ATP 16(D)/MTP 16(D)
ATP 16(D)/MTP 16(D)
REPLENISHMENT AT SEA
DECEMBER 2001
0410LP1018915
I
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
II
ORIGINAL
ATP 16(D)/MTP 16(D)
December 2002
PUBLICATION NOTICE
1. Change 1 to ATP 16(D)/MTP 16(D), REPLENISHMENT AT SEA, is available in the Navy Warfare Library. It is effective upon receipt.
2. Change 1 to ATP 16(D)/MTP 16(D) incorporates the following updates:
a. Chapter AU2 updates diagrams and information for the SUCCESS/DURANCE
and WESTRALIA class ships; adds diagrams and information for ADELAIDE,
ANZAC, LEAF, TOBRUK, and KANIMBLA class ships; and incorporates text
into ship diagrams and tables for ease of use.
b. Chapter BE9B adds diagrams and information for new cargo sling equipment.
ROUTING
___________
___________
___________
___________
___________
___________
___________
___________
___________
___________
___________
c. Chapters BX2, BX6, and BX7 adjust headings, page numbers, and captions that
change from the previous abbreviation for Bulgaria (BU) to the abbreviation
used in APP-2 (BX). Content of the chapters remains unchanged.
d. Chapters CA2, CA6, and CA7 incorporate text changes to correct inaccurate
data from the previous revision.
e. Chapters CH2 (Chile), ID2 (Indonesia), IN2 (India), KS2 (South Korea), MS2
(Malaysia), NN2 (New Zealand), SN2 (Singapore), and TH2 (Thailand) are new
chapters and incorporate RAS data for the respective nations.
f. Chapter JA2 updates information for TOWADA and SAGAMI class ships.
g. Chapter NL2 updates ship diagrams and information.
h. Chapter NL7 adds ship-specific data regarding the transfer of solids.
i. Pages NL9B-1 and NL9B-2 update helicopters used in VERTREP operations.
j. Chapter TU2 updates ship diagrams and information.
Navy Warfare Library Custodian
Navy Warfare Library publications must be made readily
available to all users and other interested personnel within the
U.S. Navy.
Note to Navy Warfare Library Custodian
This notice will assist you in providing information to cognizant personnel. It is not accountable.
IIa
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
IIb
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
IV
ORIGINAL
ATP 16(D)/MTP 16(D)
RECORD OF RESERVATIONS
CHAPTER
RECORD OF RESERVATIONS BY NATIONS
4
GE, US
6
TU
V
ORIGINAL
ATP 16(D)/MTP 16(D)
RECORD OF RESERVATIONS
NATIONS
GE
SPECIFIC RESERVATIONS
Chapter 4, Article 0430.1, Figure 4-4 and Table 4-2: The German
Navy does not use "Transfer Station Markers".
Chapter 4, Article 0430.2 and Table 4-3: The German Navy does
not use the "Transfer Station Wands".
TU
Chapter 6, Article 0622: Turkey uses breakable spool coupling
only for transfer of F-76 (Para 0622). Turkey does not use MK.II
quick release coupling. Instead of this coupling, breakable spool
coupling is used.
US
Chapter 4, Article 0430, Figures 4-5 and 4-6: U.S distance markers are placed at 20-foot intervals (from 0 to 300 feet) rather than
the metric intervals specified. The U.S. places the required light
groups at the 60, 100, 140, and 180-foot intervals rather than at the
metric intervals specified.
VI
ORIGINAL
ATP 16(D)/MTP 16(D)
VII
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
VIII
ORIGINAL
ATP 16(D)/MTP 16(D)
RECORD OF CHANGES
Identification of
Change,
Reg. No. (if any), and
Date
Date Entered
NATO Effective Date
X
By Whom Entered
(Signature; Rank,
Grade or Rate;
Name of Command)
ORIGINAL
ATP 16(D)/MTP 16(D)
TABLE OF CONTENTS
Page
No.
PART I — COMMON INFORMATION
CHAPTER 1 — CONCEPT OF REPLENISHMENT AT SEA
0100
Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
0110
0111
0112
0113
0114
0115
Organization and Command . . . . . . . . . . . . . . . . . . .
Officer in Tactical Command. . . . . . . . . . . . . . . . . . .
Replenishment Force Commander . . . . . . . . . . . . . . . .
Combatant Force Commander . . . . . . . . . . . . . . . . . .
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Civilian Manned Fleet Auxiliaries — Command Relationships .
0120
Convoy Operations During Naval Control of Shipping . . . . . . . . . . . . . . . 1-3
0130
0131
0132
Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Planning Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Formulating the Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
0140
Readiness During RAS Operations . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
0150
Using This Publication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
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1-1
1-1
1-1
1-2
1-2
1-2
CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA
0200
0201
General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Basic Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
0210
0211
Method for Ordering RAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Method of Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
0220
Accounting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
0230
Rigs in Use by Nations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
0240
National Ship Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
0250
Conversion Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
ANNEX 2A — REPLENISHMENT DATA FORMS
2A100
2A101
2A102
2A103
2A104
Instructions for Completion . . . .
Cargo Delivery Station Data Sheet .
Fuel Delivery Station Data Sheet . .
Fuel Receiving Station Data Sheet .
Cargo Receiving Station Data Sheet
2A110
Ship Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7
XI
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2A-1
2A-1
2A-3
2A-5
2A-7
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
ANNEX 2B — CONVERSION TABLES
2B100
Physical Units and Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1
CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES
0300
Basic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
0310
0311
0312
0313
0314
0315
Responsibilities . . .
The Control Ship . .
The Approach Ship .
The Delivering Ship
The Receiving Ship .
Bolo/Gunline . . . .
0320
0321
0322
0323
0324
Maneuvering for Abeam Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Designating the Control Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Selecting Course and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Approaching and Maintaining Station . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Departure from Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
0330
0331
0332
0333
Maneuvering for Astern Methods . . . . . . . . .
Float Method . . . . . . . . . . . . . . . . . . .
Gunline Method . . . . . . . . . . . . . . . . . .
Altering Course and Speed When Fueling Astern
0340
Replenishment of Towed Array Ships . . . . . . . . . . . . . . . . . . . . . . . 3-13
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3-1
3-1
3-1
3-3
3-3
3-4
3-11
3-11
3-12
3-12
CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
0400
Radio Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
0410
0411
0412
0413
0414
Special Operations Shapes/Lights and Flag Signals
Special Operations Shapes/Lights . . . . . . . . .
Flag and Flashing Light Signals . . . . . . . . . .
Passing the First Line Between Ships . . . . . . .
Emergency RAS Signals . . . . . . . . . . . . . .
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4-1
4-1
4-1
4-2
4-2
0420
0421
0422
0423
0424
Sound-Powered Telephones and Electric
Megaphones/Loudhailers . . . . . . . . . . . .
Sound-Powered Telephones . . . . . . . . . .
Establishing Sound-Powered Communications
Electric Megaphones . . . . . . . . . . . . . .
Telephone Connectors . . . . . . . . . . . . .
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4-2
4-2
4-3
4-3
4-3
0430
Transfer Station Markers and Distance Lines . . . . . . . . . . . . . . . . . . . . 4-5
0440
0441
0442
Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Astern Replenishment Communications . . . . . . . . . . . . . . . . . . . . . . . 4-9
Astern Replenishment Control Signals . . . . . . . . . . . . . . . . . . . . . . . . 4-9
XII
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CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
0450
0451
0452
0453
0454
0455
Night Lighting Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Illumination of Working Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Approach and Station Keeping Lights . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Rig Lighting Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Night Signaling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Resumé of Night Lighting and Associated Arrangements . . . . . . . . . . . . . 4-14
0460
Color Code for Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
ANNEX 4A — STANDARD HAND SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
CHAPTER 5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS
0500
0501
0502
0503
0504
0505
0506
0507
Emergency Breakaway . . . . . . . . . . . . . . . . .
Preparations for Emergency Breakaway . . . . . . . .
Conditions Warranting an Emergency Breakaway . . .
Ordering an Emergency Breakaway . . . . . . . . . .
Emergency Breakaway Procedure for Liquid Transfer
Emergency Breakaway Procedure for Solid Transfer .
Special Precautions for Particular Rigs. . . . . . . . .
Practicing Emergency Breakaway . . . . . . . . . . .
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0510
0511
0512
Ship Handling During Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Recommended Emergency Maneuvering . . . . . . . . . . . . . . . . . . . . . . 5-5
Collision Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
0520
0521
0522
0523
0524
0525
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety During Fueling . . . . . . . . . . . . . . . . . . . . . . . .
Safety Precautions During RAS Operations . . . . . . . . . . . . .
Personnel Requirements for Transfer of Ammunition and Missiles .
Man Overboard . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radiation Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . .
0530
Safety Precautions and Emergency Procedures
for Personnel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
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5-1
5-1
5-2
5-2
5-3
5-3
5-4
5-5
5-6
5-6
5-6
5-8
5-8
5-8
CHAPTER 6 — TRANSFER OF LIQUIDS
0600
0601
0602
0603
0604
0605
Transfer of Liquids . . . . . . . . . . . . . . . . .
Pollution Abatement . . . . . . . . . . . . . . . .
Ballasting and Deballasting. . . . . . . . . . . . .
Pumping and Receiving . . . . . . . . . . . . . .
Ships Equipped with Open Trunk Fueling Systems
Fueling Check-Off Lists . . . . . . . . . . . . . .
0610
0611
0612
General Description of Fueling Methods . . . . . . . . . . . . . . . . . . . . . . . 6-2
Abeam Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Astern Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
0620
0621
0622
Standardization of Fueling Couplings . . . . . . . . . . . . . . . . . . . . . . . . 6-4
NATO 1 Fueling Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
NATO 2 Fueling Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
XIII
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6-1
6-1
6-1
6-2
6-2
6-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
0623
0624
0625
0626
NATO 3 Fueling Rig
NATO 4 Fueling Rig
NATO 5 Water Rig .
Transfer of Water . .
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6-11
6-11
6-11
6-18
0630
0631
0632
0633
0634
0635
0636
0637
Fuel STREAM Rig . . . . . . . . . . . . . . . . .
Rigging the Delivering Ship for Fuel STREAM Rig
Passing, Tending, and Recovering the Rig . . . . .
Rigging the Receiving Ship for Fuel STREAM . .
Connecting and Disconnecting the Rig . . . . . . .
Receiving Hose Couplings Other Than Probe . . .
Precautions Against Loss of Fuel . . . . . . . . . .
Blowing Through Hose Procedures . . . . . . . . .
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6-18
6-23
6-24
6-30
6-30
6-32
6-34
6-34
0640
0641
0642
0643
0644
0645
Convoy Escort Replenishment
Necessity for Rapid Fueling. .
Fueling Course and Speed. . .
Station Keeping . . . . . . . .
Emergency Breakaway . . . .
Standard Fueling Equipment .
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6-36
6-36
6-36
6-36
6-38
6-38
0650
0651
0652
Astern Fueling by Float Method . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Equipment and Procedures for Converted Merchant Tankers . . . . . . . . . . . 6-38
Astern Hose Cleanout System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
0660
0661
0662
0663
0664
0665
0666
0667
Astern Fueling Using the NATO 4 Fueling Rig . . . . . . . . . . . . . . .
Communications During Astern Refueling . . . . . . . . . . . . . . . . . .
Maneuvering During Astern Refueling . . . . . . . . . . . . . . . . . . . .
General Requirements for Astern Refueling . . . . . . . . . . . . . . . . .
Rig Variations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rig Assembly and Preparations (Single Hose, No Automatic Winch) . . . .
Rig Assembly and Preparations (Double or Single Hose, Automatic Winch)
Using the Float Method . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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6-47
6-47
6-47
6-47
6-48
6-48
6-49
6-50
ANNEX 6A — FUELING BY THE ASTERN METHOD
6A100
6A101
6A102
6A103
6A104
6A105
6A106
6A107
6A108
6A109
Introduction . . . . . . . . . . . . . . . . . .
The Rig in the Delivering Ship . . . . . . . .
Float Assembly on the End of the Hose Line.
Marker Buoy . . . . . . . . . . . . . . . . .
Hose End Arrangements . . . . . . . . . . .
Nose Cone Fitted to the End of the Hose . . .
Connecting the Hose in the Receiving Ship .
Communications . . . . . . . . . . . . . . .
Fueling Course and Speed . . . . . . . . . .
Station Keeping . . . . . . . . . . . . . . . .
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6A-1
6A-1
6A-1
6A-1
6A-1
6A-2
6A-2
6A-4
6A-4
6A-5
6A110
6A111
6A112
6A113
6A114
Altering Course . . . . . . . . .
Altering Speed . . . . . . . . .
Ship Handling Guidance . . . .
Preparations in Receiving Ship .
Grapnelling the Hose Line . . .
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6A-5
6A-5
6A-6
6A-6
6A-7
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XIV
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CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
6A115
6A116
6A117
6A118
Procedures for Connecting and Disconnecting the Rig . . . . . . . . . . . . . . 6A-7
Emergency Breakaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-8
Blow Through Procedure Using a Poly-Pig . . . . . . . . . . . . . . . . . . . . 6A-8
Danger From Fuel Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-10
CHAPTER 7 — TRANSFER OF SOLIDS
0700
0701
0702
0703
0704
Concept for Solid Cargo . .
Cargo Loading and Delivery
Loading the Supplying Ship
Transfer Stations . . . . . .
Cargo Handling Equipment.
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0710
0711
0712
Possible Methods for Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Preparations of the Delivering Ship . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Preparations of the Receiving Ship . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
0720
0721
0722
0723
0724
Transfer of Ammunition and Missiles . . . . . . .
Characteristics of Ammunition Ships . . . . . . .
Loading for Transfer of Ammunition and Missiles
Preparing Ships for Transfer . . . . . . . . . . . .
Transferring Ammunition and Missiles . . . . . .
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0730
0731
0732
0733
0734
0735
0736
Missile/Cargo STREAM System . . . . . . . . .
Delivering Ship Equipment . . . . . . . . . . . .
Receiving Ship Equipment . . . . . . . . . . . .
Missile/Cargo STREAM Rigs. . . . . . . . . . .
Passing the STREAM Rig. . . . . . . . . . . . .
Cargo Transfer (Receiving Ship) With STREAM
Recovering the STREAM Rig . . . . . . . . . .
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7-1
7-1
7-1
7-2
7-2
7-7
7-7
7-7
7-8
7-9
7-10
7-12
7-20
7-21
7-24
7-24
7-38
CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT
0800
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
0810
0811
0812
0813
0814
0815
0816
Types of Transfer . . . . . . . . . .
Transfer of Light Freight and Mail .
Transfer of Personnel . . . . . . . .
Transfer of Sick and Wounded . . .
Ships’ Responsibilities . . . . . . .
Standard Reception Station . . . . .
Station Arrangement . . . . . . . .
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8-1
8-1
8-1
8-2
8-2
8-4
8-4
0820
0821
0822
0823
0824
0825
Manila/Synthetic Highline Rig .
Description . . . . . . . . . . .
Rigging . . . . . . . . . . . . .
Transfer of Personnel . . . . . .
Transfer by Litter . . . . . . . .
Transfer of Light Freight . . . .
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8-4
8-4
8-4
8-5
8-5
8-5
0840
Helicopter Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
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XV
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
CHAPTER 9 — VERTICAL REPLENISHMENT
0900
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
0910
0911
0912
0913
Factors Affecting VERTREP .
General Limitations. . . . . .
Helicopter Limitations . . . .
Shipboard Limitations . . . .
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9-1
9-2
9-3
9-4
0920
0921
0922
0923
0924
Planning the VERTREP Operation . .
Prereplenishment Meeting . . . . . .
Command and Control Organization .
The Importance of Planning . . . . .
Load Sequence Plan . . . . . . . . .
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9-4
9-4
9-5
9-6
9-6
0930
0931
0932
0933
Personnel . . . . . . .
Training and Briefing .
Formation of the Force
Emergency Procedures
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9-6
9-6
9-7
9-7
0940
0941
0942
0943
Communications and Signals .
UHF Radio Communications .
Light, Flag, and Hand Signals
Administration Traffic . . . .
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9-7
9-7
9-7
9-7
0950
0951
0952
0953
0954
0955
0956
Shipboard Clearances, Markings, and Lighting Requirements. . . . . . . . . . . . 9-7
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Classes and Types of VERTREP Operating Area . . . . . . . . . . . . . . . . . . 9-8
Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Landing Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
0960
0961
0962
0963
0964
0965
0966
0967
Preparation and Execution
Ship Stations. . . . . . . .
Ship Movement . . . . . .
Preparations . . . . . . . .
Procedures . . . . . . . . .
VERTREP Equipment . .
Execution . . . . . . . . .
Visual and Radar Control .
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9-19
9-20
9-20
9-20
9-21
9-25
9-25
9-26
0970
0971
0972
0973
Administrative Flights.
Procedures . . . . . . .
Personnel Briefing. . .
Sick and Wounded . .
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9-27
9-27
9-27
9-28
0980
0981
0982
0983
Safety Precautions and Emergency Procedures .
Helicopter-Induced Hazards. . . . . . . . . . .
Fire Prevention . . . . . . . . . . . . . . . . .
Firefighting . . . . . . . . . . . . . . . . . . .
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9-28
9-28
9-28
9-28
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XVI
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
0984
0985
Ship Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Cargo Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
0990
0991
0992
0993
Night VERTREP Operations
Limitations . . . . . . . . .
Pilot Fatigue . . . . . . . . .
Special Procedures . . . . .
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9-29
9-29
9-30
9-30
ANNEX 9A — STANDARD MARSHALING SIGNALS FOR AIRCRAFT
0900A
Marshaling Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A-1
0910A
Marshaling Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A-1
ANNEX 9B — VERTREP EQUIPMENT
0900B
VERTREP Equipment Specifications . . . . . . . . . . . . . . . . . . . . . . . 9B-1
ANNEX A — GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
PART II — NATIONAL INFORMATION
AUSTRALIA
CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA
AU0230
AU0240
Australian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-1
Australian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-1
BELGIUM
CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA
BE0230
BE0240
Belgian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BE2-1
Belgian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BE2-1
ANNEX BE9B — VERTREP EQUIPMENT
BULGARIA
CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA
BX0230
BX0240
Bulgarian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BX2-1
Bulgarian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BX2-1
CHAPTER BX6 — TRANSFER OF LIQUIDS
BX0670
Bulgarian Navy Fueling Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . BX6-1
CHAPTER BX7 — TRANSFER OF SOLIDS
BX0755
Bulgarian Navy Solids Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . BX7-1
XVII
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
CANADA
CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA
CA0230
CA0240
Canadian Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA2-1
Canadian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA2-1
CHAPTER CA6 — TRANSFER OF LIQUIDS
CA0670
CA0671
Abeam Fuel Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA6-1
Fuel Rigs (Basic Equipment) . . . . . . . . . . . . . . . . . . . . . . . . . . . CA6-1
CHAPTER CA7 — TRANSFER OF SOLIDS
CA0760
CA0761
CA0762
Solids Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA7-1
Tensioned Highline Automatic Transfer Rig . . . . . . . . . . . . . . . . . . . CA7-1
Retractable Kingpost and Sliding Padeye . . . . . . . . . . . . . . . . . . . . CA7-3
ANNEX CA9B — VERTREP EQUIPMENT
0902B
Canada. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA9B-1
CHILE
CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA
CH0230
CH0240
Chilean Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CH2-1
Chilean Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CH2-1
DENMARK
CHAPTER DA1 — CONCEPT OF REPLENISHMENT AT SEA
DA0131
Planning Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DA1-1
CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA
DA0230
DA0240
Danish Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DA2-1
Danish Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DA2-1
ANNEX DA9B — VERTREP EQUIPMENT
0903B
Denmark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DA9B-1
FRANCE
CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA
FR0230
FR0240
French Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR2-1
French Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR2-1
XVIII
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
CHAPTER FR6 — TRANSFER OF LIQUIDS
FR0600
FR0611
FR0612
FR0675
Transfer of Liquids
Abeam Fueling . .
Astern Fueling . . .
Fueling Rigs . . . .
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FR6-1
FR6-1
FR6-1
FR6-1
CHAPTER FR7 — TRANSFER OF SOLIDS
FR0700
FR0770
Transfer of Solids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR7-1
Solids Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR7-1
ANNEX FR9B — VERTREP EQUIPMENT
0904B
France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR9B-1
GERMANY
CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA
GE0230
GE0240
German Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE2-1
German Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE2-1
CHAPTER GE6 — TRANSFER OF LIQUIDS
GE0680
GE0681
GE0682
GE0683
GE0684
GE0685
Abeam Fueling Methods
Spanwire Rig . . . . . .
Close-In Rig . . . . . . .
Large Derrick Rig . . . .
Astern Fueling Methods.
Gunline Method . . . . .
