that provides a relative wind of between 10 and 45 knots and between 10 and 45 degrees off the bow however a relative wind of up to 90 degrees off either bow is acceptable as the helicopter approaches it is guided by an officer or enlisted man assigned as landing signal officer operating close to a moving ship requires not only skill but concentration on the part of the helicopter pilot he cannot see the load he is to pick up he divides his attention between the flight instruments and the LSO with the helicopter crewmen relaying signals to the pilot over the inter communication circuit for this reason except in an emergency the ship must not call on the helo common radio circuit at this time the pilot is given information such as the weight of the load hull number of the receiving ship and its range and relative bearing the same information can also be relayed over the helo common radio circuit once the helicopter is clear helicopter watching is a popular but dangerous sport your men must understand the importance of taking cover as the helicopter approaches whichever methods are used there are two aspects of replenishment at sea that cannot be overemphasized they are advanced planning and safety for if planning is a key to success safety might be called a bar to failure the possibility of collision or of injury to crew members is always present every man involved no matter what his job must be made aware of the dangers he must be well trained and he must know precisely what to do in every possible emergency in replenishment at sea the aim is to transfer the maximum quantity safely in the minimum time but remember that safety not time is always the controlling factor [Music]