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GE6-1
GE6-1
GE6-1
GE6-1
GE6-4
GE6-4
CHAPTER GE7 — TRANSFER OF SOLIDS
GE0775
Solids Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE7-1
ANNEX GE9B — VERTREP EQUIPMENT
0905B
Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE9B-1
GREECE
CHAPTER GR2 — SCHEDULING REPLENISHMENT AT SEA
GR0230
Greek Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GR2-1
ANNEX GR9B — VERTREP EQUIPMENT
0906B
Greece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GR9B-1
XIX
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
INDONESIA
CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA
ID0240
Indonesian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ID2-1
INDIA
CHAPTER IN2 — SCHEDULING REPLENISHMENT AT SEA
IN0240
Indian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN2-1
ITALY
CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA
IT0230
IT0240
Italian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT2-1
Italian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT2-1
CHAPTER IT6 — TRANSFER OF LIQUIDS
IT0685
IT0686
IT0687
Fueling Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT6-1
Spanwire Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT6-1
Astern Replenishment Method . . . . . . . . . . . . . . . . . . . . . . . . . . . IT6-1
CHAPTER IT7 — TRANSFER OF SOLIDS
IT0780
STREAM Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT7-1
ANNEX IT9B — VERTREP EQUIPMENT
0907B
Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT9B-1
JAPAN
CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA
JA0230
JA0240
Japanese Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JA2-1
Japanese Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JA2-1
KOREA, SOUTH
CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA
KS0230
KS0240
Korean Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-1
Korean Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-1
MALAYSIA
CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA
MS0240
Malaysian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-1
XX
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
NETHERLANDS
CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA
NL0230
NL0240
Netherlands Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL2-1
Netherlands Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL2-1
CHAPTER NL6 — TRANSFER OF LIQUIDS
NL0690
NL0691
NL0692
Fueling Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL6-1
Spanwire Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL6-1
Astern Fueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL6-1
CHAPTER NL7 — TRANSFER OF SOLIDS
NL0785
Transfer of Solids and/or Personnel . . . . . . . . . . . . . . . . . . . . . . . NL7-1
ANNEX NL9B — VERTREP EQUIPMENT
NL0908B
Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL9B-1
NEW ZEALAND
CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA
NN0230
NN0240
New Zealand Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NN2-1
New Zealand Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NN2-1
NORWAY
CHAPTER NO2 — SCHEDULING REPLENISHMENT AT SEA
NO0230
Norwegian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO2-1
PORTUGAL
CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA
PO0230
PO0240
Portuguese Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PO2-1
Portuguese Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PO2-1
ANNEX PO9B — VERTREP EQUIPMENT
0910B
Portugal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PO9B-1
ROMANIA
CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA
RO0230
RO0240
Romanian Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RO2-1
Romanian Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RO2-1
XXI
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
SINGAPORE
CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA
SN0230
SN0240
Singapore Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SN2-1
Singapore Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SN2-1
SPAIN
CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA
SP0230
SP0240
Spanish Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP2-1
Spanish Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP2-1
CHAPTER SP7 — TRANSFER OF SOLIDS
SP0790
Solids Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP7-1
ANNEX SP9B — VERTREP EQUIPMENT
0911B
Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP9B-1
SWEDEN
CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA
SW0230
SW0240
Swedish Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SW2-1
Swedish Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SW2-1
THAILAND
CHAPTER TH2 — SCHEDULING REPLENISHMENT AT SEA
TH0230
Thai Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TH2-1
TURKEY
CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA
TU0230
TU0240
Turkish Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TU2-1
Turkish Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TU2-1
UNITED KINGDOM
CHAPTER UK1 — CONCEPT OF REPLENISHMENT AT SEA
UK0131
Planning Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK1-1
CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA
UK0200
UK0230
General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK2-1
United Kingdom Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK2-1
XXII
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
UK0240
United Kingdom Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK2-1
CHAPTER UK4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
UK0430
UK0452
Transfer Station Markers and Distance Lines . . . . . . . . . . . . . . . . . . UK4-1
Approach and Station Keeping Lights . . . . . . . . . . . . . . . . . . . . . . UK4-1
CHAPTER UK5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS
UK0501
UK0506
Preparations for Emergency Breakaway . . . . . . . . . . . . . . . . . . . . . UK5-1
Special Precautions for Particular Rigs . . . . . . . . . . . . . . . . . . . . . . UK5-1
CHAPTER UK6 — TRANSFER OF LIQUIDS
UK0602
UK0610
UK0611
UK0612
UK0620
UK0621
UK0630
UK0631
UK0632
UK0633
UK0634
UK0635
UK0636
UK0637
UK0638
UK0650
UK0651
UK0653
UK0660
Ballasting and Deballasting. . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-1
General Description of Fueling Methods . . . . . . . . . . . . . . . . . . . . . UK6-1
Abeam Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-1
Astern Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-1
Standardization of Fueling Couplings . . . . . . . . . . . . . . . . . . . . . . UK6-1
Quick-Release Coupling Mk II . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-1
Abeam Fuel Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-4
Basic Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-4
Hoses and Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-4
Details of Fueling Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-7
Jackstay Fueling Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-7
Jackstay Probe Fueling Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-14
Large Derrick Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-21
Crane Rig, Fueling Boom Rig, and Small Derrick Rig . . . . . . . . . . . . . UK6-21
Blowing Through Hose Procedures . . . . . . . . . . . . . . . . . . . . . . . UK6-24
Astern Fueling Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-24
Astern Fueling — Float Method . . . . . . . . . . . . . . . . . . . . . . . . UK6-24
Astern Fueling — Short Span Method . . . . . . . . . . . . . . . . . . . . . UK6-30
Details of Fuel Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-33
CHAPTER UK7 — TRANSFER OF SOLIDS
UK0750
UK0751
UK0752
UK0754
UK0755
UK0756
Solids Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Tension Winch Systems . . . . . . . . . . . . . .
Tensioned Heavy Jackstay Rig — Using Fixed Highpoints . .
Tensioned Heavy Jackstay Rig — Using Pivoted Arm Mk 1A
Clarke-Chapman Sliding Padeye Rig. . . . . . . . . . . . . .
Solids Transfers . . . . . . . . . . . . . . . . . . . . . . . . .
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UK7-1
UK7-1
UK7-1
UK7-4
UK7-5
UK7-5
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UK8-1
UK8-1
UK8-1
UK8-5
UK8-5
UK8-5
UK8-5
CHAPTER UK8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT
UK0830
UK0831
UK0832
UK0833
UK0834
UK0835
UK0836
Light Jackstay Rig . . . . .
Description . . . . . . . . .
Rigging the Delivering Ship
Rigging the Receiving Ship.
Passing the Rig . . . . . . .
Receiving the Rig . . . . . .
Returning the Rig . . . . . .
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XXIII
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CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
UK0837
Royal Fleet Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK8-5
ANNEX UK9B — VERTREP EQUIPMENT
UK9B01
United Kingdom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK9B-1
UNITED STATES
CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA
US0230
US0240
United States Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US2-1
United States Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US2-1
CHAPTER US3 — REPLENISHMENT AND MANEUVERING PROCEDURES
US0313
US0314
US0323
Delivering Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US3-1
Receiving Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US3-1
Approaching and Maintaining Station . . . . . . . . . . . . . . . . . . . . . . US3-1
CHAPTER US4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
US0460
United States Navy Color Code . . . . . . . . . . . . . . . . . . . . . . . . . . US4-1
CHAPTER US5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS
US0506
Special Precautions for Particular Rigs . . . . . . . . . . . . . . . . . . . . . . US5-1
CHAPTER US6 — TRANSFER OF LIQUIDS
US0610
US0630
US0631
US0642
US0643
US0644
US0645
US0646
US0647
US0648
US0650
US0651
US0652
General Description of Fueling Methods . . . . . . . . . . . . . . . . . . . . . US6-1
Abeam Fuel Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-1
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-1
Fuel Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-5
Details of Fueling Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-9
Single Probe Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-9
Double Probe Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-9
Spanwire Rig. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-13
Passing and Tending the Close-In Rig . . . . . . . . . . . . . . . . . . . . . . US6-19
Blowing Through Hose Procedures . . . . . . . . . . . . . . . . . . . . . . . US6-21
Astern Fueling Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US6-21
Astern Fueling — Float Method . . . . . . . . . . . . . . . . . . . . . . . . . US6-21
Astern Fueling to Small Craft . . . . . . . . . . . . . . . . . . . . . . . . . . US6-36
ANNEX US9B — VERTREP EQUIPMENT
US9B01
United States. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US9B-1
XXIV
CHANGE 1
ATP 16(D)/MTP 16(D)
LIST OF ILLUSTRATIONS
Page
No.
PART I — COMMON INFORMATION
CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA
Figure 2-1.
Figure 2-2.
Format for Ship Diagram in Part II . . . . . . . . . . . . . . . . . . . . . . . 2-6
Example Ship Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
ANNEX 2A — REPLENISHMENT DATA FORMS
Figure 2A-1.
Figure 2A-2.
Figure 2A-3.
Figure 2A-4.
Cargo Delivery Station Data Sheet .
Fuel Delivery Station Data Sheet . .
Fuel Receiving Station Data Sheet .
Cargo Receiving Station Data Sheet
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2A-2
2A-4
2A-6
2A-8
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CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES
Figure 3-1.
Figure 3-2.
Figure 3-3.
Figure 3-4.
Approach, Riding Abeam, and Departure . . . . . . . . . .
Replenishment Course to Permit Flight Operations . . . . .
Possible Replenishment Course in Moderate or Heavy Seas.
Dangers of Hull Wash . . . . . . . . . . . . . . . . . . . .
3-2
3-5
3-5
3-7
CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
Figure 4-1.
Figure 4-2.
Figure 4-3.
Figure 4-4.
Figure 4-5.
Figure 4-6.
Figure 4-7.
Figure 4-8.
Visual Flag Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
NATO Standard Telephone Connector . . . . . . . . . . . . . . . . . . . . . 4-4
NATO Standard Telephone Cable Adapter. . . . . . . . . . . . . . . . . . . 4-6
Transfer Station Marker Box . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Distance Line Markings (Daylight Operations) . . . . . . . . . . . . . . . . 4-10
Distance Line Markings (Night Operations) . . . . . . . . . . . . . . . . . 4-11
Approach and Stationkeeping Lights . . . . . . . . . . . . . . . . . . . . . 4-13
Lighting for Night Replenishment at Sea . . . . . . . . . . . . . . . . . . . 4-15
ANNEX 4A — STANDARD HAND SIGNALS
Figure 4A-1.
Figure 4A-2.
Figure 4A-3.
Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) . . . 4A-2
Abeam Hand Signals (Paralleled by S/P Phone) (Completion of Operation) . . 4A-6
Abeam Hand Signals (Paralleled by S/P Phone) (Emergency Breakaway). . . 4A-7
CHAPTER 6 — TRANSFER OF LIQUIDS
Figure 6-1.
Figure 6-2.
Figure 6-3.
Figure 6-4.
Figure 6-5.
Figure 6-6.
Figure 6-7.
Fueling Check-off List for Tankers . . . . . . . . . . . . . . . . . . . . . . 6-3
Fueling Check-off List for Customer Ship . . . . . . . . . . . . . . . . . . . 6-5
NATO Standardized Couplings. . . . . . . . . . . . . . . . . . . . . . . . . 6-7
NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver . . . . . . . . . 6-8
Spanwire End Fitting for NATO 1 Probe Fueling Rigs . . . . . . . . . . . . 6-9
NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling . . . . . . . . . 6-12
NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling Assembly . . . 6-13
XXV
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
Figure 6-8.
Figure 6-9.
Figure 6-10.
Figure 6-11.
Figure 6-12.
Figure 6-13.
Figure 6-14.
Figure 6-15.
Figure 6-16.
Figure 6-17.
Figure 6-18.
Figure 6-19.
Figure 6-20.
Figure 6-21.
Figure 6-22.
Figure 6-23.
Figure 6-24.
Figure 6-25.
Figure 6-26.
Figure 6-27.
Figure 6-28.
Figure 6-29.
Figure 6-30.
Figure 6-31.
Figure 6-32.
Figure 6-33.
Figure 6-34.
NATO 2, Breakable-Spool Coupling “A” End (Breakable Spool,
Receiver End) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATO 2, Breakable-Spool Coupling “B” End (Breakable Spool,
Delivery End) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATO 2, 152 mm Nonferrous Flange for AvGas Fueling . . . . . . . . . .
NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor
(Left) and Delivery Nozzle (Right) . . . . . . . . . . . . . . . . . . . . . .
NATO 4, 65 mm, Astern, Fuel Couplings. . . . . . . . . . . . . . . . . . .
NATO 5, 65 mm Bore Hose Coupling Thread . . . . . . . . . . . . . . . .
NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings . . . . . . . .
Fuel STREAM Rig — Single Hose With Probe . . . . . . . . . . . . . . .
Inboard Saddle Arrangement . . . . . . . . . . . . . . . . . . . . . . . . .
STAR Messenger Attached to Single Probe Fueling Rig . . . . . . . . . . .
Method of Stopping Support Line to Messenger . . . . . . . . . . . . . . .
Remating Line/Messenger Hook Attachment . . . . . . . . . . . . . . . . .
Messenger Fairlead to Receiving Ship (Top View) . . . . . . . . . . . . . .
Latch Indicator Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Securing the Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATO Astern Fueling Hose Bridle Assembly . . . . . . . . . . . . . . . .
Poly-Pig (Left) and Pig Receiver (Right) . . . . . . . . . . . . . . . . . . .
Orifice for Blowdown Air Line . . . . . . . . . . . . . . . . . . . . . . . .
Astern Refueling Station — Delivering Ship . . . . . . . . . . . . . . . . .
Astern Refueling Station — Receiving Ship . . . . . . . . . . . . . . . . .
Modification to the NATO Coupling . . . . . . . . . . . . . . . . . . . . .
Instrument Placard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATO 4 Astern RAS (Gunline Method) . . . . . . . . . . . . . . . . . . .
F44/F75/F76 — Small Fuel Hose Coupling. . . . . . . . . . . . . . . . . .
NATO 4 Hosefitting Receiving End with Bridle (Gunline Method) . . . . .
NATO 4 Hosefitting Delivering Ship (No Automatic Winch) . . . . . . . .
NATO 4 Receiving the Rig . . . . . . . . . . . . . . . . . . . . . . . . . .
6-14
6-15
6-16
6-17
6-19
6-20
6-21
6-22
6-25
6-26
6-27
6-29
6-31
6-33
6-35
6-37
6-40
6-41
6-42
6-43
6-45
6-46
6-51
6-52
6-53
6-54
6-55
ANNEX 6A — FUELING BY THE ASTERN METHOD
Figure 6A-1.
Figure 6A-2.
Figure 6A-3.
Figure 6A-4.
Figure 6A-5.
Figure 6A-6.
Figure 6A-7.
Figure 6A-8.
Figure 6A-9.
Figure 6A-10.
Fueling Astern by the Float Method — Rig Streamed by Tanker . . . . . . 6A-2
Fueling Astern Reel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Floats Used in Astern Fueling . . . . . . . . . . . . . . . . . . . . . . . . 6A-3
Hose End Arrangements for Astern Fueling . . . . . . . . . . . . . . . . . 6A-3
Conical Caps as Fitted to Astern Fueling Rigs . . . . . . . . . . . . . . . . 6A-4
Station Keeping During Astern Refueling . . . . . . . . . . . . . . . . . . 6A-5
Grapnel Teams Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Fueling Astern — Foc’sle Arrangements Showing Rig Connected. . . . . 6A-11
Fueling Astern — Disengaging the Rig . . . . . . . . . . . . . . . . . . . 6A-11
Poly-Pig (Left) and Pig Receiver (Right) . . . . . . . . . . . . . . . . . . 6A-13
CHAPTER 7 — TRANSFER OF SOLIDS
Figure 7-1.
Figure 7-2.
Figure 7-3.
Figure 7-4.
Figure 7-5.
Figure 7-6.
NATO Standard Long Link Dimensions . . . . . . . . . . . . . . . . . . . . 7-4
Modification to Use Standard Long Link. . . . . . . . . . . . . . . . . . . . 7-5
Bulkhead-Mounted Fixed Eyeplate and Long Link . . . . . . . . . . . . . . 7-5
Typical Support Line Arrangement with Standard Long Link . . . . . . . . . 7-6
Missile/Cargo STREAM Rig . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
STREAM Rig Configurations . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
XXVI
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
Figure 7-7.
Figure 7-8.
Figure 7-9.
Figure 7-10.
Figure 7-11.
Figure 7-12.
Figure 7-13.
Figure 7-14.
Figure 7-15.
Figure 7-16.
Figure 7-17.
Figure 7-18.
Figure 7-19.
Figure 7-20.
Figure 7-21.
Figure 7-22.
Figure 7-23.
Figure 7-24.
Figure 7-25.
Figure 7-26.
Figure 7-27.
Sliding Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inhaul and Outhaul Lines Rigged with Winches in Tension Control .
Sliding Padeye and STREAM Trolley with Cargo Adapter Hook . .
Cargo Drop Reel. . . . . . . . . . . . . . . . . . . . . . . . . . . .
STREAM Rig with Traveling SURF . . . . . . . . . . . . . . . . .
STREAM Rig with Messenger-Rigged STAR — Passing the Rig . .
STREAM Rig with Messenger-Rigged STAR — Hauling into
Reception Station . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fixed Eyeplate Arrangement . . . . . . . . . . . . . . . . . . . . .
Carrier Reception Station with STREAM Support Leg . . . . . . . .
STREAM Rig with Hand-Tended Manila Outhaul Line . . . . . . .
STREAM Rig with Burton Outhaul Line . . . . . . . . . . . . . . .
Sliding Padeye Reception Station . . . . . . . . . . . . . . . . . . .
Cargo Drop Reel Used to Lower Load Delivered to a Fixed
Eyeplate or Pendant . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Drop Reel Hook . . . . . . . . . . . . . . . . . . . . . . . .
Handling Palletized Stores as Load Arrives Aboard . . . . . . . . .
Hauling Down on Sling to Get Slack . . . . . . . . . . . . . . . . .
Returning Empty Pallets to Delivering Ship . . . . . . . . . . . . .
Handling Palletized Ammunition . . . . . . . . . . . . . . . . . . .
STREAM Rig Head Lowered to Pick Up Heavy Load . . . . . . . .
Heavy Load Return Using Threefold — Rigging at Delivery Station
Heavy Load Return Using Threefold — Attaching Load at
Receiving Station . . . . . . . . . . . . . . . . . . . . . . . . . . .
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7-12
7-13
7-15
7-16
7-17
7-18
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7-19
7-20
7-21
7-22
7-23
7-26
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7-27
7-28
7-30
7-30
7-31
7-32
7-33
7-35
. . . . 7-36
CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT
Figure 8-1.
Figure 8-2.
Figure 8-3.
Figure 8-4.
Figure 8-5.
Personnel Transfer by Manila Support Line Rig . .
Rigging the Traveler Block for Personnel Transfer
Stokes Litter Rigged for Transfer at Sea . . . . . .
Reception Station Arrangement . . . . . . . . . .
Testing Requirements. . . . . . . . . . . . . . . .
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8-3
8-6
8-7
8-8
8-9
CHAPTER 9 — VERTICAL REPLENISHMENT
Figure 9-1.
Figure 9-2.
Figure 9-3.
Figure 9-4.
Figure 9-5.
Figure 9-6.
Figure 9-7.
Figure 9-8.
Figure 9-9.
Load, Fuselage, and Rotor Clearances . . . . . . . . . . .
Type 1 Dashed Rotor-Center Limit-Line Marking and
Clearances on VERTREP-Only Area . . . . . . . . . . . .
Type 2 Tee Rotor-Center Limit-Line Marking and
Clearances on VERTREP-Only Area . . . . . . . . . . . .
Type 2A Tee-Ball Rotor-Center Limit-Line Marking
and Clearances on VERTREP-Only Area. . . . . . . . . . .
Type 3 Dual-Tee Rotor-Center Limit-Line Marking
and Clearances on VERTREP-Only Area. . . . . . . . . . .
Type 1 Dashed Rotor-Center Limit-Line Marking
and Clearances for VERTREP on Helicopter Flight Deck .
Optional Helicopter Pickup Point Marking . . . . . . . . .
Example Circuit for One or Two Helicopters with the
Relative Wind from the Port Bow . . . . . . . . . . . . . .
Preparation of Nets, Pallets, and Mk 105 Slings for Return
to Replenishment Ship. . . . . . . . . . . . . . . . . . . .
XXVII
. . . . . . . . . 9-10
. . . . . . . . . 9-12
. . . . . . . . . 9-13
. . . . . . . . . 9-14
. . . . . . . . . 9-15
. . . . . . . . . 9-18
. . . . . . . . . 9-19
. . . . . . . . . 9-20
. . . . . . . . . 9-23
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
ANNEX 9A — STANDARD MARSHALING SIGNALS FOR AIRCRAFT
Figure 9A-1.
Marshaling Signals for Hovering and VTOL Aircraft . . . . . . . . . . . . 9A-1
ANNEX 9B — VERTREP EQUIPMENT
Figure 9B-1.
Figure 9B-2.
Cargo Sling Extension Strop and Pendant Attachment . . . . . . . . . . . . 9B-2
Cargo Sling, Stirrup, Ring, and Shackle Attachment . . . . . . . . . . . . . 9B-3
PART II — NATIONAL INFORMATION
AUSTRALIA
CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA
Figure AU2-1.
Figure AU2-2.
Figure AU2-3.
Figure AU2-4.
Figure AU2-5.
Figure AU2-6.
Figure AU2-7.
Figure AU2-8.
WESTRALIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-6
DURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-7
ADELAIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-8
ANZAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-9
LEAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-10
SUCCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-11
TOBRUK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-14
KANIMLBA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-15
BELGIUM
CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA
Figure BE2-1.
Figure BE2-2.
BNS GODETIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BE2-4
BNS ZINNIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BE2-5
ANNEX BE9B — VERTREP EQUIPMENT
Figure BE9B-1.
Figure BE9B-2.
Figure BE9B-3.
Figure BE9B-4.
Figure BE9B-5.
Figure BE9B-6.
Figure BE9B-7.
Figure BE9B-8.
Figure BE9B-9.
Cargo Swing Type SIREN A90 . . . . .
Sling Strap Type MEILI AL-1 . . . . .
Strap Configuration and Working Load .
Steel Sling . . . . . . . . . . . . . . . .
Connecting Snaphook . . . . . . . . . .
Half Link. . . . . . . . . . . . . . . . .
Swivel Joint . . . . . . . . . . . . . . .
Complete Sling Assembly . . . . . . . .
Cargo Net . . . . . . . . . . . . . . . .
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BE9B-2
BE9B-2
BE9B-3
BE9B-3
BE9B-4
BE9B-5
BE9B-5
BE9B-6
BE9B-7
BULGARIA
CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA
Figure BX2-1.
Figure BX2-2.
SMELI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BX2-4
ATYA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BX2-5
XXVIII
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
CANADA
CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA
Figure CA2-1.
PROTECTEUR Class . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA2-4
CHAPTER CA6 — TRANSFER OF LIQUIDS
Figure CA6-1.
Figure CA6-2.
Figure CA6-3.
Figure CA6-4.
General Arrangement for Replenishment at Sea
(AOR 509/510 (Liquids)) (CA Specification) .
Klein Chicago Gripper (CA Specification) . . .
Single Probe Carrier. . . . . . . . . . . . . . .
Swivel Arm Assembly (CA Specification) . . .
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CA6-4
CA6-5
CA6-6
CA6-7
Tensioned Highline Automatic Transfer Rig (CA Specification)
Flounder Plate (CA Specification) . . . . . . . . . . . . . . . .
Traveler Block (CA Specification) . . . . . . . . . . . . . . . .
Retractable Kingpost and Sliding Padeye (CA Specification) . .
Bulkhead Mounted Sliding Padeye and Retractable Kingpost
and Sliding Padeye (HFX Class) (CA Specification) . . . . . . .
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CA7-4
CA7-5
CA7-6
CA7-7
CHAPTER CA7 — TRANSFER OF SOLIDS
Figure CA7-1.
Figure CA7-2.
Figure CA7-3.
Figure CA7-4.
Figure CA7-5.
. . . . . CA7-8
ANNEX CA9B — VERTREP EQUIPMENT
Figure CA9B-1.
Figure CA9B-2.
Figure CA9B-3.
Figure CA9B-4.
Medium Cargo Hook . . . . . . . .
CF Steel Wire Rope Pendant . . . .
CAF 11,520 kg Nylon Rope Pendant
Cargo Rings, Stirrups, and Shackles
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CA9B-1
CA9B-2
CA9B-2
CA9B-3
CHILE
CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA
Figure CH2-1.
Figure CH2-2.
LEANDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CH2-4
PRAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CH2-5
DENMARK
CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA
Figure DA2-1.
FAXE Class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DA2-4
ANNEX DA9B — VERTREP EQUIPMENT
Figure DA9B-1.
Figure DA9B-2.
Figure DA9B-3.
Figure DA9B-4.
Figure DA9B-5.
Cargo Hook . . . . . . .
Cargo Pendant (33 cm) .
Cargo Sling (2.4 meters)
Cargo Ring and Shackle.
Cargo Net (2.9 meters) .
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XXIX
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DA9B-1
DA9B-2
DA9B-3
DA9B-4
DA9B-5
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
FRANCE
CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA
Figure FR2-1.
MEUSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR2-4
CHAPTER FR6 — TRANSFER OF LIQUIDS
Figure FR6-1.
Figure FR6-2.
Figure FR6-3.
Figure FR6-4.
Figure FR6-5.
Figure FR6-6.
Figure FR6-7.
Figure FR6-8.
NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver . . . .
Spanwire End Fitting for NATO 1 Probe Fueling Rigs . . . . . . .
Securing the Hose . . . . . . . . . . . . . . . . . . . . . . . . . .
NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor (Left)
and Delivery Nozzle (Right). . . . . . . . . . . . . . . . . . . . .
Floats Used in Astern Fueling . . . . . . . . . . . . . . . . . . . .
Hose End Arrangements for Astern Fueling . . . . . . . . . . . .
Conical Caps as Fitted to Astern Fueling Rigs . . . . . . . . . . .
Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly
(US Specification) . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . FR6-2
. . . . FR6-3
. . . . FR6-4
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FR6-5
FR6-6
FR6-7
FR6-8
. . . . FR6-9
CHAPTER FR7 — TRANSFER OF SOLIDS
Figure FR7-1.
Cargo Drop Reel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR7-2
ANNEX FR9B — VERTREP EQUIPMENT
Figure FR9B-1.
Figure FR9B-2.
Figure FR9B-3.
Cargo Hook (Hook Type) Dauphin (SA365)/Panther (AS565) (FR) . . . FR9B-1
Cargo Hook (Strap Type) . . . . . . . . . . . . . . . . . . . . . . . . . FR9B-2
Cargo Slings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR9B-3
GERMANY
CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA
Figure GE2-1.
Figure GE2-2.
Figure GE2-3.
Figure GE2-4.
Figure GE2-5.
SPESSART Class A1442 (AO) . . . .
WALCHENSEE Class A1424 (AOL)
WESTERWALD Class A1435 (AK) .
GLÜCKSBURG Class A1414 (AFS)
FREIBURG Class A1413 (AFS) . . .
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GE2-4
GE2-5
GE2-6
GE2-7
GE2-8
CHAPTER GE6 — TRANSFER OF LIQUIDS
Figure GE6-1.
Figure GE6-2.
Figure GE6-3.
Spanwire Rig (GE Specification) . . . . . . . . . . . . . . . . . . . . . . GE6-2
Close-In Rig (GE Specification) . . . . . . . . . . . . . . . . . . . . . . GE6-3
Astern Rig — Gunline Method . . . . . . . . . . . . . . . . . . . . . . . GE6-7
ANNEX GE9B — VERTREP EQUIPMENT
Figure GE9B-1.
Figure GE9B-2.
Figure GE9B-3.
Figure GE9B-4.
Figure GE9B-5.
Mk 88 Sea Lynx Cargo Hook (GE) . . . . .
Mk 41 Sea King Cargo Hook (GE) . . . . .
Cargo Pendant (with Swiveling Hook) (GE)
Cargo Ring and Strap Assembly (GE) . . .
Cargo Strap Assembly. . . . . . . . . . . .
XXX
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GE9B-1
GE9B-2
GE9B-3
GE9B-4
GE9B-5
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
GREECE
ANNEX GR9B — VERTREP EQUIPMENT
Figure GR9B-1.
Figure GR9B-2.
Figure GR9B-3.
Cargo Suspension Hook Release Unit . . . . . . . . . . . . . . . . . . GR9B-1
SIREN A90B Release Unit . . . . . . . . . . . . . . . . . . . . . . . . GR9B-1
Extension Strop Type Cargo Sling . . . . . . . . . . . . . . . . . . . . GR9B-2
INDONESIA
CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA
Figure ID2-1.
Figure ID2-2.
Figure ID2-3.
KRI FATAHILLAH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ID2-3
AO EX ROVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ID2-4
EX VAN SPEIJK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ID2-5
ITALY
CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA
Figure IT2-1.
Figure IT2-2.
Figure IT2-3.
STROMBOLI (A5327) (AORL) . . . . . . . . . . . . . . . . . . . . . . . IT2-4
VESUVIO (A5329) (AOL) . . . . . . . . . . . . . . . . . . . . . . . . . IT2-5
ETNA (A5326) (AORL) . . . . . . . . . . . . . . . . . . . . . . . . . . . IT2-6
ANNEX IT9B — VERTREP EQUIPMENT
Figure IT9B-1.
Figure IT9B-2.
Figure IT9B-3.
Figure IT9B-4.
Cargo Hooks . . . . . . . . . . . . . . . .
Hoisting Sling Mk 105 Mod 0 . . . . . . .
Newco Safety Hook . . . . . . . . . . . .
Sling, Cargo Net, Nylon Webbing, Type 1.
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IT9B-1
IT9B-2
IT9B-3
IT9B-4
JAPAN
CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA
Figure JA2-1.
Figure JA2-2.
JDS SAGAMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JA2-5
JDS TOWADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JA2-6
KOREA, SOUTH
CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA
Figure KS2-1.
Figure KS2-2.
Figure KS2-3.
Figure KS2-4.
Figure KS2-5.
Figure KS2-6.
Figure KS2-7.
Figure KS2-8.
CHUN JEE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-6
UL SAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-7
OPKO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-8
SIN SUNG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-9
CHUNG HAE JIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-10
WON SAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-11
EDENTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-12
ALLIGATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-13
XXXI
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
MALAYSIA
CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA
Figure MS2-1.
Figure MS2-2.
Figure MS2-3.
Figure MS2-4.
Figure MS2-5.
Figure MS2-6.
Figure MS2-7.
Figure MS2-8.
KD HANG TUAH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-4
KD SRI INDERA SAKTI . . . . . . . . . . . . . . . . . . . . . . . . . MS2-5
KD SRI INDERAPURA . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-6
KD JEBAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-7
KD KASTURI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-8
KD MAHAWANGSA . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-9
KD MUSYTARI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-10
KD RAHMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS2-11
NETHERLANDS
CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA
Figure NL2-1.
Figure NL2-2.
HNLMS ZUIDERKRUIS . . . . . . . . . . . . . . . . . . . . . . . . . . NL2-4
HNLMS AMSTERDAM . . . . . . . . . . . . . . . . . . . . . . . . . . NL2-5
ANNEX NL9B — VERTREP EQUIPMENT
Figure NL9B-1.
Figure NL9B-2.
Figure NL9B-3.
Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL9B-1
Cargo Slings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL9B-2
Stirrup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NL9B-3
NEW ZEALAND
CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA
Figure NN2-1.
Figure NN2-2.
Figure NN2-3.
ANZAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NN2-5
LEANDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NN2-6
ENDEAVOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NN2-7
PORTUGAL
CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA
Figure PO2-1.
NRP BERRIO (A5210) . . . . . . . . . . . . . . . . . . . . . . . . . . . PO2-4
ANNEX PO9B — VERTREP EQUIPMENT
Figure PO9B-1.
Figure PO9B-2.
Figure PO9B-3.
Figure PO9B-4.
Semi-Automatic Cargo Release Unit, No. 2, Mk 1
Extension Strop (2.4 meters) . . . . . . . . . . .
Extension Strop (9.1 meters) . . . . . . . . . . .
Stirrup and Shackle . . . . . . . . . . . . . . . .
XXXII
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PO9B-1
PO9B-2
PO9B-3
PO9B-4
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
ROMANIA
CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA
Figure RO2-1.
Figure RO2-2.
MARASESTI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RO2-5
265, FRIGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RO2-6
SINGAPORE
CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA
Figure SN2-1.
Figure SN2-2.
Figure SN2-3.
Figure SN2-4.
ENDURANCE
VICTORY . . .
FEARLESS . .
SEA WOLF . .
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SN2-5
SN2-6
SN2-7
SN2-8
SPAIN
CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA
Figure SP2-1.
Figure SP2-2.
MARQUES DE LA ENSENADA (AORL) (A11) . . . . . . . . . . . . . SP2-4
PATIÑO (AOR) (A14) . . . . . . . . . . . . . . . . . . . . . . . . . . . SP2-5
CHAPTER SP7 — TRANSFER OF SOLIDS
Figure SP7-1.
Missile/Cargo STREAM Safe Working Load Weight Graph
for AOR PATIÑO (A14) . . . . . . . . . . . . . . . . . . . . . . . . . . SP7-2
ANNEX SP9B — VERTREP EQUIPMENT
Figure SP9B-1.
Figure SP9B-2.
Figure SP9B-3.
Figure SP9B-4.
Figure SP9B-5.
Figure SP9B-6.
Figure SP9B-7.
Cargo Hooks . . . . . . . . . . .
Cargo Extension Strop (3 meters)
Cargo Pendants (4 meters) . . . .
Hoisting Sling . . . . . . . . . .
Shackles . . . . . . . . . . . . .
Cargo Nets . . . . . . . . . . . .
Cargotainer . . . . . . . . . . . .
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SP9B-1
SP9B-2
SP9B-3
SP9B-4
SP9B-5
SP9B-6
SP9B-7
SWEDEN
CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA
Figure SW2-1.
Figure SW2-2.
Figure SW2-3.
Figure SW2-4.
Figure SW2-5.
HSwMS GÅLÖ (ARL) (A263) . . .
HSwMS LOKE (AKL) (A344) . . .
HSwMS UTÖ (ARL) (A261) . . . .
HSwMS SLEIPNER (AKL) (A343) .
HSwMS ELDAREN (AOTL) (A237)
XXXIII
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SW2-4
SW2-5
SW2-6
SW2-7
SW2-8
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
TURKEY
CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA
Figure TU2-1.
Figure TU2-2.
Figure TU2-3.
Figure TU2-4.
TCG AKAR . . . . . . . . . . . . . .
TCG YARBAY KUDRET GÜNGÖR
TCG TASKIZAK . . . . . . . . . . .
TCG INEBOLU . . . . . . . . . . . .
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TU2-4
TU2-5
TU2-6
TU2-7
UNITED KINGDOM
CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA
Figure UK2-1.
Figure UK2-2.
Figure UK2-3.
Figure UK2-4.
Figure UK2-5.
Figure UK2-6.
Figure UK2-7.
Figure UK2-8.
Figure UK2-9.
Figure UK2-10.
Figure UK2-11.
RFA GREY ROVER (AOL A269) (UK). . . . . . . . . . . . . . . . . . UK2-4
RFA GOLD ROVER (AOL A271) (UK). . . . . . . . . . . . . . . . . . UK2-5
RFA BLACK ROVER (AOL A273) (UK) . . . . . . . . . . . . . . . . . UK2-6
RFA BAYLEAF (AOT A109) (UK) . . . . . . . . . . . . . . . . . . . . UK2-7
RFA BRAMBLELEAF (AOT A81) (UK) . . . . . . . . . . . . . . . . . UK2-8
RFA ORANGELEAF (AOT A110) (UK) . . . . . . . . . . . . . . . . . UK2-9
RFA OAKLEAF (AOT A111) (UK) . . . . . . . . . . . . . . . . . . . UK2-10
RFA FORT GEORGE (AOR A388) (UK) . . . . . . . . . . . . . . . . UK2-11
RFA FORT VICTORIA (AOR A387) (UK) . . . . . . . . . . . . . . . UK2-12
RFA FORT ROSALIE (AFS(H) A385) (UK). . . . . . . . . . . . . . . UK2-13
RFA FORT AUSTIN (AFS(H) A386) (UK) . . . . . . . . . . . . . . . UK2-14
CHAPTER UK4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
Figure UK4-1.
Distance Line Markings (Daylight Operations) . . . . . . . . . . . . . . UK4-2
CHAPTER UK6 — TRANSFER OF LIQUIDS
Figure UK6-1.
Figure UK6-2.
Figure UK6-3.
Figure UK6-4.
Figure UK6-5.
Figure UK6-6.
Figure UK6-7.
Figure UK6-8.
Figure UK6-9.
Figure UK6-10.
Figure UK6-11.
Figure UK6-12.
Figure UK6-13.
Figure UK6-14.
Figure UK6-15.
Figure UK6-16.
Figure UK6-17.
Figure UK6-18.
Figure UK6-19.
Quick-Release Coupling Assembly Mk II (UK Specification) . . . . . . . UK6-2
Abeam Fuel Rigs — Tail Piece for Trunk Fueling (UK Specification) . . UK6-6
Abeam Fuel Rigs — Hose End Connections (UK Specification) . . . . . UK6-8
Jackstay Rig (UK Specification) . . . . . . . . . . . . . . . . . . . . . . UK6-9
Abeam Fuel Rigs — Assembly of Hoses (UK Specification). . . . . . . UK6-10
Abeam Fuel Rigs — Outboard Hose End (UK Specification) . . . . . . UK6-11
Abeam Fuel Rigs — Derrick Rig Reception (UK Specification) . . . . . UK6-12
Jackstay Probe Rig — Probe Receiver Coupling (UK Specification). . . UK6-15
Jackstay Probe Rig — Outboard Hose End (UK Specification) . . . . . UK6-16
Jackstay Probe Rig — Reception Arrangement (UK Specification) . . . UK6-17
Probe Receiver Highpoint Adapted for Reception of Conventional
Jackstay or Derrick Fueling Rigs (UK Specification) . . . . . . . . . . . UK6-18
Large Derrick Rig (UK Specification) . . . . . . . . . . . . . . . . . . UK6-20
Crane Fueling Rig (UK Specification) . . . . . . . . . . . . . . . . . . UK6-22
Assembly of Hoses — Astern Fueling (UK Specification) . . . . . . . . UK6-25
Astern Rig — Arrangements at Inboard End of Hose
(UK Specification). . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK6-27
Astern Fueling — Tanker Layout (UK Specification) . . . . . . . . . . UK6-28
Reception Arrangement (UK Specification) . . . . . . . . . . . . . . . UK6-29
Astern Fueling Hose Bridle Assembly (UK Specification) . . . . . . . . UK6-31
Astern Sliprope Method of Disengaging . . . . . . . . . . . . . . . . . UK6-32
XXXIV
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
CHAPTER UK7 — TRANSFER OF SOLIDS
Figure UK7-1.
Figure UK7-2.
Figure UK7-3.
Figure UK7-4.
Figure UK7-5.
Figure UK7-6.
Heavy Jackstay Rig (UK Specification) . . . . . . . . . . . . . . . . . . UK7-2
Heavy Jackstay Rig — Fixed Highpoints (UK Specification) . . . . . . . UK7-3
Heavy Jackstay Rig — Pivoted Arm Mk 1A (UK Specification) . . . . . UK7-6
Clarke-Chapman Sliding Padeye Rig (UK Specification) . . . . . . . . . UK7-7
Clarke-Chapman Sliding Padeye Rig (Connecting-Up Sequence)
(UK Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UK7-8
Ammunition Transfer Equipment (UK Specification) . . . . . . . . . . UK7-13
CHAPTER UK8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT
Figure UK8-1.
Figure UK8-2.
Figure UK8-3.
Light Jackstay Rig (UK Specification) . . . . . . . . . . . . . . . . . . . UK8-2
Light Jackstay Rig — Reception Arrangement (UK Specification) . . . . UK8-3
Light Jackstay Rig Appliances (UK Specification). . . . . . . . . . . . . UK8-4
ANNEX UK9B — VERTREP EQUIPMENT
Figure UK9B-1.
Figure UK9B-2.
Figure UK9B-3.
Figure UK9B-4.
Figure UK9B-5.
Figure UK9B-6.
Figure UK9B-7.
Types of Semi-Automatic Cargo Release Unit (SACRU) (UK)
Alternative Method of Manual Release (UK). . . . . . . . . .
Extension Strops (UK) . . . . . . . . . . . . . . . . . . . . .
Cargo Stirrups, Rings, and Shackles (UK) . . . . . . . . . . .
Cargo Lifting Net . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Lifting Net — Hooking-On Arrangements (UK) . . . .
Typical Single Palnet Load (UK) . . . . . . . . . . . . . . . .
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UK9B-2
UK9B-3
UK9B-4
UK9B-5
UK9B-6
UK9B-7
UK9B-8
UNITED STATES
CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA
Figure US2-1.
Figure US2-2.
Figure US2-3.
Figure US2-4.
Figure US2-5.
Figure US2-6.
Figure US2-7.
KILAUEA Class (AE) (US). . . . . . . . . . . . . . . . . . . . . . . . . US2-5
FLINT Class (AE) (US) . . . . . . . . . . . . . . . . . . . . . . . . . . . US2-6
MARS Class (T-AFS) (US) . . . . . . . . . . . . . . . . . . . . . . . . . US2-7
SIRIUS Class (T-AFS) (US) . . . . . . . . . . . . . . . . . . . . . . . . US2-8
SUPPLY Class (AOE) (US). . . . . . . . . . . . . . . . . . . . . . . . . US2-9
SACRAMENTO Class (AOE) (US) . . . . . . . . . . . . . . . . . . . . US2-10
KAISER Class (T-AO) (US) . . . . . . . . . . . . . . . . . . . . . . . US2-11
CHAPTER US6 — TRANSFER OF LIQUIDS
Figure US6-1.
Figure US6-2.
Figure US6-3.
Figure US6-4.
Figure US6-5.
Figure US6-6.
Figure US6-7.
Figure US6-8.
Figure US6-9.
Figure US6-10a.
Figure US6-10b.
Spanwire Weak-Link End Fitting (US Specification) . . . . . . . . . . . US6-2
Hose Saddles (US Specification) . . . . . . . . . . . . . . . . . . . . . . US6-7
Probe Relatching Tool (US Specification) . . . . . . . . . . . . . . . . . US6-8
Sleeve Retractor (US Specification). . . . . . . . . . . . . . . . . . . . . US6-9
Combined Quick-Release Coupling and Valve (US Specification) . . . . US6-10
Terminal Hose Fittings (US Specification) . . . . . . . . . . . . . . . . US6-11
Astern Fueling Coupling Conical Cap Dimensions (US Specification) . . US6-12
Fuel STREAM Double Probe . . . . . . . . . . . . . . . . . . . . . . . US6-14
Double Probe and Receiver . . . . . . . . . . . . . . . . . . . . . . . . US6-15
Single Probe and Double Receiver. . . . . . . . . . . . . . . . . . . . . US6-16
Double Probe and Single Receiver. . . . . . . . . . . . . . . . . . . . . US6-17
XXXV
CHANGE 1
ATP 16(D)/MTP 16(D)
Page
No.
Figure US6-11.
Figure US6-12.
Figure US6-13.
Figure US6-14.
Figure US6-15.
Figure US6-16.
Figure US6-17.
Figure US6-18.
Figure US6-19.
Figure US6-20.
Figure US6-21.
Figure US6-22.
Figure US6-23.
Figure US6-24.
Figure US6-25.
Spanwire Rig — Single Hose With Breakable-Spool Coupling
(US Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Astern Fueling Station Keeping (US Specification) . . . . .
Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly
(US Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reception Station Rigged for Receiving Astern Rig (US Specification)
Configuration of the Grapnel Line (US Specification) . . . . . . . .
Grappling the Hose Rig Messenger (US Specification) . . . . . . . .
Securing the Hose Rig (US Specification) . . . . . . . . . . . . . . .
Disconnecting the Conical Cap (US Specification) . . . . . . . . . .
Conical Cap and Modified B-End of Breakable Spool Coupling
(US Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reception Station Rigged for Fuel Transfer (US Specification). . . .
Casting Off the Hose Rig Messenger (US Specification) . . . . . . .
Easing Hose Overboard (US Specification) . . . . . . . . . . . . . .
LST Ready for Streaming Astern Fueling Rig (US Specification) . .
Arrangement of Outboard End of Hose Assembly (US Specification)
LST Streaming Astern Fueling Rig (US Specification) . . . . . . . .
. . US6-18
. . US6-22
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US6-24
US6-25
US6-27
US6-29
US6-30
US6-31
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US6-32
US6-33
US6-35
US6-37
US6-38
US6-39
US6-42
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US9B-2
US9B-3
US9B-4
US9B-5
US9B-6
US9B-7
US9B-8
ANNEX US9B — VERTREP EQUIPMENT
Figure US9B-1.
Figure US9B-2.
Figure US9B-3.
Figure US9B-4.
Figure US9B-5.
Figure US9B-6.
Figure US9B-7.
Cargo Hooks (US) . . . . . . . . . . . . . . . . . . . . .
Mk 105 Hoisting Sling (US). . . . . . . . . . . . . . . .
Mk 92 Hoisting Sling (Recovery Pendant) (US) . . . . .
Mk 85, 86, 87, and 100 Tensioner and Pallet Slings (US)
Newco Safety Hook (US) . . . . . . . . . . . . . . . . .
Sling, Cargo Net, Nylon Webbing, Class A, Type 1 (US)
Mk 105 Hoisting Sling Hooked to Cargotainer (US) . . .
XXXVI
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CHANGE 1
ATP 16(D)/MTP 16(D)
LIST OF TABLES
Page
No.
PART I — COMMON INFORMATION
CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA
Table 2-1.
Table 2-2.
Table 2-3.
Ready Reference Chart of NATO Standardized Fuels . . . . . . . . . . . . . 2-2
Key to Ship Diagrams in Part II . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Sample Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
ANNEX 2B — CONVERSION TABLES
Table 2B-1.
Table 2B-2.
Table 2B-3.
Table 2B-4.
Table 2B-5.
Table 2B-6.
Table 2B-7.
Table 2B-8.
Table 2B-9.
Units of Length . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Units of Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Units of Volume. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approximate Relationships Between Selected Units of Volume and
Corresponding Units of Weight. . . . . . . . . . . . . . . . . . . .
Units of Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Units of Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manila/Wire Rope Dimensions in Units of Inches/Millimeters . . .
Temperature Conversion Table . . . . . . . . . . . . . . . . . . . .
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . 2B-2
. . . . 2B-2
. . . . 2B-2
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
2B-3
2B-3
2B-4
2B-5
2B-6
2B-7
CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES
Table 3-1.
Typical Distances Between Ships for Fueling and Storing Rigs . . . . . . . . 3-8
CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING
Table 4-1.
Table 4-2.
Table 4-3.
Table 4-4.
Signals for Passing the First Line Between Ships . . . . . . . . . . . . . . . 4-3
Transfer Station Markers (Day and Night) . . . . . . . . . . . . . . . . . . . 4-8
Transfer Station Marker Wands . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
CHAPTER 6 — TRANSFER OF LIQUIDS
ANNEX 6A — FUELING BY THE ASTERN METHOD
Table 6A-1.
Table 6A-2.
Table 6A-3.
Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-4
Procedures for Connecting and Disconnecting the Rig. . . . . . . . . . . . 6A-8
Procedure for Emergency Breakaway . . . . . . . . . . . . . . . . . . . . 6A-12
CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT
Table 8-1.
Standard Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
CHAPTER 9 — VERTICAL REPLENISHMENT
Table 9-1.
Helicopter/VERTREP Operating Area Categories . . . . . . . . . . . . . . . 9-9
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PART II — NATIONAL INFORMATION
AUSTRALIA
CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA
Table AU2-1.
Table AU2-2.
Rigs Used by Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . AU2-2
Australian Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . AU2-4
BELGIUM
CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA
Table BE2-1.
Rigs Used by Belgium . . . . . . . . . . . . . . . . . . . . . . . . . . . BE2-2
BULGARIA
CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA
Table BX2-1.
Table BX2-2.
Replenishment Receiving Station Data — SMELI . . . . . . . . . . . . . BX2-2
Replenishment Delivery Station Data — ATYA . . . . . . . . . . . . . . BX2-3
CANADA
CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA
Table CA2-1.
Rigs Used by Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA2-2
ANNEX CA9B — VERTREP EQUIPMENT
Table CA9B-1.
Cargo Nets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA9B-4
CHILE
CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA
Table CH2-1.
Table CH2-2.
Rigs Used by Chile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CH2-2
Chilean Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . CH2-3
DENMARK
CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA
Table DA2-1.
Rigs Used by Denmark . . . . . . . . . . . . . . . . . . . . . . . . . . . DA2-2
FRANCE
CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA
Table FR2-1.
Rigs Used by France . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR2-2
XXXVIII
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ANNEX FR9B — VERTREP EQUIPMENT
Table FR9B-1.
Cargo Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FR9B-4
GERMANY
CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA
Table GE2-1.
Rigs Used by Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . GE2-2
CHAPTER GE6 — TRANSFER OF LIQUIDS
Table GE6-1.
Table GE6-2.
Gunline Method — Passing the Gear . . . . . . . . . . . . . . . . . . . . GE6-5
Gunline Method — Disengaging . . . . . . . . . . . . . . . . . . . . . . GE6-6
CHAPTER GE7 — TRANSFER OF SOLIDS
Table GE7-1.
Ammunition Dimensions and Weights (GE Specification) . . . . . . . . . GE7-2
GREECE
CHAPTER GR2 — SCHEDULING REPLENISHMENT AT SEA
Table GR2-1.
Rigs Used by Greece . . . . . . . . . . . . . . . . . . . . . . . . . . . . GR2-2
INDONESIA
CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA
Table ID2-1.
Indonesian Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . ID2-2
INDIA
CHAPTER IN2 — SCHEDULING REPLENISHMENT AT SEA
Table IN2-1.
Indian Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . IN2-2
ITALY
CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA
Table IT2-1.
Rigs Used by Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT2-2
JAPAN
CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA
Table JA2-1.
Table JA2-2.
Rigs Used by Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JA2-2
Japanese Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . JA2-4
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KOREA, SOUTH
CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA
Table KS2-1.
Table KS2-2.
Rigs Used by Korea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KS2-2
Korean Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . KS2-4
MALAYSIA
CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA
Table MS2-1.
Malaysian Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . MS2-2
NETHERLANDS
CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA
Table NL2-1.
Rigs Used by Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . NL2-2
NEW ZEALAND
CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA
Table NN2-1.
Table NN2-2.
Rigs Used by New Zealand . . . . . . . . . . . . . . . . . . . . . . . . NN2-2
New Zealand Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . NN2-4
NORWAY
CHAPTER NO2 — SCHEDULING REPLENISHMENT AT SEA
Table NO2-1.
Rigs Used by Norway . . . . . . . . . . . . . . . . . . . . . . . . . . . NO2-2
PORTUGAL
CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA
Table PO2-1.
Rigs Used by Portugal . . . . . . . . . . . . . . . . . . . . . . . . . . . PO2-2
ROMANIA
CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA
Table RO2-1.
Table RO2-2.
Replenishment Receiving Station Data (MARASESTI, Destroyer) . . . . RO2-2
Replenishment Receiving Station Data (265, FRIGATE) . . . . . . . . . RO2-4
SINGAPORE
CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA
Table SN2-1.
Table SN2-2.
Rigs Used by Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . SN2-2
Singapore Ship-Specific Data . . . . . . . . . . . . . . . . . . . . . . . . SN2-4
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SPAIN
CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA
Table SP2-1.
Rigs Used by Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP2-2
SWEDEN
CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA
Table SW2-1.
Replenishment Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . SW2-2
THAILAND
CHAPTER TH2 — SCHEDULING REPLENISHMENT AT SEA
Table TH2-1.
Rigs Used by Thailand . . . . . . . . . . . . . . . . . . . . . . . . . . . TH2-2
TURKEY
CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA
Table TU2-1.
Rigs Used by Turkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . TU2-2
UNITED KINGDOM
CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA
Table UK2-1.
Rigs Used by United Kingdom . . . . . . . . . . . . . . . . . . . . . . . UK2-2
CHAPTER UK6 — TRANSFER OF LIQUIDS
Table UK6-1
Table UK6-2.
Table UK6-3.
Table UK6-4.
Details of 152.4 mm, Connections, and Adaptors . . . . . . . . . . .
Details of 127 mm and 89 mm Hoses, Connections, and Adaptors . . .
Details of 76 mm Bore Hoses, Gasoline — Connections and Adaptors
Details of 63.5 mm Hoses, Connections and Adaptors . . . . . . . . .
.
.
.
.
UK6-34
UK6-39
UK6-40
UK6-41
CHAPTER UK7 — TRANSFER OF SOLIDS
Table UK7-1.
Ammunition Transfer Loads (UK Specification) . . . . . . . . . . . . . UK7-10
UNITED STATES
CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA
Table US2-1.
Table US2-2.
Rigs Used by United States . . . . . . . . . . . . . . . . . . . . . . . . . US2-2
Hose Sizes and Pumping Rates (US Specification) . . . . . . . . . . . . . US2-4
CHAPTER US6 — TRANSFER OF LIQUIDS
Table US6-1.
Table US6-2.
Summary of Float Method — Passing the Gear . . . . . . . . . . . . . . US6-28
Summary of Float Method — Disengaging . . . . . . . . . . . . . . . . US6-36
XLI
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ATP 16(D)/MTP 16(D)
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XLII
CHANGE 1
PART I
COMMON INFORMATION
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER 1
Concept of Replenishment at Sea
0100 Objectives
1.
The technique of replenishment at sea (RAS) enables a fleet or naval formation to remain at sea for
prolonged periods. RAS is accomplished by means of one or more horizontally oriented rigs that connect
the delivering ship with the receiving ship. These transfers may be augmented by vertically oriented transfers that utilize a helicopter.
2.
Replenishment operations must be accomplished in conjunction with and in support of the combatant force’s assigned mission or task. The most significant factor to be considered in any planned replenishment is the receiving ship’s ability to use the delivering ship’s rig.
3.
The supplying ship’s primary function in a replenishment operation is the efficient transfer of liquid and/or solid cargo. The rate of transfer is controlled by the customer ship’s ability to receive and handle the liquids and solids.
4.
The time required for replenishment must be reduced to a minimum consistent with safety of
equipment and personnel.
0110 Organization and Command
0111 Officer in Tactical Command
The senior of the two force commanders — the combatant force commander and the replenishment force
commander — is the OTC. Although the OTC is responsible for the proper execution of the entire replenishment operation, he should consider the recommendations of the other force commander (see ATP
1/MTP 1, Vol. I). If the replenishment force commander is the OTC, he should generally respect the combatant force commander’s desires as to position and time of rendezvous and the general direction of movement during the replenishment. If the combatant force commander is the OTC, he should carefully
consider the replenishment force commander’s recommendation as to replenishment course and speed.
The following articles are based on the assumption that the combatant force commander is the OTC.
0112 Replenishment Force Commander
The replenishment force commander is the senior commander or commanding officer of the replenishment
ship(s). He is authorized direct liaison with the commander of the force to be replenished and is responsible
for:
a. Consolidating cargoes prior to replenishment.
b. Recommending to the OTC a replenishment course and speed for optimum replenishment conditions. He shall advise the OTC of any unusual limitations or characteristics of the ships of his
force that might affect the replenishment or influence the sequence of RAS operations.
c. Exercising responsibility for the movement of the replenishment units en route to the rendezvous area and initiating such movement reports as are necessary.
d. Ensuring that units comprising the replenishment group conform with the OTC’s instructions
concerning rendezvous, formation, course, speed, communications, and degree of combat
readiness.
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ORIGINAL
ATP 16(D)/MTP 16(D)
0113 Combatant Force Commander
The combatant force commander is the senior commander or commanding officer of the ships to be replenished. He shall:
a. Select and promulgate rendezvous time and place. This should be done as far in advance as
scheduling permits.
b. He should coordinate the combatant force’s RAS requirements; however, he may direct that
each ship submit its requirements to an appropriate replenishment ship.
c. Ensure that the agreed sequence of replenishment is promulgated to ships and commands;
last-minute changes to a promulgated sequence of replenishment should be avoided.
d. Coordinate carrier on board delivery (COD) flights of passengers, mail, and high priority fleet
freight that are received on board the carrier(s) by COD flight for delivery to ships of the task force,
or need to be transferred from the task force for COD delivery elsewhere.
0114 Definitions
1.
A replenishment unit is defined as a group of ships consisting of one or more delivering ships with
one or more receiving ships replenishing and/or ships in waiting and/or lifeguard station.
2.
Within a replenishment unit the following definitions apply:
a. Control Ship. The ship controlling the RAS operation of the unit.
b. Unit Guide. The replenishment unit guide.
c. Delivering Ship. The ship delivering the rig(s).
d. Receiving Ship. The ship receiving the rig(s).
e. Approach Ship. The ship making the approach/ship which has made the approach.
f. Supplying Ship. The ship that supplies the item(s) to be transferred.
g. Customer Ship. The ship that receives the transferred items.
3.
The RAS Organization. The definitions above are the central factors that control the RAS organization. Unless otherwise ordered, the control ship will be the unit guide and the delivering ship.
Where this is not the case, the OTC must designate these tasks to the desired ship. Similarly, the receiving
ship will be the approach ship unless otherwise ordered by the OTC.
4.
It should be noted that the delivering ship (the ship that provides the rigs) need not necessarily be
the supplying ship (the ship that provides the stores).
0115 Civilian Manned Fleet Auxiliaries — Command Relationships
1.
The United Kingdom support vessels are provided by the Royal Fleet Auxiliaries (RFAs) and are
manned by civilian personnel. Also some Fleet Auxiliaries of the United States Navy and the Federal German Navy are manned with civilian personnel. A small detachment of U.S. Navy personnel is embarked
on the civilian-manned U.S. Navy Fleet Auxiliaries to man communications equipment. These personnel
are trained in NATO communication procedures and for the task of RAS.
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ORIGINAL
ATP 16(D)/MTP 16(D)
2.
When employed on the service of replenishment in a replenishment unit, these ships are to be regarded as noncombatant fleet units; one of the combatants is to be generally designated as control ship.
0120 Convoy Operations During Naval Control of Shipping
1.
In the event of hostilities necessitating implementation of full naval control of shipping and activation of a convoy system as provided for in ATP 1/MTP 1, Vol. I, an initial shortage of replenishment ship
support could develop. To preclude this shortage, certain merchant tankers will be provided with a capability to replenish convoy escorts. During peacetime periods, fueling rigs will be maintained at selected
and agreed shore locations. As the need arises, these rigs would then be installed in those selected merchant tankers designated by each of the NATO nations.
2.
It is also recognized that if hostilities develop, there will be insufficient time to fit costly and elaborate fueling rigs, such as the highline or jackstay rigs. For this reason, the astern fueling rig, which is simple to fit, has been chosen for installation in some merchant tankers.
0130 Planning
The overall efficiency of a replenishment operation is dependent upon the thoroughness of the planning
phase. When possible, prereplenishment conferences are recommended.
0131 Planning Factors
1.
Estimated Requirements. The combatant force commander, or delegated authority, must
provide the replenishment force commander with a timely estimate of the combatant force’s liquid and
solid cargo requirements.
2.
Transfer Rates. Planners should review the capabilities and limitations of all units involved in
the RAS operations.
3.
Deck Spotting of Nets and Pallets. Replenishment ships with solid cargo should break out
cargo just before RAS operations commence. Limitations in available deck space adjacent to the transfer
station cause congestion of nets and pallets. A last-minute change in promulgated replenishment sequence will generally introduce a lengthy delay in transfer operations because of remarshaling within the
supplying ship and should therefore be avoided if at all possible. Any required changes in order of replenishment should be promulgated as soon as possible.
4.
Rigs. The maximum number of rigs available that can be effectively used should be used in order
to obtain the maximum cargo transfer rate.
5.
Passengers and Mail. The combatant force commander should normally promulgate instructions concerning the dispersal of passengers and mail.
6.
EMCON Conditions. In certain situations, replenishment will be planned when EMCON policies preclude radio transmissions. In these circumstances, it will be necessary to pass coordinating information by other means after rendezvous.
7.
Fuel and Ammunition. The vessels of some nations (see national data in Part II) are prohibited
by national regulations from receiving fuel and ammunition simultaneously, except when there is an imminent operational necessity. Such cases require the approval of the OTC. When approved, these transfers may require that a minimum distance be maintained between reception points.
1-3
ORIGINAL
ATP 16(D)/MTP 16(D)
0132 Formulating the Plan
1.
RAS Formation. Replenishment formations are described in ATP 1/MTP 1, Vol. I. It is permissible to assign replenishment ships to any station in the RAS formation that may be dictated by the tactical
situation. When possible the OTC should advise the replenishment force commander of the RAS course
and speed well in advance to permit orderly reorientation of the replenishment force.
2.
Movement of Ships within the Replenishment Formation. Receiving ships, especially
deep draught ships, should move directly up a column of delivering ships. Alternating different types of
receiving ships abeam of a particular delivering ship should be avoided. When possible, delivering ships
should receive ships of the same types at the same beam. In heavy weather, consideration should be given
to the replenishment course so that shallow draught ships will be on the lee side of deep draught replenishment ships.
0140 Readiness During RAS Operations
1.
The readiness of all units during RAS operations is the responsibility of the OTC. It should be kept
in mind, however, that replenishing ships need many hands for the handling of rigs and cargo. Moreover,
the rigs and the proximity of other ships interfere with the use of sensors and weapons.
2.
Freedom of maneuver of the replenishing ships is considerably restricted, and further restrictions
induced on course and speed by weather conditions may carry the formation away from the operating area
or into more dangerous areas.
3.
When forces are sailing in high grades of operational readiness, the need for rapid replenishment is
enhanced, and the use of VERTREP and astern fueling instead of abeam methods should be carefully
considered.
0150 Using This Publication
1.
Part I is intended to provide all of the descriptive and procedural information required for ships and
helicopters of different nations to conduct a safe and efficient replenishment at sea. It includes the standard requirements and procedures that have been agreed to by NATO nations.
2.
Part II provides national information on requirements and procedures, including descriptions of
rigs and procedures that are unique to that nation. Nations should describe their rig or procedure in detail
within their national section. Where necessary, nations should provide a statement that amplifies information provided in Part I or documents a difference from information stated in Part I.
3.
Information in Part II is organized by national section in alphabetical order, using a two-letter
code. Within each national section, information is arranged in chapters corresponding to the sequence of
chapters in Part I. Accordingly, paragraphs are prefixed by a two-letter country designator followed by the
normal four-digit paragraph number, and figures and tables are prefixed by the two-letter designator followed by the normal figure or table number. To keep cross-referencing simple from a user’s view, paragraphs that comment on material in Part I should use the same paragraph number as in Part I,
distinguished from it by the prefixed two-letter country designator.
4.
Users of this publication are obliged to study both Parts I and II: Part I for a general understanding
of how a replenishment at sea is conducted, and Part II for further information on the replenishment capabilities of individual nations. In practical use when planning a replenishment at sea, the user will rely as
much on the tables of rigs and the replenishment ship diagrams in Part II as on the standard requirements
and procedures in Part I.
1-4
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER 2
Scheduling Replenishment at Sea
0200 General Considerations
Planning staffs and individual commanding officers of combatant ships are reminded of the following pertinent fueling factors:
a. NATO ships burn a number of fuel types in their respective main propulsion units; examples are
F-75, F-76, F-77, and F-44. Table 2-1 gives interchangeability of NATO standardized fuels. It
should be noted that distillate fuel of each navy is of different specifications.
b. One particular AO/AOR’s liquid cargo load list may not satisfy all ships in a combatant
formation.
c. Receiving ships may require one of a selection of hose end fittings, such as probe, breakable
spool coupling, or pigtail for abeam fueling, and the breakable spool coupling for astern fueling.
d. For probe fueling, the end fitting on the support line to be passed by the delivering ship will always be the standard end link for probe fueling, never a pelican hook. For all other replenishment
operations (liquid, solids, and personnel), the end fitting on the support line will vary according to
the receiving ship’s highpoint fitting. Therefore, receiving ships must specify in OPSTAT
RASREQ signals the type of end fitting (i.e., pelican hook or NATO standard link) required on all
nonprobe support lines to be passed by the delivering ship. This requirement is to be specified for
each applicable reception station on the receiving ship.
e. Under no circumstances should a destroyer or frigate receive from two storeships simultaneously
(i.e., one on each side) because of the large turning moment that would be exerted on the warship.
0201 Basic Rules
1.
Before a RAS operation can be conducted, information and executive signals must be exchanged
between all ships participating in the operation. The operation may range from a full-scale replenishment,
to RAS conducted by two ships, or to a simple transfer of mail by helicopter.
2.
In every instance, however, command relationships must be understood by all concerned. Attention is therefore directed to ATP 1/MTP 1, Vol. I.
0210 Method for Ordering RAS
The Maritime Tactical Message System (MTMS) provides an improved standard format for ordering
replenishment.
0211 Method of Execution
1.
MTMS involves the use of five standard signals, as follows, all of which should be classified at
least Restricted.
a. OPSTAT RASREQ. For use by a combatant ship to signal its requirements, either direct to
the supplying ship or to the OTC. In either case, the requirements must be submitted in a timely
fashion.
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ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2-1. Ready Reference Chart of NATO Standardized Fuels
DETAILS OF NATIONAL USAGE
Boilers
Gas Turbines
Diesels
Normally
Used
Acceptable
Products
Normally
Used
Acceptable
Products
Normally
Used
Acceptable
Products
BE
None
None
F-76
F-75
F-76
F-75
CA
F-76
F-75
F-76
F-75, F-44
F-76
F-75, F-44
DA
None
None
F-75
F-76, F-44
F-75
F-76, F-44
FR
F-76 or
F-77
F-75
(Note 1)
F-76
F-75
F-76 or
F-75
None
GE
F-75
F-76
F-75
F-76
F-75
F-76
GR
F-77
None
F-75
F-76, F-44
F-75
F-76
IT
F-76
F-75
F-76
F-75
F-76
F-75
NL
F-76
F-75
F-76
F-75
F-76
F-75
NO
F-75
F-76, F-44
None
None
F-75
F-76
PO
None
None
F-76
F-75
F-76
F-75
SP
F-76
F-75, F-44
F-76
F-75, F-44
F-76
F-75, F-44
TU
F-76
F-75
F-76
F-75
F-76
F-75
UK
F-77
None
F-76
F-75, F-44
F-76
F-75, F-44
F-76
F-75, F-44
F-76
F-75, F-44
F-76
F-44, F-75
F-76
F-44, F-75
US
Note 1 (FR): F-75 is an acceptable substitute for F-76; there is no acceptable substitute for F-77.
b. OPTASK RAS. For use by the OTC to promulgate the replenishment program.
c. OPSTAT RAS. For use by supplying ships to provide customer ships with details of rigs and
types of stores that can be delivered from respective transfer stations.
d. OPSTAT UNIT. For use by all ships to promulgate details of transfer stations.
e. OPSTAT CARGO. For use by supplying ships to report cargo remaining to the OTC after an
RAS operation and on changing operational control.
2.
Details and examples of these RAS signals are provided in APP 4. It should be noted that the use of
MTMS RAS signals requires that transfer stations should be numbered.
0220 Accounting Procedures
1.
Solids. With the first load, the supplying ship sends a list on prescribed forms in multicopy,
which lists the material to be transferred to the customer ship. The customer ship certifies or acknowledges receipt during replenishment or at the earliest time possible. The quantities listed by the supplying
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ORIGINAL
ATP 16(D)/MTP 16(D)
ship should be accepted by the customer ship. Unresolved discrepancies should be reported through the
normal national authorities.
2.
Liquids. After replenishment, the supplying ship will notify the customer ship by telephone, receipt form, or other means of communication of the quantities transferred. Amounts of fuel transferred between ships will normally be stated in cubic meters or metric tons. The amount that the oiler/tanker states
has been supplied will normally be considered to be correct unless serious discrepancies occur. Unresolved discrepancies should be reported through the normal national authority.
3.
Ships of Different Nations. When ships of different nations are operating together, accounting shall be done in accordance with standard NATO agreements. NATO nations have agreed that all
practicable assistance and facilities shall be provided to warships and certain auxiliaries of the NATO navies. Methods of payment, accounting, and associated procedures shall be in accordance with whatever
relevant agreement may exist at the time between the parties concerned. Where no financial agreement
exists, the normal reimbursement procedures of the supplying nation will be arranged.
0230 Rigs in Use by Nations
When ships of different nations are replenishing, care must be taken that the rigs and end fittings are compatible. If this cannot be done, the sequence of ships replenishing must be planned so as to reduce the number of changes of the hose end fittings to the absolute minimum. Refer to national sections in Part II for
information on the replenishment rigs used by participating nations. Annex 2A provides an MS Word format table for use in updating national information.
NOTE
Nations should ensure that rigs and transfer methods shown in the tables are also included in the narrative in Part II.
0240 National Ship Diagrams
Refer to national sections in Part II for information on the replenishment ships, including their transfer station locations and capabilities, employed by participating nations. Table 2-2 provides the key for the symbols used on national ship diagrams in Part II. Table 2-3 provides examples of several sample rigs. Figure
2-1 is a sample of a ship diagram layout that may be used for submitting information. Nations are encouraged to use the symbols and layout in order to promote uniformity in the manner in which information is
presented. Figure 2-2 provides an example of an information page for a fictional vessel to demonstrate how
the symbol key and layout might be used. Annex 2A provides an MS PowerPoint format diagram for use in
updating national information.
NOTE
· Although ton and cubic meters are widely used, units of measurement for rates and
capacities are not standardized.
· Because of the scale of the one-page format, it is not possible to show every hose size
graphically, only to indicate larger (178 or 152 mm) and smaller (76 or 65 mm).
· Amplifying information should be provided as narrative in the national Chapter 2 in
Part II.
0250 Conversion Tables
Refer to Annex 2B for tables with information on physical units and conversions used in RAS operations.
2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2-2. Key to Ship Diagrams in Part II
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Fresh/Potable Water
Eau douce
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Feed Water
Eau d’alimentation
Helicopter Landing Platform
Plateforme pour Hélicoptère
Light Station (226 kg)
Charges légères (226kg)
Single Hoses
Manche Simple
Heavy Station (1 or 2 Metric Tons)
Charges lourdes (1 ou 2 Tonnes)
178 or 152 mm
178 ou 152 mm
76 or 65 mm
76 ou 65 mm
F-75/76 Fuel, Naval
Distillate
Diesel Fuel/Dieso
Gas-Oil/Gazole
F-75/76 Fuel, Naval
Distillate
Diesel Fuel/Dieso
Gas-Oil/Gazole
F-77 Fuel, Residual
Fuel Oil/Mazout
F-77 Fuel, Residual
Fuel Oil/Mazout
F-44 Turbine Fuel, Aviation
Carburant Turbine de
Aviation/Carbureacteur
F-44 Turbine Fuel, Aviation
Carburant Turbine de
Aviation/Carbureacteur
F-18/F-22 Gasoline,
Aviation
Essence Aviation
F-18/F-22 Gasoline,
Aviation
Essence Aviation
Lubricating Oil
Huile Lubrifiant
Lubricating Oil
Huile Lubrifiant
Gasoline, Automotive
Essence
Gasoline, Automotive
Essence
Lubricating Oil
Huile Lubrifiant
Fresh/Potable Water
Eau douce
Fresh/Potable Water
Eau douce
Gasoline, Automotive
Essence
Feed Water
Eau d’alimentation
Feed Water
Eau d’alimentation
Reception Station
Poste de Réception
F-75/76 Fuel, Naval Distillate
Diesel Fuel/Dieso
Gas-Oil/Gazole
F-77 Fuel, Residual
Fuel Oil/Mazout
F-44 Turbine Fuel, Aviation
Carburant Turbiné de
Aviation/Carbureacteur
F-18/F-22 Gasoline, Aviation
Essence Aviation
1 METRIC TON = 1 TONNE = 1,000 KILOGRAMS = 2,204 POUNDS (LIVRES)
1 LONG TON = 1.016 TONNES = 2,240 POUNDS (LIVRES)
1 CUBIC METER = 1,000 LITERS = 264.2 U.S. GALLONS
2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2-3. Sample Rigs
Single Hose 178 or 152 mm,
1 to 3 Capabilities
Manche Simple 178 ou 152 mm,
1 à 3 Possibilités
Double Hose 76 or 65 mm
Below 178 or 152 mm
Manche Double 76 ou 65 mm
Sous 178 ou 152 mm
Double Hose 178 or 152 mm,
1 to 3 Capabilities
Manche Double 178 ou 152 mm,
1 à 3 Possibilités
Double Hose 178 or 152 mm,
with Single Hose 76 or 65 mm
Manche Double 178 ou 152 mm,
avec Manche Simple 76 ou 65 mm
Double Hose 178 or 152 mm,
with Double Hose 76 or 65 mm
Manche Double 178 ou 152 mm,
avec Manche Double 76 ou 65 mm
Double Hose 178 or 152 mm
Manche Double 178 ou 152 mm
Triple Hose 178 or 152 mm
Manche Triple 178 ou 152 mm
Single Hose 178 or 152 mm
Manche Simple 178 ou 152 mm
2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
DISTANCE
DE L’ÉTRAVE
Class
Type
Name of Ship
Nom du Bâtiment
Pt Number
No. de Coque
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Remarks
Remarques:
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter Platform
Plateforme pour Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure 2-1. Format for Ship Diagram in Part II
2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 2-2. Example Ship Diagram
2-7
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
2-8
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX 2A
Replenishment Data Forms
2A100 Instructions for Completion
2A101 Cargo Delivery Station Data Sheet
1.
Cargo Delivery Station — Identify delivery station by showing the distance from the bow (in
meters).
2.
Cargo Delivery Station Location — Enter “Port” or “Starboard,” as appropriate.
3.
Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely
operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.
4.
Rig Attachment Point Height (Waterline) — Show the maximum rig attachment height above the
waterline (in meters).
5.
Rig Attachment Point Height (Deck) — Show the maximum rig attachment height above the cargo
receiving deck (in meters).
6.
Normal Rig Support Line Tension — Indicate the tension (in kilograms) at which the rig normally
operates.
7.
Maximum Rig Support Line Tension — Indicate the maximum tension (in kilograms) at which the
rig can safely operate.
8.
Rig Support Line Attachment Type — Describe how the rig support line is attached.
9.
Rig Support Line Attachment Size — Indicate the size (millimeters) of the rig support line attachment point.
10. Preferred Distance Between Ships — Indicate the distance between ships (in meters) at which you
prefer to operate during replenishment.
11. Minimum Distance Between Ships — Indicate the minimum distance between ships (in meters)
which you consider safe for replenishment operations.
12. Types of Cargo — Indicate the types of cargo that the station can deliver. For example, refrigerated
stores, dry cargo, etc.
13. Maximum Size Load — Show the maximum load dimensions that this station can handle, expressed as length by width by height (meters).
14. Maximum Load Weight — Show the maximum load weight that this station can handle
(kilograms).
2A-1
ORIGINAL
REPLENISHMENT DELIVERY STATION DATA
Ship Name: ___________________________________________
Item
CARGO DELIVERY STATION DATA SHEET
Figure 2A-1. Cargo Delivery Station Data Sheet
2A-2
1
Cargo delivery station (meters from bow)
2
Cargo delivery station location (port/starboard)
3
Maximum off-station angle (degrees forward/aft of attachment point)
4
Rig attachment point maximum height (meters above water line)
5
Rig attachment point maximum height (meters above cargo
receiving deck)
6
Normal rig support line tension (kilograms)
7
Maximum rig support line tension (kilograms)
8
Rig support line attachment type (e.g., pelican hook, link)
9
Rig support line attachment size (millimeters)
Preferred distance between ships during replenishment (meters)
11
Minimum distance between ships during replenishment (meters)
12
Types of cargo that can be delivered (refrigerated stores, dry cargo,
etc.)
13
Maximum size load that station can handle (length by width by
height) (meters)
14
Maximum weight load that station can handle (kilograms)
ORIGINAL
ATP 16(D)/MTP 16(D)
10
ATP 16(D)/MTP 16(D)
2A102 Fuel Delivery Station Data Sheet
1.
Fuel Delivery Station — Identify delivery station by showing the distance from the bow (in
meters).
2.
Fuel Delivery Station Location — Identify delivery station by showing the distance from the bow
(in meters).
3.
Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely
operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.
4.
Rig Used — Describe the type of rig used at this fueling station.
5.
Normal Rig Support Line Tension — Indicate the tension (in kilograms) at which the rig normally
operates.
6.
Rig Support Line Attachment Type — Describe how the rig support line is attached.
7.
Rig Support Line Attachment Size — Indicate the size (in millimeters) of the rig support line attachment point.
8.
Preferred Distance Between Ships — Indicate the distance between ships (in meters) at which you
prefer to operate during replenishment.
9.
Minimum Distance Between Ships — Indicate the minimum distance between ships (in meters)
which you consider safe for replenishment operations.
10. Maximum Distance Between Ships — Indicate the maximum distance at which you can operate
during fueling.
11. Number and Sizes of Hoses — Indicate the number of hoses that can be delivered and their sizes (in
millimeters).
12.
Hose Interface Diameter — Show the interface diameter for each hose (millimeters).
13.
Hose Interface Details — Describe the interface (e.g., thread, flange, split clamp) of each hose.
14. Fuel or Liquid Types — Indicate the types of fuel (F44, F76, etc.) or liquid (potable water, boiler
feed water, etc.) that the station can deliver.
15. Minimum Pumping Pressure — Show the minimum pumping pressure for each hose at this station
(kiloPascals).
16. Maximum Pumping Pressure — Show the maximum pumping pressure for each hose at this station
(kiloPascals).
17. Maximum Flow Rate — Show the maximum flow rate for each hose at this station (cubic meters
per hour).
2A-3
ORIGINAL
REPLENISHMENT DELIVERY STATION DATA
Ship Name: ___________________________________________
Item
FUEL DELIVERY STATION DATA SHEET
Figure 2A-2. Fuel Delivery Station Data Sheet
2A-4
Fuel delivery station (meters from bow)
2
Fuel delivery station location (port/starboard)
3
Maximum off-station angle (degrees forward/aft of attachment point)
4
Rig used at station
5
Normal rig support line tension (kilograms)
6
Rig support line attachment type (e.g., pelican hook, link)
7
Rig support line attachment size (millimeters)
8
Preferred distance between ships during replenishment (meters)
9
Minimum distance between ships during replenishment (meters)
10
Maximum distance between ships during replenishment (meters)
11
Number and sizes (millimeters) of hoses that can be delivered
12
Hose interface diameter for each hose (mm)
13
Hose interface details (e.g., thread, flange, split clamp) for each hose
14
Fuel or liquid type(s) that can be delivered by each hose (F44, F76,
etc.)
15
Minimum pumping pressure for each hose (kiloPascals)
16
Maximum pumping pressure for each hose (kiloPascals)
17
Maximum flow rate for each hose (m3 per hour)
ATP 16(D)/MTP 16(D)
ORIGINAL
1
ATP 16(D)/MTP 16(D)
2A103 Fuel Receiving Station Data Sheet
1.
Fuel Receiving Station — Identify receiving station by showing the distance from the bow (in
meters).
2.
Fuel Receiving Station Location — Enter “Port” or “Starboard,” as appropriate.
3.
Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely
operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.
4.
Rig Attachment Point Height (Waterline) — Show the maximum rig attachment height above the
waterline (in meters).
5.
Rig Attachment Point Height (Deck) — Show the maximum rig attachment height above the cargo
receiving deck (in meters).
6.
Attachment Point Maximum Strength — Indicate the maximum strength (test strength) of the rig
attachment point (in kilograms).
7.
Attachment Point Working Strength — Indicate the safe working strength of the rig attachment
point (in kilograms).
8.
Attachment Type — Describe how the rig support line is attached.
9.
Attachment Point Size — Indicate the size (in millimeters) of the rig support line attachment point.
10.
Interface Details — Describe the interface (e.g., thread, flange, split clamp) of each hose.
11. Fuel or Liquid Type(s) — Indicate the types of fuel (F44, F76, etc.) or liquid (potable water, boiler
feed water, etc.) that the station can receive.
12. Minimum Pumping Pressure — Show the minimum pumping pressure for each hose at this station
(kiloPascals).
13. Maximum Pumping Pressure — Show the maximum pumping pressure for each hose at this station
(kiloPascals).
14. Maximum Flow Rate — Show the maximum flow rate for each hose at this station (cubic meters
per hour).
2A-5
ORIGINAL
REPLENISHMENT RECEIVING STATION DATA
Ship Name: ___________________________________________
2A-6
Figure 2A-3. Fuel Receiving Station Data Sheet
Item
FUEL RECEIVING STATION DATA SHEET
1
Fuel receiving station location (meters from bow)
2
Fuel receiving station location (port/starboard)
3
Maximum off-station angle (degrees forward/aft of attachment point)
4
Rig attachment point height (meters above water line)
5
Rig attachment point height (meters above deck)
6
Attachment point maximum strength (kilograms)
7
Attachment point working strength (kilograms)
8
Attachment type (e.g., pelican hook, link)
9
Attachment point size (millimeters)
Interface details (e.g., thread, flange, split clamp)
11
Fuel or liquid type(s) that can be received (F44, F76, etc.)
12
Minimum pumping pressure (kiloPascals)
13
Maximum pumping pressure (kiloPascals)
14
Maximum flow rate (m3 per hour)
ORIGINAL
ATP 16(D)/MTP 16(D)
10
ATP 16(D)/MTP 16(D)
2A104 Cargo Receiving Station Data Sheet
1.
Cargo Receiving Station — Identify delivery station by showing the distance from the bow (in
meters).
2.
Cargo Receiving Station Location — Enter “Port” or “Starboard,” as appropriate.
3.
Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely
operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.
4.
Rig Attachment Point Maximum Height (Waterline) — Show the maximum rig attachment height
above the waterline (in meters).
5.
Rig Attachment Point Maximum Height (Deck) — Show the maximum rig attachment height
above the cargo receiving deck (in meters).
6.
Attachment Point Maximum Strength — Indicate the maximum strength (test strength) of the rig
attachment point (in kilograms).
7.
Attachment Point Working Strength — Indicate the safe working strength of the rig attachment
point (in kilograms).
8.
Attachment Type — Describe how the rig support line is attached.
9.
Attachment Point Size — Indicate the size (in millimeters) of the rig support line attachment point.
10. Distance From Deck Edge — Indicate the distance of the attachment point from the deck edge (in
meters).
11. Clear Cargo Landing Area — Show the size of the clear landing area forward/aft of the attachment
point (in meters).
12. Maximum Size Load — Show the maximum load dimensions that this station can handle, expressed as length by width by height (meters).
13. Maximum Load Weight — Show the maximum load weight that this station can handle
(kilograms).
2A110 Ship Diagram
An MS PowerPoint file is provided to assist nations in submitting the ship diagram in Figure 2-1.
2A-7
ORIGINAL
REPLENISHMENT RECEIVING STATION DATA
Ship Name: ___________________________________________
Item
CARGO RECEIVING STATION DATA SHEET
Figure 2A-4. Cargo Receiving Station Data Sheet
2A-8
1
Cargo receiving station location (meters from bow)
2
Cargo receiving station location (port/starboard)
3
Maximum off-station angle (degrees forward/aft of attachment point)
4
Rig attachment point height (meters above water line)
5
Rig attachment point height (meters above cargo receiving deck)
6
Attachment point maximum strength (kilograms)
7
Attachment point working strength (kilograms)
8
Attachment type (e.g., pelican hook, link)
9
Attachment point size (millimeters)
Attachment point distance from deck edge (meters)
11
Clear cargo landing area size (meters forward/aft of attachment point)
12
Maximum load size that station can handle (length by width by height)
(meters)
13
Maximum weight load that station can handle (kilograms)
ORIGINAL
ATP 16(D)/MTP 16(D)
10
ATP 16(D)/MTP 16(D)
ANNEX 2B
Conversion Tables
2B100 Physical Units and Conversions
See Tables 2B-1 through 2B-9.
2B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-3. Units of Volume
Table 2B-1. Units of Length
One inch =
0.0833 feet
0.0254 meters
0.0277 yards
One foot =
12.000 inches
0.305 meters
0.333 yards
One yard =
3.000 feet
36.000 inches
0.914 meters
One meter =
3.281 feet
39.372 inches
1.094 yards
One barrel (US) =
42.000 gallons (US)
34.972 gallons (Imperial)
5.6146 cubic feet
158.984 liters
0.158919 cubic meters
One gallon (US) =
0.0238 barrels (US)
0.8335 gallons (Imperial)
0.1337 cubic feet
3.785 liters
0.00378 cubic meters
One gallon (Imperial) =
0.02859 barrels (US)
1.20094 gallons (US)
0.1605 cubic feet
4.54596 liters
0.00454 cubic meters
One cubic foot =
6.289 barrels (US)
7.48052 gallons (US)
(US liquid)
6.23 gallons (Imperial)
28.32 liters
0.02832 cubic meters
One liter =
0.0062 barrels (US)
0.2642 gallons (US)
(US liquid)
0.22 gallons (Imperial)
0.03531 cubic feet
0.001 cubic meters
One cubic meter =
6.288 barrels (US)
264.2 gallons (US)
(US liquid)
220.09 gallons (Imperial)
35.31 cubic feet
1,000 liters
Table 2B-2. Units of Weight
One kilogram =
0.001 metric tons
2.20462 pounds
0.001102 short tons
0.0009842 long tons
One metric ton =
(One tonne)
1,000 kilograms
2,204.6 pounds
1.10231 short tons
0.98421 long tons
One pound =
0.45351 kilograms
0.000453 metric tons
0.00051 short tons
0.000446 long tons
One short ton =
907.185 kilograms
0.90718 metric tons
2,000 pounds
0.892857 long tons
One long ton =
1,016.05 kilograms
1.01605 metric tons
2,240 pounds
1.12 short tons
2B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-4. Approximate Relationship Between Selected Units of Volume and
Corresponding Units of Weight
UNITS OF WEIGHT
UNITS OF VOLUME (60 °F (16 °C))
Metric
Ton
(1,000
kg)
Long
Ton
(2,240
lb)
Short
Ton
(2,000
lb)
Liters
Cubic
Meters
Naval
Boiler
Fuel
50/50
(F77)
1
0.984
1.102
1,050
1.050
282
Diesel
(F75/76)
1
0.984
1.102
1,190
1.190
Distillate
Boiler
Fuel
(F85)
1
0.984
1.102
1,198
JP-5
(F44)
1
0.984
1.102
AvGas
(F12/18/
22)
1
0.984
Water
1
0.984
* Fuel
(NATO
Spec)
Gallons Gallons
(US)
(Imperial)
Barrels
(US)
Cubic
Feet
230.65
6.59
37
314
261.80
7.48
42
1.198
316
263.67
7.53
42.3
1,250
1.250
329
274.40
7.84
44
1.102
1,390
1.390
356
304.85
8.71
49
1.102
1,000
1.000
269
220.15
6.29
35.3
* See STANAG 1135, “NATO Standardized Fuels” (Revised 1970) for Fuel Specifications.
Table 2B-5. Units of Flow
One gallon US/hr =
0.016667 gallons (US)/min
0.003785 cubic meters/hr
One gallon US/min =
60 gallons US/hr
0.2271 cubic meters/hr
One cubic meter/hr =
264.2 gallons US/hr
4.43 gallons US/min
2B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-6. Units of Pressure
kg/cm
2
2
ßpsi or kg/cm à
psi
kg/cm
2
2
ßpsi or kg/cm à
psi
0.0703
1
14.2233
3.5857
51
725.39
0.1406
2
28.45
3.6550
52
739.61
0.2109
3
42.67
3.7263
53
753.84
0.2812
4
56.89
3.7966
54
768.06
0.3515
5
71.12
3.8669
55
782.28
0.4218
6
85.34
3.9372
56
796.51
0.4921
7
99.56
4.0075
57
810.73
0.5625
8
113.79
4.0778
58
824.95
0.6328
9
128.01
4.1481
59
839.18
0.7031
10
142.23
4.2184
60
853.40
0.7734
11
156.46
4.2887
61
867.62
0.8437
12
170.68
4.3590
62
881.85
0.9140
13
184.90
4.4293
63
896.07
0.9843
14
199.13
4.4996
64
910.29
1.0546
15
213.35
4.5699
65
924.52
1.1249
16
227.57
4.6403
66
938.74
1.1952
17
241.80
4.7106
67
952.96
1.2655
18
256.02
4.7809
68
967.19
1.3358
19
270.24
4.8512
69
981.41
1.4061
20
284.47
4.9215
70
995.63
1.4764
21
298.69
4.9918
71
1,009.86
1.5467
22
312.91
5.0621
72
1,024.08
1.6171
23
327.14
5.1324
73
1,038.30
1.6984
24
341.36
5.2027
74
1,052.53
1.7577
25
355.58
5.2730
75
1,066.75
1.8280
26
369.81
5.3433
76
1,080.97
1.8983
27
384.03
5.4136
77
1,095.20
1.9686
28
398.25
5.4839
78
1,109.42
2.0389
29
412.48
5.5543
79
1,123.64
2.1092
30
426.70
5.6246
80
1,137.87
2.1795
31
440.92
5.6949
81
1,152.09
2.2498
32
455.15
5.7652
82
1,166.31
2.3201
33
469.37
5.8355
83
1,180.54
2.3904
34
483.59
5.9058
84
1,194.76
2.4607
35
497.82
5.9761
85
1,208.98
2.5310
36
512.04
6.0464
86
1,223.21
2.6014
37
526.26
6.1167
87
1,237.43
2.6717
38
540.49
6.1870
88
1,251.65
2.7420
39
554.71
6.2573
89
1,265.88
2.8123
40
568.93
6.3276
90
1,280.10
2.8826
41
583.16
6.3979
91
1,294.32
2.9529
42
597.38
6.4682
92
1,308.55
3.0232
43
611.60
6.5385
93
1,322.77
3.0935
44
625.83
6.6089
94
1,336.99
3.1638
45
640.05
6.6792
95
1,351.22
3.2341
46
654.27
6.7495
96
1,365.44
3.3044
47
668.50
6.8198
97
1,379.66
3.3747
48
682.72
6.8901
98
1,393.89
3.4450
49
696.94
6.6904
99
1,408.11
3.5153
50
711.17
7.0307
100
1,422.33
2B-4
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-7. Manila/Wire Rope Dimensions in
Units of Inches/Millimeters
(a) Table of Conversion Values:
Inches
ßMillimeters/Inchesà
Millimeters
0.0394
1
25.40
0.0787
2
50.80
0.1181
3
76.20
0.1575
4
101.60
0.1960
5
127.00
0.2362
6
152.40
0.2756
7
177.80
0.3150
8
203.20
0.3543
9
228.60
0.3937
10
254.00
0.4331
11
279.40
0.4724
12
304.80
(b) Circumference/Diameter Relationships:
Circumference in Inches
Diameter in Millimeters
2
16
2-1/2
20
3
24
3-1/2
28
4
32
5
40
(c) Diameter Relationships in Inches/Millimeters
Diameter in Inches of Wire
Diameter in Millimeters of Wire
3/8
9.5
1/2
13
5/8
16
3/4
19
7/8
22
1
25
2B-5
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-8. Temperature Conversion Table (Sheet 1 of 2)
Celsius
ß°F/°Cà
Celsius
ß°F/°Cà
-28.89
-20
Fahrenheit
- 4
- 1.11
+30
-28.33
-19
- 2.2
- 0.55
31
87.8
-27.78
-18
- 0.4
0
32
89.6
-27.22
-17
+ 1.4
+ 0.55
33
91.4
-26.67
-16
+ 3.2
+ 1.11
34
93.2
-26.11
-15
+ 5
+ 1.67
35
95
-25.55
-14
+ 6.8
+ 2.22
36
96.8
-25
-13
+ 8.6
+ 2.78
37
98.6
-24.44
-12
+10.4
+ 3.33
38
100.4
-23.89
-11
+12.2
+ 3.89
39
102.2
-23.33
-10
+14
+ 4.44
40
104
-22.78
- 9
+15.8
+ 5
+41
+105.8
-22.22
- 8
17.6
5.55
42
107.6
-21.67
- 7
19.4
6.11
43
109.4
-21.11
- 6
21.2
6.67
44
111.2
-20.55
- 5
23
7.22
45
113
-20
- 4
24.8
7.78
46
114.8
-19.44
- 3
26.6
8.33
47
116.6
-18.89
- 2
28.4
8.89
48
118.4
-18.33
- 1
30.2
9.44
49
120.2
-17.78
0
50
122
-17.22
+ 1
+33.8
+10.55
+51
+123.8
-16.67
2
35.6
11.11
52
125.6
-16.11
3
37.4
11.67
53
127.4
-15.55
4
39.2
12.22
54
129.2
-15
5
41
12.78
55
131
-14.44
6
42.8
13.33
56
132.8
-13.89
7
44.6
13.89
57
134.6
13.33
8
46.4
14.44
58
136.4
-12.78
9
48.2
15
59
138.2
32
10
Fahrenheit
+86
12.22
10
50
15.55
60
140
-11.67
+11
+51.8
+16.11
+61
+141.8
-11.11
12
53.6
16.67
62
143.6
-10.55
13
55.4
17.22
63
145.4
-10
14
57.2
17.78
64
147.2
- 9.44
15
59
18.33
65
149
- 8.89
16
60.8
18.89
66
150.8
- 8.33
17
62.6
19.44
67
152.6
- 7.78
18
64.4
20
68
154.4
- 7.22
19
66.2
20.55
69
156.2
- 6.67
20
68
21.11
70
158
- 6.11
+21
+69.8
+21.67
+71
+159.8
- 5.55
22
71.6
22.22
72
161.6
- 5
23
73.4
22.78
73
163.4
- 4.44
24
75.2
23.33
74
165.2
- 3.89
25
77
23.89
75
167
- 3.33
26
78.8
24.44
76
168.8
- 2.78
27
80.6
25
77
170.6
- 2.22
28
82.4
25.55
78
172.4
- 1.67
29
84.2
26.11
79
174.2
2B-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 2B-8. Temperature Conversion Table (Sheet 2 of 2)
Celsius
ß°F/°Cà
+26.67
+80
Fahrenheit
27.22
81
177.8
27.78
82
179.6
28.33
83
181.4
28.89
84
183.2
+176
29.44
85
185
30
86
186.8
30.55
87
188.6
31.11
88
190.4
31.67
89
+32.22
+90
32.78
91
195.8
33.33
92
197.6
33.89
93
199.4
192.2
Celsius
ß°F/°Cà
Fahrenheit
+37.78
+100
+212
40.55
105
221
43.33
110
230
46.11
115
239
48.89
120
249
+194
34.44
94
201.2
35
95
203
35.55
96
204.8
36.11
97
206.6
36.67
98
208.4
37.22
99
210.2
° C = 5/9 (° F - 32)
° F = 9/5 (° C + 32)
Table 2B-9. Abbreviations
lb
pound/livre
kg
kilogram/kilogramme
m
meter/mètre
mm
millimeter/millimètre
ft or '
foot
in or "
inch
m3
cubic meter/mètre cubique
tonne
metric ton
tons
long ton (weight)
psi
pounds per square inch
kg/cm2
kilograms per square centimeter/centimètre
°F
degrees Fahrenheit
°C
degrees Celsius
l
liter/litre
2B-7
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
2B-8
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER 3
Replenishment and Maneuvering Procedures
0300 Basic Principles
The close coordination required to effect a smooth RAS operation can be achieved only by a clear understanding of the responsibilities of each ship. Standard procedures and good point-to-point communications
are essential, especially at night in order to eliminate confusion and speed up operations.
0310 Responsibilities
Attention is invited to the definitions in Article 0114.
0311 The Control Ship
The control ship is normally responsible for:
a. Maintaining steady course and speed.
b. Controlling, in close coordination with the approach ship(s), changes in course and speed necessitated by:
(1) Station keeping on the formation guide or, if the guide, responding to changes signaled by
the OTC.
(2) Avoiding navigational hazards or collision.
c. During course changes:
(1) Advising approach ship(s) when rudder is put over for course change and when steady on
the new course.
(2) Altering the planned course change in order to steady on an intermediate course.
(3) Advising the approach ship(s) if it appears that a hazardous situation is developing during
the turn.
d. Effecting required speed changes. Speed changes should not be made simultaneously with
course changes.
e. Making the required readiness (Romeo) signals for approach and transfer in accordance with
the flag signals illustrated in Figure 3-1.
f. Displaying the appropriate international signal shapes.
g. Conducting time check with approach ship prior to commencement of approach.
0312 The Approach Ship
The approach ship makes the approach and keeps station on the control ship and is responsible for:
3-1
ORIGINAL
ATP 16(D)/MTP 16(D)
REPLENISHMENT
UNIT GUIDE
STEADY ON
COURSE AND
SPEED. FLIES
ROMEO AT
THE DIP (ON
RIGGED SIDE)
REPLENISHMENT
UNIT GUIDE
READY FOR
THE APPROACH.
FLIES ROMEO
CLOSE-UP.
APPROACH
SHIP READY
TO MAKE
APPROACH.
FLIES ROMEO
AT THE DIP
(ON RIGGED
SIDE).
COMMENCING
APPROACH,
APPROACH
SHIP HOIST
ROMEO
CLOSE-UP.
AS FIRST
MESSENGER
LINE IS PASSED,
BOTH HAUL
DOWN ROMEO.
BOTH FLY
BRAVO AT THE
FORE IS TRANSFERRING FUEL
OR
AMMUNITION.
FIFTEEN
MINUTES
BEFORE DISENGAGING, THE
RECEIVING SHIP
HOISTS PREP
AT THE DIP. ON
COMMENCING
TO DISENGAGE
AT THE FINAL
STATION. THE
RECEIVING SHIP
HOISTS PREP
CLOSE-UP
RECEIVING
SHIP HAULS
DOWN PREP
WHEN ALL
LINES ARE
CLEAR. ON
DEPARTURE
APPROACH
SHIP CLEARS
AHEAD AND
AWAY.
Figure 3-1. Approach, Riding Abeam, and Departure
3-2
ORIGINAL
ATP 16(D)/MTP 16(D)
a. Attaining and maintaining a position relative to the control ship optimum for safe tending and
handling of the rigs passed between these ships.
b. Responding to required course or speed changes in close coordination with the control ship and
the unit guide to maintain proper station for replenishment.
c. Maneuvering to and from station abeam with due regard to the effect of close approach, high
relative speed, and sea and wind on both the approach ship and control ship.
d. Making the required readiness (Romeo) signals for approach and transfer in accordance with
the signals illustrated in Figure 3-1.
e. Displaying the appropriate international signals shapes.
f. Furnishing and tending the phone/distance line if a combined phone/distance line is used.
0313 The Delivering Ship
The delivering ship is normally the control ship and will, unless otherwise specified herein or as directed
by the OTC, assume the responsibilities of the control ship in addition to the following responsibilities:
a. Making the preparations and carrying out the delivering ship procedures prescribed elsewhere
in this publication for the rig to be used or for the situation encountered.
b. Furnishing the rigs, including bolo/gunline, station-to-station phone line/headsets, and the
bridge-to-bridge (B/B) phone/distance line and messengers. Exceptions are:
(1) The bolo/gunline is furnished in accordance with Article 0315.
(2) Carriers and cruisers supply and handle manila/synthetic support lines whenever this rig is
used with other types of ships. However, between carrier and cruiser or between two cruisers,
the delivering ship will furnish all rigs.
(3) Non-aviation ships should, under normal conditions, have aircraft secured in the hangar
prior to commencing replenishment.
NOTE
When the receiving ship has a complement of 50 men or less, the delivering ship will
pass the zero end of the B/B phone/distance line to the receiving ship instead of the
B/B phone/distance line lead messenger.
0314 The Receiving Ship
The receiving ship is ordinarily the approach ship and will, unless otherwise specified herein or as directed
by the OTC, assume the responsibilities of the approach ship in addition to the following responsibilities:
a. Making the preparations and carrying out the receiving ship procedures prescribed elsewhere in
this publication for the rig to be used or for the situation encountered.
b. Handling all phone lines (if no combined telephone/distance line is used, the phone line, including attached phone, is normally handled by the receiving ship).
c. If carriers or cruisers: furnishing and handling manila/synthetic support lines when this rig is
used with other ship types.
3-3
ORIGINAL
ATP 16(D)/MTP 16(D)
d. If aviation ship (CV, LPH, or LHA) or other type with aircraft deck-loaded: furnishing all
bolos/gunlines.
e. Making the disengagement (PREP) signals in accordance with the signals illustrated in Figure
3-1.
0315 Bolo/Gunline
1.
The general practice for delivering the bolo/gunline is that the delivering ship fires the gunline to
the receiving ship, except when the receiving ship is an aviation ship with aircraft on deck. However, there
are factors that may require the receiving ship to fire the gunline to the delivering ship. These factors
include:
a. Personnel on deck.
b. Aircraft on deck.
c. Communications/radar antennae.
d. Multiship replenishment.
e. Tactical considerations.
f. Ship structural aspects.
2.
Use the OPSTAT RAS message to state which replenishment vessel will deliver the bolo/gunline.
0320 Maneuvering for Abeam Methods
The necessity for working at close quarters makes maneuvering during replenishment a critical operation.
Course and speed must be carefully selected to permit the precise maneuvering required of all ships for the
approach, station keeping, and departure.
0321 Designating the Control Ship
1.
Convention. The ship supplying the product will usually be the delivering ship, the control ship,
and the replenishment unit guide.
2.
Exceptions. When ships are delivering products to each other, the OTC must specify which ship
is the replenishment unit guide, the control ship, and the delivering ship. This will also be specified when
the replenishing ship is an RFA.
3.
Summary. Unless otherwise specified, the convention of paragraph 0321.1 applies. The OTC
must specify the control ship and delivering ship when an ambiguous interpretation of the convention is
possible. The OTC may specify exceptions to the convention whenever in his judgment the situation calls
for it. Exceptions must be specified sufficiently in advance of the RAS operations to permit the required
preparations to be made.
3-4
ORIGINAL
ATP 16(D)/MTP 16(D)
0322 Selecting Course And Speed
1.
The OTC is responsible for selecting and promulgating replenishment course and speed. He should
obtain recommendations from replenishment force commanders. The replenishment course and speed
should permit ships to maintain station with a minimum of stress on intership rigs.
2.
Course Selection.
a. Sea State. The direction and height of swell are the principal considerations in selecting the
replenishment course (Figures 3-2 and 3-3). Heavy seas adversely affect the replenishment operation. Increased rolling and pitching, with high waves breaking over low freeboard ships, add to the
difficulties of station keeping and line handling and may cause excessive strain on intership rigs.
Figure 3-2. Replenishment Course to Permit
Flight Operations
Figure 3-3. Possible Replenishment Course in
Moderate or Heavy Seas
(1) During heavy weather, a course with the sea will moderate these adverse effects and may
permit replenishment when it otherwise would be impossible.
b. Wind Conditions. Although not as significant as sea state, wind conditions must be considered when selecting replenishment course.
(1) Relative wind velocity should be as low as the tactical situation permits. High relative
winds, especially in cold and rainy weather, will quickly fatigue exposed personnel and increase replenishment time. Therefore, a downwind heading may be preferable.
(2) Under other conditions, heading into the wind may be more desirable. It may permit carriers to conduct flight operations at replenishment course and speed (Figure 3-2). Also, steaming
with the wind one or two points on the port bow provides a lee for destroyer-type ships replenishing to starboard of larger ships. Figure 3-3 indicates the alternate method of steaming down
seas.
(3) Certain destroyer-type ships with large deck houses aft tend to yaw badly with high winds
(above 30 knots) from abaft the beam.
3-5
ORIGINAL
ATP 16(D)/MTP 16(D)
c. Special Considerations for the LST.
(1) Replenishment course with the sea rather than into the sea is usually best for the LST. Such
a course:
(a) Affords better ship control.
(b) Keeps yaw and pounding to a minimum.
(c) Permits increased speed for maintaining station.
(2) A replenishment course into seas above state 2 requires reduced speed to avoid severe
pounding caused by the blunt bow.
(3) The sail effect of the high freeboard on the LST produces rapid leeway but does not appreciably affect maintaining an ordered course.
(4) During replenishment operations involving LSTs and ships with similar maneuvering
characteristics (i.e., position of conning station, shallow draft, etc.), two distance lines may be
employed. The lines will be located on those ships as follows:
(a) As far forward as possible to allow an unobstructed view by the conning officer.
(b) In the vicinity of the bridge in view of the conning officer.
(5) The delivering ship will provide all rigs required, station-to-station phone line, and forward distance line. The receiving ship will provide the after bridge-to-bridge phone and distance line following the procedure outlined in Article 0314. Both distance lines must be passed
in such manner as to allow the zero end to be secured to the outermost rail of the delivering ship
and must be tended on the receiving ship.
3.
Speed Selection. A replenishment speed between 10 and 16 knots is usually advisable. However, weather conditions influence the selection of replenishment speed just as they do the selection of replenishment course. Under all conditions, a ship must make sufficient speed to maintain steering control.
Speeds of less than 8 knots are not advisable because of reduced rudder effect.
a. Sea State and Wind. The speed of the waves on a downwind course must be carefully considered in choosing the replenishment speed. If the replenishment speed is equal to or close to the
speed of the waves, shallow draft ships will “surf,” that is, slide down the waves making station
keeping erratic; while all ships will experience some difficulty in maintaining course due to yawing. To preclude these two problems, a speed must be chosen that is 3 or 4 knots greater or less than
the speed of the waves, bearing in mind that a minimum of 8 knots must be maintained for
steerageway. Often a change of as little as 1 knot in replenishment speed can overcome these
problems.
b. Pressure Effect. The interaction because of the proximity of other ships is greatly increased in shallow water. (See Figure 3-4.)
c. Station Keeping. To allow a margin for station keeping, speed should not exceed 1 knot
less than the maximum speed available under replenishment conditions for the delivering ship, nor
2 knots less than the receiving ship’s maximum speed, whichever is the lesser.
d. Shear Current. A shear current is a line of water with a small boundary layer between differing sets/drifts, similar to a tidal rip. The north wall of the Gulf Stream is a good example of a location where shear currents can be found. If a shear current is encountered suddenly from still
3-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 3-4. Dangers of Hull Wash
water, it can produce a heading change of 10° in ships as large as CVs in a short period of time.
Ship handlers should be aware of shear currents and take special precautions to avoid them during
underway replenishment, as they may cause ship handling difficulties while alongside.
0323 Approaching and Maintaining Station
1.
Distance Between Ships.
a. Sufficient distance between ships must be maintained to ensure that replenishment can be accomplished with safety and efficiency. The proper distance depends on:
(1) Wind and sea conditions.
(2) Size and type of ships.
(3) Ability of ships to maneuver while abeam.
(4) Type of transfer rig.
(5) Depth of water.
(6) Replenishment speed.
b. The distances for the various types of rigs are given in Table 3-1. In addition to the normal
working distances, the maximum ship separation for the type of rig is given. On ships that have
protrusions extending outward from the hull, the distance is measured from the outermost protrusion, perpendicular to the centerline. Whenever tensioned and nontensioned rigs are used together
in a RAS operation, the distance between ships should not exceed that specified for the nontensioned rig.
3-7
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 3-1. Typical Distances Between Ships for Fueling and Storing Rigs
TYPE OF REPLENISHMENT RIG
SHIP TYPE
Destroyers
and
Smaller
Cruisers
and
Larger
Aircraft
Carriers
Notes: (1)
(2)
(3)
(4)
(5)
(6)
(7)
2.
DERRICK
RIG
MISSILE/
CARGO
STREAM
(1) (2) (3)
MANILA/
SYNTHETIC
SUPPORT
LINE (4) (5)
FUEL
STREAM
(6)
NONTENSIONED
SPANWIRE
FUELING
Meters
Meters
Meters
Meters
Meters
Meters
24 to 61
Normal
24 to 30
Normal
24 to 55
Normal
24 to 30
Normal
37 to 43
Normal
18 to 24
Normal
91
Maximum
55
Maximum
61
Maximum
55
Maximum
61
Maximum
30
Maximum
24 to 61
Normal
24 to 37
Normal
24 to 55
Normal
24 to 37
Normal
37 to 43
Normal
91
Maximum
61
Maximum
61
Maximum
61
Maximum
61
Maximum
30 to 61
Normal
30 to 43
Normal
24 to 55
Normal
30 to 43
Normal
37 to 43
Normal
91
Maximum
61
Maximum
61
Maximum
61
Maximum
61
Maximum
Minimum separation of 43 meters required during tensioning.
STREAM: Standard Tensioned Replenishment Alongside Method.
Includes all UK heavy jackstay rigs.
Includes UK light jackstay rigs.
Includes US Burton rig.
Includes all UK jackstay fueling rigs.
Includes UK crane rig.
Depth and Speed Considerations.
a. In those instances wherein operational considerations require replenishment in water less than
64 meters (35 fathoms), the distance between ships should be increased as the water becomes more
shallow.
b. Distance between ships should be increased as speed increases; at speeds above 15 knots, distance should be near the maximum.
3.
Sea State. When ships are yawing excessively, the distance between ships should be near the
maximum allowable distance shown in Table 3-1.
4.
Location of Transfer Station. If all transfer stations are located on the quarter of a large ship,
the distance between ships conducting replenishment should be maintained near the upper recommended
limit because of the forces that tend to draw ships together. This is particularly important when the ship
abeam is a destroyer or other small ship.
3-8
ORIGINAL
ATP 16(D)/MTP 16(D)
5.
Approach.
a. Adequate lateral separation must be ensured during the approach, particularly when the bow of
the receiving ship passes the stern of the delivering ship. If the separation is not adequate at this
stage, there is a risk of collision since the water pressure differential causes the bow of the receiving ship to veer in toward the delivering ship. In addition, when in shallow water, the relative speed
should be reduced since shallow water increases the water pressure differential effect.
b. Normally the median ship separation should be used for the approach. Adequate ship separation is even more vital at night and when reduced visibility impairs accurate judgment of distance.
When steering by magnetic compass, the approach must be wider than would normally be required
using a gyrocompass. Conning officers and helmsmen must be alert for the magnetic compass
swing toward the other ship that occurs when coming into station abeam.
c. Approach procedures are:
(1) Delivering ship signals when ready to receive a ship abeam (Figure 3-1).
(2) Approach ship, when ready for RAS at designated stations, commences approach and
hoists Romeo close-up.
(3) Approach ship slows so as to be moving at replenishment speed when in position abeam.
(Use of high approach speeds and/or backing bells/astern power should only be used if weather
conditions are favorable and personnel are proficient.) If a waiting station on the beam of the
delivering ship has been ordered, the approach ship steers slowly inwards to close the distance.
Radical course changes should not be made.
(4) The delivering ship sends over the messengers and station-to-station telephone lines with
attached phone as soon as practicable. The delivering ship also passes the bridge-to-bridge
combined phone/distance line with phone.
(5) When ships are in proper relative position, transfer rigs are passed and hooked up. During
this operation, the approach ship may be closer in than the optimum distance to speed the hooking up.
(6) If the delivering ship has to steer by magnetic compass, it is advisable to station a ship
ahead for her to steer on.
6.
Maintaining Station. Maintaining station abeam of the delivering ship requires precise maneuvering on the part of the receiving ship. Steaming too close restricts maneuverability, and steaming too far
apart puts an undue strain on the rigs. Steaming too close also increases the turbulence between the ships.
In the case of loaded oilers, this can throw seas onto the tank deck and endanger personnel who must work
there.
a. Pressure Effects.
(1) When underway, there are areas of increased water pressure at the bow and stern of a ship
and decreased pressure (suction) amidships as the result of the differences in velocity of the
flow of water around the hull.
(2) When ships are abeam of each other underway, this venturi effect is increased and becomes
further complicated because of the intermingling of the pressure areas. These effects vary with
the distance between ships, size and configuration of ships, speed, and depth of water.
3-9
ORIGINAL
ATP 16(D)/MTP 16(D)
(3) When ships of the same size are abeam, the best position is exactly at 90°. If the approach
ship is considerably smaller than the delivering ship, the former should remain between the
bow and stern pressure areas.
(4) Figure 3-4b shows ships that are in dangerous positions because they are being acted on by
radically different pressures. Changes in relative positions will impose rapid changes in the
pressure effects on their hulls. Either ship position may require quick rudder action by the
smaller ship. The hazard is increased if speed is reduced. Radical speed changes will further aggravate the situation.
(5) Replenishment operations are usually conducted in relatively deep water. In shallow water,
pressure effects are more pronounced and extra care is required in maneuvering.
b. Steering Control.
(1) To maintain station while abeam, a small amount of rudder is usually necessary. However,
the amount of rudder required will vary with the size and load of both ships, sea and wind conditions, speed, and ship separation and types of rigs used.
(2) When receiving a constant tension rig, all receiving ship conning officers (and especially
conning officers of destroyers and shallow draft ships such as LST and MSO types) must be
constantly alert to avoid being drawn in toward the control ship while maintaining station
abeam. Additionally, the conning officers of both the control and approach ship(s) must be constantly alert to the relatively instantaneous impact on ships’ heading when tension is initially
applied and after completion, when tension is released. After all rigs are tensioned, the control
ship’s conning officer may need to carry some amount of relatively steady rudder angle to
maintain the prescribed course. Likewise the conning officer of the ship(s) maintaining station
abeam the control ship may find it necessary to carry some amount of rudder and, in many instances, may need to steer a slightly different heading from the prescribed course to maintain
proper distance abeam.
(3) The need for and degree of rudder angle the receiving ship will carry will depend, principally, on the location(s) of the constant tension rig reception station(s) relative to the receiving
ship’s center of rotation (pivot point). However, once tension has been applied on all constant
tension rigs, station keeping abeam usually will require fewer rudder angle and engine order
changes to maintain proper position than is required when receiving by nontensioned rigs with
their attendant transient force applications. An exception to this statement is the “tension/
detension” method where the sudden and repetitive application and release of side force will require prompt and frequent rudder changes.
(4) A control ship with receiving ships hooked up on both sides will probably carry a different
amount of rudder angle than with only one ship abeam. Consequently, the control ship’s conning officer and helmsman must be prepared for rudder angle changes occasioned by initial
tensioning and eventual detensioning on one side while replenishing continues on the other
side. The control ship’s conning officer, additionally, must alert the conning officer of the ship
continuing abeam to be prepared for a possible change in the amount of rudder angle carried
when rigs to a ship at the other beam are tensioned or detensioned.
(5) When constant tension rigs are used, the control ship should recommend a minimum distance for ship separation considered safe for the receiving ship when tension is first applied,
considering wind, sea, and location of the rigs, and should notify the receiving ship’s bridge
and station personnel via sound-powered phones when tension is to be applied. In no case
should the ship be closer than 30 meters when tensioning. When tension is to be released, the
conning officers should again agree on a desired ship separation.
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ATP 16(D)/MTP 16(D)
(6) A greater amount of rudder usually is required when ships ride closer together than 24
meters. As a result of such increased rudder, speed is reduced. This complicates the problem of
maintaining station. Should a steering casualty occur at such a time, the possibility of being
“drawn in” by the combination of screw suctions, the pull of tensioned lines, and excessive use
of rudder will increase the probability of collision.
c. Coordination Between Ships.
(1) It is imperative that communications and liaison be maintained between respective conning officers. Bridge-to-bridge phones are essential for this purpose. If the control ship changes
course or speed or encounters difficulty in steering, the approach ship must be notified immediately. The conning officer can best maintain proper distance between ships and adjust his relative fore and aft station if he takes up a position where he can observe his own ship’s heading,
the gyro compass, the rudder angle indicator, and the relative motion of the two ships. Radical
changes in course or speed should be avoided. Refer to ATP 1/MTP 1, Vol. I, paragraphs 2242
and 2243, for course and speed signals during RAS operations.
(2) A large combatant ship coming abeam of a delivering ship may cause a change of speed by
as much as 1 knot and will also, unless compensated for, affect the delivering ship’s head. The
replenishment ship must be alert for this effect so that proper ship’s head may be maintained.
No compensation will be made by the delivering ship for this effect on speed, but it must be
compensated for by the ships abeam of the delivering ship.
0324 Departure from Station
1.
On completion of replenishment (Figure 3-l) the receiving ship:
a. Directs course outboard in small steps in 2° or 3° increments.
b. Increases speed moderately (3 to 5 knots) and clears ahead.
2.
Radical changes in speed and course must be avoided since the propeller wash can adversely affect
the steering of the control ship and may cause a dangerous situation to develop if another ship is abeam.
3.
When a large ship departs, the conning officer of the control ship and the ship abeam should be prepared for an increase in speed of own ship as it is freed from the dragging influence of the other ship and
also to compensate for the effect on ship’s head. (See paragraph 0323.6a.) Ships departing from abeam
should avoid passing close to another replenishing unit, particularly at high speed or with maneuvers that
could embarrass the replenishment unit.
0330 Maneuvering for Astern Methods
The transfer of liquids can also be done by astern methods. These are the float method and the gunline
method.
0331 Float Method
1.
Approach.
a. When the tanker (the delivering ship) is steady on the replenishment course and speed, she will
hoist Romeo at the dip on the side the hose will be streamed.
b. The receiving ship takes station about 450 meters astern of the delivering ship.
c. When ready to close she will hoist Romeo at the dip.
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ATP 16(D)/MTP 16(D)
d. When the delivering ship is rigged and ready, she will hoist Romeo close up.
e. The receiving ship hoists Romeo close up and then starts the approach. She increases speed 3 to
5 knots and moves up to the hose line float. She grapples the hose line and brings the hose on deck.
2.
Station-Keeping Speed.
a. Station is kept with the bridge near the marker buoy. The bight in the hose should be neither too
short nor too long to prevent excessive strain on the hose. When approaching, care should be taken
not to hit the hose with the ship’s bow, as this will almost certainly damage the hose.
b. The replenishment speed must generally not exceed 12 knots, as higher speeds will constrict the
passage of the fluid and can damage the hose.
3.
Factors to be Considered. The following factors should be considered for choosing the astern
method for fueling:
a. It gives an extra fueling capability to the tanker.
b. Specially equipped merchant ships can stream the astern rig only.
c. It is less critical as far as station keeping is concerned and may at times be the best method for
unwieldy or small ships.
d. In situations of increased threat it leaves the combat ship less restricted in the use of sensors and
weapons.
e. In very shallow water, astern replenishment may be the only safe method of obtaining fuel.
0332 Gunline Method
1.
When a tanker (the delivering ship) is steady on the replenishment course and speed, she will hoist
Romeo at the dip on the side from which the hose will be streamed.
2.
The receiving ship takes station about 450 meters on the delivering ship’s quarter and makes ready
to close and come to the tanker’s quarter in order to receive the gunline and attached messenger.
3.
When the delivering ship is ready and rigged, she will hoist Romeo close up.
4.
The receiving ship hoists Romeo close up when she starts the approach. She increases speed 3 to 5
knots and moves to a station about 45 meters on the delivering ship’s quarter.
5.
The gunline is fired in accordance with Article 0315 and the receiving ship hauls in the gunline and
messenger. Then she drops back to station and hauls in the hose line and the hose.
6.
On disengaging, care must be taken to tie the hose line to the recovery line.
0333 Altering Course and Speed when Fueling Astern
1.
Course. Alterations of course during astern fueling operations are sometimes difficult; however,
it may become tactically necessary to alter course during such an operation.
a. It is the responsibility of the tanker to keep the escort informed of any alterations in course and
speed. In the event of a major course change, the entire force should change course in 20° steps,
with each fueling unit (tanker and astern replenishing ship) accomplishing each step in 5°
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ORIGINAL
ATP 16(D)/MTP 16(D)
increments. The tanker is the controlling ship for this maneuver. When the OTC signals to alter
course 20°, the master of the tanker will do the following:
(1) Indicate commencement of each 5° increment by waving a flag (red for port turns, green
for starboard turns) in a circular motion above his head.
(2) Hold the flag steady while the ship is swinging to the new course.
(3) Wave the flag up and down when steady on each new 5° increment.
(4) Hold the flag in the horizontal position, arm outstretched, on completion of the last 5°
increment.
b. The escort commander will execute similar signals to indicate the movements of his ship. During the course change, the escort will maintain her relative position astern by careful use of engine
and rudder. The escort commander should not order any subsequent alteration of 20° until he is satisfied that all units have steadied on the previously signaled course.
2.
Speed. Alterations in speed by the tanker should be made in increments of one knot. The escort
keeps very accurate station on the quarter of the tanker by keeping her bridge abreast a marker buoy towed
by the tanker, and by staying about 12 meters clear of the tanker’s wake. While picking up the hose, speed
should be not more than 10 knots.
0340 Replenishment of Towed Array Ships
1.
The towed array (TA) ship normally operates at a distance from other ships and it would be detrimental to its mission if it were to depart its patrol area for replenishment. If support ship numbers allow,
the delivery boy procedure for replenishment is an option. In this case, the supplying ship joins the TA
ship. The TA ship becomes guide and the supplying ship closes from forward of the beam, taking station
two cables on the beam of the TA ship. When in station, the supplying ship assumes guide and the TA ship
makes a slow approach either to the abeam or stern station. Minimum alterations of course and speed will
be made if the TA ship is in contact.
2.
Variations to this procedure can be agreed by the participants. The guiding principle is the need to
maintain a TA contact or achieve an effective search.
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CHAPTER 4
Communications, Signals, and Lighting
0400 Radio Communications
1.
Electronic emission control conditions permitting, HF and/or UHF radio transmissions between
supplying and customer ships are generally used prior to all replenishments for coordination and supply of
requirements to the supplying ships. Moreover, UHF transmissions may be necessary or desirable during
the actual RAS operation.
2.
The decision to transmit on HF or UHF depends upon the OTCs, EMCON requirements, and policy. As a general rule, supplying and customer ships should restrict radio transmissions to a minimum and
use only secure nets, so as to deny an extra electronic source of useful information.
3.
Portable radios, often described as “walkie-talkies,” are used by some nations for station-to-station
communications. Under certain propagation conditions, transmission range could exceed line-of-sight
range. Their use should be authorized by only the OTC or replenishment force commander.
0410 Special Operations Shapes/Lights and Flag Signals
0411 Special Operations Shapes/Lights
1.
In peacetime, the ships engaged in RAS shall exhibit lights and shapes according to Rule 27 of the
International Regulations for the Prevention of Collisions at Sea. If it is foreseen that one or more of these
lights hamper safe execution of deck or bridge duties then temporarily dimming or even extinguishing of
the lights is recommended (i.e., stern light blinds approach ship or side light on engaged side blinds
look-out and officer of the watch). All ships must be prepared, however, to turn on task lights (as required
by the International Regulations for Prevention of Collisions at Sea) if the replenishment formation is approached by other shipping. All additional instructions for shapes and lights should be promulgated in the
OPTASK RAS.
2.
The special operations day shapes should be displayed from one-half hour prior to sunrise until
one-half hour after sunset. The special task operations lights will be displayed from sunset to sunrise.
Thus both task lights and day shapes will be displayed during the periods of dusk and dawn.
3.
The special operations shapes/lights are to be hoisted/switched on when the first line is passed and
hauled down/switched off when the last line is returned. However, these shapes/lights may be shown earlier at the commanding officer’s discretion, depending on the situation.
0412 Flag and Flashing Light Signals
Refer to Figure 4-1 for visual flaghoist signals.
By night the morse equivalents of ROMEO and PREP may be flashed four times without call or ending
during replenishment operations, using the following colored lights, as appropriate.
WHITE LIGHT
Signal at the Dip.
RED LIGHT
Signal Close-Up.
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ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
MEANING
SIGNAL
CONTROL SHIP (Abeam
Method)
R
Displayed on fore yardarm
on side rigged
APPROACH SHIP (Astern
Method)
At the dip: Am steady on
course and speed and am
preparing to receive you
on side indicated.
Close up: Ready to receive
you on side indicated.
Hauled down: When
messenger is in hand.
At the dip: Am ready to close
and take hose.
Close up: Am commencing
approach.
Displayed on side hose is be- Hauled down: Hose grappled
and in hand on deck.
ing received
R
CONTROL SHIP (Astern
Method)
PREP
At the dip: Am steady on
course and speed and am
preparing to stream hose
on this quarter.
Close up: Am ready for your
approach.
Displayed on side hose is beHauled down: Hose is on
ing streamed
deck of receiving ship.
R
R
Displayed on fore yardarm
on side rigged
MEANING
At the dip: Expect to disengage in 15 minutes.
Close up: Am disengaging
at final station.
Hauled down: All lines are
clear.
Displayed at the outboard
yardarm
APPROACH SHIP (Abeam
Method)
B
At the dip: Am ready to come
abeam.
Close up: Am commencing
approach.
Hauled down: When
messenger is in hand.
Close up: Transferring fuel
or explosives.
At the dip: Temporarily
stopped transfer.
Hauled down: Transfer
completed.
Displayed where best seen
Figure 4-1. Visual Flag Hoist
0413 Passing the First Line Between Ships
Signals associated with the passing of the first line between the delivering and receiving ships are given in
Table 4-1. Either a red paddle (day) or a red wand (night) will be used to indicate where the gunline should
be passed. The bolo/gunline is passed in accordance with Article 0315.
0414 Emergency RAS Signals
For details of emergency flag signals and emergency sound signals, see ATP 1, Vol. II (Emergency section). See also Chapter 5 of this publication.
0420 Sound-Powered Telephones and Electric Megaphones/Loudhailers
0421 Sound-Powered Telephones
1.
Sound-powered transmissions between delivering and receiving ships on two-conductor cables are
integral elements of abeam replenishment operations. During replenishment, the provision of sound-powered
telephone/headset bridge communication is mandatory; station to station is highly desirable. The delivering ship provides the transmission system. If a combined telephone/distance line is used, the receiving
ship provides this line for station keeping and bridge-to-bridge communication.
2.
The following operational procedures are to be observed by the appropriate ship:
a. Monophones/headsets/telephone jacks are to be enclosed in plastic or canvas bags during the
passing and recovery phases of replenishment operations.
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ATP 16(D)/MTP 16(D)
Table 4-1. Signals for Passing the First Line Between Ships
WHISTLE SIGNAL
(At Station by Petty
Officer in Charge)
BY MEGAPHONE
(Voice)
MEANING
ONE BLAST
“Stand By”
Prepare to receive my gunline, bolo line, or heaving line.
TWO BLASTS
“Ready”
We are ready to receive your gunline, bolo line, or heaving
line. All personnel have taken cover.
THREE BLASTS
“Lines Passed”
When originated by delivering ship — All lines have been
passed.
“Lines Lost”
When originated by receiving ship — Line lost. Pass another
line. (Commence cycle with one blast.)
b. Phone lines should be tended by hand to prevent undue wear and tear or loss of sound-powered
communications caused by cable breaks.
c. Monophones/headsets should be manned during replenishment operations. Communication
personnel should not attach telephone headsets or chestsets to their bodies by means of a strap or
harness. Observance of the latter procedure should reduce the possibility of personnel injury when
ships surge or separate rapidly.
0422 Establishing Sound-Powered Communications
1.
By Day. When sound-powered communications cannot be established even though both stations
are apparently manned, the person at the station tending the phone line shall initiate a “test signal” by positioning his arms over his head to form a “steeple.” Both stations will then connect hand test sets to their respective station terminals. If communications cannot be established, the phone line should be replaced.
Station personnel returning the equipment to the originator will tend it by messenger line to prevent immersion between ships. (Refer to Article 0440.)
2.
By Night. If sound-powered communications cannot be established within a reasonable period
of time after the telephone lines have been passed, the “test signal” can be initiated using two green
wands. (Refer to Article 0440.)
0423 Electric Megaphones
Megaphones may be used during the approach phase and during the period sound-powered phone lines are
being passed. They may also be used as a standby means of communication if unable to establish communication by any other means.
0424 Telephone Connectors
1.
The NATO Standard Telephone Connector, Figure 4-2, is employed on telephone lines used during abeam RAS operations by NATO navies. The connector provides a standardized interface for connections between ships of different NATO countries. Each nation uses an adapter between its own national
connector and the NATO Standard Telephone Connector.
2.
Implementation. The NATO Standard Telephone Connector is employed in the following
manner:
a. The telephone line with male connector is to be supplied by the delivering ship; the receiving
ship must be equipped with the corresponding female connector.
4-3
ORIGINAL
NATO (FEMALE / RCV)
ATP 16(D)/MTP 16(D)
Figure 4-2. NATO Standard Telephone Connector
4-4
ORIGINAL
ATP 16(D)/MTP 16(D)
b. The 4-pole NATO Standard Telephone Connector will normally be used in a 1-line connection
with only poles 0 (mass) and 1 connected (see Figure 4-3).
c. The plug is also equipped with poles 2 and 3 for possible future developments of combined telephone connections. In this case pole 2 is to be used for line number 2 and pole 3 for line number 3.
d. The following stock numbers apply to the NATO Standard Telephone Connector:
(1) Connector (male part) — NSN 5935-01-330-7148.
(2) Connector (female part) — NSN 5935-01-296-4757.
(3) Protector cap — NSN 5935-00-800-7701.
(4) Cable adapter, by diameter:
(a) 4.1 to 5.6 mm — NSN 5935-00-800-7369.
(b) 8.0 to 10.3 mm — NSN 5935-00-896-9373.
(c) 10.3 to 11.8 mm — NSN 5935-00-800-7368.
0430 Transfer Station Markers and Distance Lines
R
1.
Transfer Station Markers. Refer to Figure 4-4 for a transfer station marker box and to Table
4-2 for day and night transfer station markers. Night transfer station marker boxes are to be used during all
night abeam RAS operations. The night transfer station marker box is to be portable and fitted with arrangements for securing to guardrails or special brackets in a position clearly visible to the replenishment
station. When two fuels are to be passed, a station marker box may be placed on either side of the transfer
and reception stations. When three fuels are to be passed, a third station marker box may be sited about
midway between the other two.
R
2.
Transfer Station Marker Wands. Colored wands may be used in place of transfer station
marker boxes to indicate replenishment positions and commodities at night. When ships are approaching
for replenishment, the appropriate wand is to be held above the head to indicate the position of the transfer
station. The commodity to be transferred from a particular station should be indicated as listed in Table
4-3.
R
3.
Distance Line. The distance line is to be used during all abeam RAS operations. It is to be supplied by the delivering ship and manned by the receiving ship. The distance line is one of the first lines to
be passed between ships. By watching a selected marker, the conning officer of the ship can readily ascertain whether his ship is maintaining the desired lateral separation. Optimum station keeping distances are
provided in Table 3-1.
4.
Distance Line Markings (Daylight Operations).
a. The distance line is a 12 mm diameter manila or polypropylene line 91 meters in length. A series of 200 mm x 250 mm nylon cloth or painted canvas markers, spaced 6 meters apart, are attached to the distance line as shown in Figure 4-5. Each marker has a numerical value
superimposed on the color code — white numerals on green, red, and blue markers and black numerals on white and yellow markers. All numerals are to be at least 125 mm high on both sides of
the markers. All markers are to be double nylon cloth or canvas sewn together with 100 mm left
open at the top for inserting night light batteries. The zero end of the distance line is secured to the
guard rail of the delivering ship. Inglefield clips (fixed or swivel) or snap hooks are to be fitted to
the ends of the distance line.
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ORIGINAL
ATP 16(D)/MTP 16(D)
SYMBOL
DIMENSION
K
15.32 mm (Max.)
L
13.49 ±0.13 mm
N
14.30 +0.25 mm
P
25.02 +0.25, -0.00 mm
Q
5.94 ±0.76 mm
R
Thread 0.750 - 20 UNEF (Class 2A-LH: Left Hand)
Figure 4-3. NATO Standard Telephone Cable Adapter
4-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 4-4. Transfer Station Marker Box
R
b. Self-Tautening Day Distance Line. See UK national section in Part II.
5.
Distance Line Markings (Night Operations). During hours of darkness, lights are to be attached to the distance line as shown in Figure 4-6. One-cell, pin-on type flashlights or chemical lights are
used to mark distance lines. Two blue lights (one on each side of the marker) are placed at the 18 meter, 30
meter, 42 meter and 54 meter marker points. A single one-cell red flashlight or red chemical light may be
used at all other markers.
0440 Hand Signals
1.
Hand signals should be used in conjunction with sound-powered communications. If the
sound-powered circuit fails, hand signaling is a reliable alternate system of controlling rig operations.
Hand signaling requires a trained man to be stationed adjacent to the transfer/reception station where he
can observe replenishment operations affecting his particular rig.
2.
The fundamental premise in the hand signal method of communication is instant communication
between stations. The hand signal describes that particular action that one ship requires of the other or is a
response stating the required action is understood or is being accomplished. Standard hand signals are
shown in Annex 4A.
3.
Hand signals are made with paddles by day and with wands or flashlights by night. The square paddles should measure approximately 340 mm by 340 mm. The red and amber paddles are painted in solid
colors. The green paddles have a white diagonal stripe, 25 mm in width, to make the green paddles easily
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ATP 16(D)/MTP 16(D)
R
Table 4-2. Transfer Station Markers (Day and Night)
4-8
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 4-3. Transfer Station Marker Wands
Commodity
R
Wand Color
Fuel (F-75, F-76)
Red (top)/Blue (bottom)
Water
White
Lube Oil
Amber and Black (amber wand
with two hoops of black tape)
Fuel (F-44)
Amber (top)/Blue (bottom)
Fuel (F-77)
Red
distinguishable in front of the green jersey of the signalman, if one is worn. All hand signals are to be acknowledged by repeating the same signal for a short period, except as modified by signal 1 in Figure
4A-1.
0441 Astern Replenishment Communications
Communications during astern fueling will be by flashing light, flaghoist, and special hand signals. Telephone communication between ships will not be used. Communication by megaphone or loudhailer during
approach or emergencies may be used, but these methods may be ineffective in strong winds.
0442 Astern Replenishment Control Signals
In astern replenishment, the signals in Table 4-4 shall be displayed at the appropriate transfer stations in
both ships. The station flags indicated shall consist of 91.4 cm squares of bunting of the designated color.
Wands or appropriate colored lens flashlights shall be used for night operations.
0450 Night Lighting Arrangements
0451 Illumination of Working Areas
1.
In peacetime the International Regulations for the Prevention of Collision at Sea apply. Deviations
from the International Regulations such as the dimming of navigation and RAS lights are promulgated by
the OTC or the replenishment force commander. See ATP 1/MTP 1, Vol. I.
2.
Ships should be darkened before replenishment operations commence. White lights should not be
exhibited because of the blinding effect on personnel. In the darkened condition some illumination is necessary to assist the approach phase, station keeping, working the rigs, handling stores on deck or in the
hold, and for personnel safety.
3.
Working areas on deck, in the holds, cargo landing areas, and highpoints shall be illuminated by
red lighting only if necessary. Lights shall be equipped with shields or shades of sufficient dimension and
positioned so as to avoid illuminating the other ship participating in the replenishment operation. Exterior
deck-lighting arrangements may be portable.
0452 Approach and Station Keeping Lights
1.
Hull Contour Lights. (See Figure 4-7.)
a. Two blue lights (50 watts approximately) are exhibited by the delivering ship just before the approach commences and during the period the receiving ship is abeam. These two lights are:
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ORIGINAL
R
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 4-5. Distance Line Markings (Daylight Operations)
4-10
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 4-6. Distance Line Markings (Night Operations)
4-11
R
ATP 16(D)/MTP 16(D)
Table 4-4. Control Signals
SIGNAL
DAY
MEANING
NIGHT
CUSTOMER SHIP
SUPPLYING SHIP
Green Flag/
Paddle
Green Light
Hose connected. Start pumping.
Pumping started.
Red Flag/
Paddle
Red Light
Stop pumping or blowing through
hose.
Pumping or blowing through has
stopped.
White Flag/
Paddle
Amber Light
Blow through hose.
Blowing through started.
(1) Located at the fore-and-aft extremes of that portion of the ship’s side that parallels the
ship’s keel.
(2) Horizontally shaded to illuminate 135° of visibility measured from directly astern to 45°
forward of the beam.
(3) Shaded in a manner that restricts the beam of light to a vertical arc of 80°; that is, 40° above
and 40° below the horizontal axis of the ship in the upright position.
b. A third contour light should be exhibited by delivering ships over 185 meters in length. The
three contour lights should be uniformly spaced.
2.
Wake Light. The blue wake light is exhibited during the approach phase only. This light shall be
shaded so as to illuminate only the wake. The light is extinguished when delivering and receiving ships
are passing gear (abeam methods). When the wake light is in use, the white stern light of the International
Regulations is to be darkened.
3.
Masthead Obstruction/Truck Light. The red masthead light is shown during the approach
phase only. The light is extinguished when delivering and receiving ships are passing gear (abeam
methods).
4.
Astern Fueling Lighting Measures. A cluster of three red chemical lights are exhibited in
the “marker buoy float,” and a cluster of three blue lights are exhibited in the “hose line float,” to facilitate
approach maneuver during night. Station keeping is aided by observing the dimmed white shaded stern
light on the oiler. The wake light, contour lights, and red masthead lights are not exhibited during astern
fueling operations.
0453 Rig Lighting Arrangements
1.
Clusters of up to three one-cell red flashlights (torches) or chemical light wands are clipped or
taped to moving components of a transfer rig. Examples are cargo hooks, nets, blocks, transfer chairs,
hose saddles, and probes. Figure 4-8 depicts typical lighting arrangements for fueling rigs.
2.
Obstructions in the immediate vicinity of the landing area can snag cargo or slings. The winch operator requires a datum to gauge the correct transfer height; the highest point of an obstruction in the vicinity of the landing area is marked with a row of six one-cell red flashlights or chemical light wands, spaced
at intervals of about 60 cm.
3.
During night replenishment a luminous head projectile and/or luminous line should be used for the
line-throwing projectile and the heaving line monkey fist should have a one-cell red flashlight, a flashing
4-12
ORIGINAL
Figure 4-7. Approach and Stationkeeping Lights
4-13
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
light, or a chemical light wand attached. Bolo lines should not be used during periods of darkness unless
the bolos are illuminated.
0454 Night Signaling
1.
The executive order for the receiving ship to start the approach can be passed by radio or directional light.
2.
Another signaling method is an infrared transmission that requires a special directional signal
lamp, code named “Nancy,” and special receiving equipment. See ACP 129 series for details.
3.
When both ships are abreast of each other, hand signaling with wands or flashlights shall be used in
conjunction with sound-powered phones when they are passed.
0455 Resumé of Night Lighting and Associated Arrangements
1.
The following items should be checked well in advance of night operations.
a. Transfer station marker box coding.
b. Lights for rig moving parts (e.g., hooks, probe, etc.).
c. Working area lighting arrangement and, if applicable, obstruction datum lighting.
d. Dimming controls for normal navigation lights, and serviceability of not under control, RAS,
obstruction, contour, and wake lights.
e. Darken ship arrangements.
f. Signaling arrangements (wands/flashlights and infrared).
g. Personnel safety equipment (lifejackets, flashlights, and line-throwing projectiles).
h. Fog sound signaling equipment.
0460 Color Code For Personnel
During daylight hours, personnel overseeing certain control functions in the vicinity of the rig(s) should be
readily identifiable. Some nations have adopted color codes to identify various participating personnel; refer to national sections in Part II. The following color code is standard among NATO nations:
a. Line Throwing Gunners/Throwers. Red helmet and red jersey/coat/vest.
b. Signalmen. Green helmet. Optional: green jersey/coat/vest.
4-14
ORIGINAL
Figure 4-8. Lighting for Night Replenishment at Sea
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ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
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ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX 4A
Standard Hand Signals
NOTE
· Red and amber paddles will be a solid color.
· Green paddle will contain a 25 mm wide white diagonal stripe running from upper
left to bottom right corner.
4A-1
ORIGINAL
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Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 1 of 4)
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Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 2 of 4)
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Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 3 of 4)
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Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 4 of 4)
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Figure 4A-2. Abeam Hand Signals (Paralleled by S/P Phone) (Completion of Operation)
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Figure 4A-3. Abeam Hand Signals (Paralleled by S/P Phone) (Emergency Breakaway)
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CHAPTER 5
Emergency Procedures and Safety Precautions
0500 Emergency Breakaway
During replenishment at sea, situations may arise that require an emergency breakaway. Under most conditions an emergency breakaway is basically an accelerated standard breakaway using a prearranged procedure. The objective is to disengage quickly without damaging the rigs or endangering personnel. A gyro
compass or steering casualty or the loss of power during replenishment can result in difficulty unless a
careful plan of action has been prepared in advance. Such a plan should include provision for alerting all
ships abeam of the nature of the trouble and for commencing emergency breakaway procedures.
0501 Preparations for Emergency Breakaway
1.
Training. The basis for preparation is the assignment of specific duties to each transfer station.
Emergency breakaway duty assignments and procedures should be outlined in a separate section of the
ship’s RAS bill. Personnel involved in RAS must be thoroughly briefed on the evolution prior to any
RAS, and periodic “walk through” drills should be conducted. These basic points must be covered:
a. Emergency breakaway procedures contained herein.
b. Review of ship’s RAS bill, emergency breakaway procedures, and personnel duties. A sufficient number of men must be stationed and ready to disengage couplings, span wires, riding lines,
and other lines with dispatch.
c. All associated internal and external communications, including visual signals.
d. The use of emergency breakaway tools listed in paragraph 0501.3.
e. The use of equipment to reduce the extent of damage, recover the rigs, and effect prompt
repairs.
f. The organization for making repairs.
g. The location of spare gear that may be required to return an unserviceable transfer station to full
operation as soon as possible.
2.
Securing Wires to Winch Drums. On all ships using wire rope rigs for replenishment at sea,
the wire rope end shall be secured to the winch drum by only one wire rope clip or specially designed
clamp or by a hemp tail line that itself is secured to the barrel.
3.
Emergency Tools. Emergency tools shall be stowed in a tool box readily accessible to each
transfer station. The following tools shall be provided at all transfer stations for use in emergency breakaway situations:
a. Ax.
b. Hammer.
c. Hatchet, hand.
d. Pliers.
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e. Marlinespikes.
f. Adjustable (Crescent) wrench.
g. Where available, wire rope cutters are desired at each tensioned support line transfer station and
reception station.
h. For fuel reception stations that use the breakable spool, a sledge hammer is required.
4.
Preparation of Lines. Since an emergency may occur at any time during the replenishment operation, preparations must be made upon receipt of the first line.
a. As they are brought aboard, all lines are to be faked down during the replenishment.
b. Riding lines and easing-out lines/slipropes shall be belayed to cleats that are clear of stores and
other interference and made ready for instant slacking/release.
c. As soon as a pelican hook or shackle is secured, an easing-out line is rigged through the shackle
attached to the pelican hook or the thimble in the manila support line. One end is belayed to a cleat
so that it is ready for easing out. Easing-out lines are required for fueling-at-sea spanwire/jackstay,
wire highline, and manila highline rigs.
d. The easing-out line shall be no larger than 16 mm diameter and of an appropriate length to ease
the wire clear of the ship’s side.
5.
Supplying Ship Pumps. The supplying ship has to be ready to stop pumping the moment an
emergency becomes apparent or when breakaway is ordered.
0502 Conditions Warranting an Emergency Breakaway
1.
Examples of conditions that may warrant ordering an emergency breakaway are:
a. When either ship experiences an engineering casualty that affects her ability to maintain the replenishment course or speed.
b. When an enemy contact is reported that presents immediate danger to the force.
c. When a carrier must break off for an emergency launch or recovery of aircraft.
d. When ships separate to the point at which hoses appear in danger of parting, when separation
distances cause wires to approach the last layer on the drums, or when casualty or equipment failure makes a tight-lining situation possible.
e. When a rig parts and the possibility exists of the screw becoming fouled.
f. When a man is lost overboard and the lifeguard ship or helicopter is not on station.
0503 Ordering an Emergency Breakaway
1.
The order for an emergency breakaway may be given by the commanding officer of either the receiving ship or the delivering ship. The delivering ship controls the rig recovery. Situations that may require an emergency breakaway should be reported at the earliest possible time and hopefully will be
reported in sufficient time for the ships to disconnect the rigs in an orderly manner.
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2.
Sound-powered phones and hand signals should be the primary means of communication for ordering an emergency breakaway; however, bull horns and voice radio circuits can be used, if necessary, to
ensure rapid ship-to-ship communication.
3.
The most positive and rapid method of alerting those immediately concerned is the sounding of
the emergency sound signal (six short blasts) with the ship’s siren/whistle.
4.
The OTC and other ships in the formation shall be informed immediately via voice radio if security
permits.
0504 Emergency Breakaway Procedure for Liquid Transfer
1.
Upon recognizing a condition warranting an emergency breakaway, sound six short blasts with the
ship’s siren/whistle and take the following actions:
a. The officer-in-charge or rig captain notifies the bridge and the fuel control center of the existing
condition/situation.
b. Pass the word between ships in accordance with Article 0503:
(1) Bridge-to-bridge,
(2) Both ships announce over the ships’ public address systems,
(3) Station-to-station, and
(4) Bridge to other ships abeam.
c. Stop pumping.
d. Commence hauling in all hand-tended lines as soon as they are payed out. (If recovery of messenger or phone lines interferes with a breakaway operation, the lines should be cut.)
e. Secure receiving ship’s fuel riser valve.
f. Disconnect the probe/breakable-spool coupling manually, remove the pigtail from the trunk,
and part breakable spool with sledge hammer.
NOTE
If the receiving ship cannot quickly disconnect the probe from the receiver, the delivering ship can do so by taking a strain on the recovery saddle whip.
g. Slack or cut riding lines/hose pendant; clear hose end overboard clear of deck edge.
h. Recover hose with saddle whips as soon as hose(s) end(s) is/are disconnected.
i. Slack support line as soon as the hose has been recovered.
j. Slip the support line.
0505 Emergency Breakaway Procedure for Solid Transfer
1.
Upon recognizing a condition warranting an emergency breakaway, sound six short blasts with the
ship’s siren/whistle and take the following actions:
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a. The officer-in-charge or rig captain notifies the bridge and the cargo control center of the existing condition/situation.
b. Pass the word between ships in accordance with Article 0503:
(1) Bridge-to-bridge,
(2) Station-to-station, and
(3) Bridge to other ships abeam and in the vicinity.
c. Upon signal from either ship and if feasible recover all suspended loads or empty traveler
blocks and cargo hooks as quickly as possible. Release, or if necessary, cut the outhaul line.
NOTE
The officer-in-charge of the delivering ship’s transfer station is to decide whether to
recover the load or to continue hauling to the receiving ship if there is any doubt.
0506 Special Precautions for Particular Rigs
1.
Liquid Transfer.
a. Fuel STREAM. For emergency breakaway, the normal step-by-step procedures for releasing
the hose and support line should be followed. However, the steps must be conducted in the most
expeditious manner.
(1) Probe. If the receiving ship cannot quickly disconnect the probe from the receiver, the
delivering ship can do so by taking a strain on the recovery whip, provided a stress wire connects the outboard saddle with the probe trolley. A line pull of about 1,125 kg is required to
disengage the probe by this method.
(2) Breakable-Spool Coupling. If the receiving ship is unable to quickly disconnect the
coupling in the normal manner, then the coupling should be struck with a sledge hammer until
the coupling breaks.
(3) Pigtail. If the receiving ship is unable to release the pigtail from the trunk, then the hose
should be cut with an ax.
b. Astern Fueling. Emergency breakaway is an accelerated normal disengagement. The hose
is disconnected, the easing-out line/sliprope is hove in on the capstan, the hose-hanging pendant is
slipped, and the hose is paid out on the sliprope. When the hose end is clear, the easing-out
line/sliprope is cut.
Float Method Only: The hose line and float assembly remain in the receiving ship, unless they
have already been reconnected as part of the normal procedure for disengagement.
2.
Solid Transfer Tensioned Highline Rig.
a. Return traveler block to delivering ship.
b. Slack support line and tend.
c. Slack outhaul line and tend.
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d. Commence passing all hand-tended lines back to the delivering ship. (If hand-tended lines interfere with the breakaway, the lines should be cut.)
WARNING
· Do not cut or release/slip a tensioned wire rope.
· If excessive tension develops, all hands must be cleared from the replenishment areas
of both ships.
e. The receiving ship holds the rig with an easing-out line, trips the pelican hook, and eases the rig
clear of the deck edge and releases the easing-out line.
f. If the receiving ship is unable to disconnect the rig, the delivering ship will continue to pay out
until all wires are free of winch drum.
3.
General (All Rig Types). When all lines have been released by the receiving ship, both ships
maneuver to get clear.
4.
Special Precautions. In the event general ship’s power or local power loss at a transfer station
causes an emergency breakaway, winches should be controlled and wires slacked off (payed out) by use
of the hydraulic brake on the winch. Control of the wire can be readily maintained with this brake until
power is restored or the wire is payed out over the side. Extreme care should be exercised when trailing
wires in the water. A turn away from the wire may draw it under the hull of the ship and into the screw.
0507 Practicing Emergency Breakaway
Upon completion of normal replenishment, ships should train by simulating an emergency breakaway
condition (when the situation permits) to train the crews in the procedures to be followed.
0510 Ship Handling During Emergencies
0511 Recommended Emergency Maneuvering
1.
Emergency maneuvering may be necessary if either the delivering or the receiving ship has a casualty affecting her speed or steering capabilities. Recommended procedures are:
a. If the receiving ship has a casualty affecting her speed, the delivering ship may have to maintain
her speed if she has another ship abeam. This will allow the receiving ship to drift aft and clear,
thus keeping the gear in the water near the surface and reducing the possibility of fouling the propellers while the emergency breakaway is being executed.
b. If the delivering ship has a casualty affecting her speed, she should request the receiving ship to
slow down to allow more time for disconnecting the rigs.
c. If either ship has a casualty affecting her steering capabilities, both ships should take action to
minimize the relative speed in order to reduce the damage that may be caused by raking.
d. If the delivering ship has a ship abeam to port and starboard and either one veers out, the delivering ship should maintain course and speed. Rigs will thus tend to remain near the surface as they
are recovered.
e. In the event that two receiving ships are abeam the delivering ship when an actual emergency
breakaway is sounded, both receiving ships shall execute the emergency breakaway.
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0512 Collision Procedures
1.
During abeam replenishment, conning officers of both ships must be alert for the possibility of collision. If a collision appears to be inevitable, every possible action should be taken to reduce relative motion, both in the lateral and fore-and-aft directions.
2.
Damage control measures must be instituted immediately. It is particularly important to maintain
watertight integrity and to protect explosives and flammable material from fire.
3.
Separation of ships should be effected with great care to keep damage to a minimum. Good bridgeto-bridge communication at this time is essential.
0520 Safety
0521 Safety During Fueling
1.
In addition to the standard safety precautions listed in Article 0522, the following precautions are
mandatory during fueling operations:
a. All personnel handling fuel must be made aware of the constant danger of fire and explosion
and be thoroughly trained in the use of firefighting equipment.
b. No smoking is allowed during fuel transfer.
c. Firefighting suits and other necessary protective and firefighting equipment shall be kept on
during the transfer.
d. All hose fittings, couplings, and tools used on AvGas or other gasoline rigs shall be made of a
nonferrous material.
e. A ground/earth wire must be rigged between ships transferring gasoline. It shall be connected
before the hose is brought on board the receiving ship and disconnected only after the hose is clear
of the ship.
0522 Safety Precautions During RAS Operations
1.
Personnel assigned to transfer stations must be thoroughly instructed in safety precautions. In addition, safety precautions shall be reviewed immediately prior to each replenishment and must be observed.
2.
The following shall be enforced during each replenishment:
a. Only essential personnel shall be allowed at a transfer station during replenishment.
b. Guardrails/lifelines should not be lowered unless absolutely necessary; if lowered, temporary
lifelines must be rigged.
c. When a line-throwing gun is used, the procedures set forth in Article 0315, Article 0414, and
Table 4-1 are to be followed.
d. All topside personnel who are engaged in handling stores or lines or who are in a transfer area
shall wear inherently buoyant or automatically inflating, vest type, lifejackets, properly secured.
e. All personnel shall be instructed to keep clear of bights, to handle lines from the inboard side,
and to keep at least 1.8 meters from the blocks through which the lines pass. If practicable, all personnel should be forward of span wire or support line.
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f. Personnel handling messenger, distance, and inhaul lines should use the “hand-over-hand” grip
and may wear gloves.
g. Men handling wire-bound or banded cases should wear work gloves.
h. Personnel assigned to each transfer station shall carry an appropriate knife to be used for routine work and/or for use in the event of an emergency.
i. Personnel shall be cautioned to keep clear of suspended loads and to remain clear of rig
highpoints until the loads have been landed on deck. Personnel must remain alert and never turn
their backs to an incoming load.
j. Care must be taken to prevent the shifting of cargo that might endanger personnel or material.
Personnel should not get between the load and the rail.
k. Each abeam RAS-rig shall be equipped with a ships structure protection device in order to prevent overstretching of the spanwire and to protect the receiving ship’s strong point from structural
deformation or damage. Such protection device may consist of a weak link, a slipping clutch on the
spanwire winch, or any other load limiting device.
l. All cargo handlers in all ships should wear safety shoes.
m. Deck space in the vicinity of transfer stations should be covered with deck treads or painted
with nonskid paint to provide secure footing.
n. Both delivering and receiving ships should station a lifebuoy watch well aft on each engaged
side. The watch should have sound-powered phone communication with the bridge and should be
equipped with two smoke floats and a ring buoy fitted with a float light.
o. All hands shall be instructed on the hazards of emergency breakaway (see Article 0511).
p. Precautions on radio frequency hazards are to be observed.
q. Phone talkers on the intership phone lines shall not fasten their neck straps.
r. Cargo handlers should not be allowed to step on or in cargo nets that are attached to the cargo
hook.
s. Replenishment station personnel must wear a one-cell flashlight (or chemical light) and whistle
during night replenishment.
t. Easing-out lines/slipropes, when appropriate, must be rigged immediately upon rig hook-up to
prepare for a possible emergency breakaway.
u. Line handlers must button sleeves and remove all loose objects to keep them from wrapping
around or fouling lines.
v. All personnel involved in VERTREP shall wear protective clothing and safety devices as indicated in Chapter 9.
w. Personnel in the immediate area of the transfer station or landing area shall wear construction
type (safety) helmets. Helmets are to be equipped with quick-acting breakaway devices and chin
straps shall be fastened and worn under the chin.
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0523 Personnel Requirements for Transfer of Ammunition and Missiles
a. Personnel engaged in the transfer of ammunition and missiles must know and observe the
safety precautions while handling explosives. They must also be thoroughly familiar with the
methods used and with their limitations.
b. It is of particular importance that care be used when handling new types of ammunition and
missiles. Technical developments, especially in missiles, lead to new transfer methods and handling equipment. Personnel must master new techniques in handling ammunition and missiles to
achieve safe and expeditious transfers.
0524 Man Overboard
1.
There is always a risk of man overboard during transfer or replenishment at sea, particularly in
heavy weather. Although men likely to fall overboard will be wearing lifejackets and will have adequate
buoyancy to remain afloat, speedy recovery is essential to avoid death from exposure in cold water or attack by carnivorous fish in warm water.
2.
The following instructions should govern the action to be taken by ships:
a. Rescue Helicopter. During daylight hours, a rescue helicopter should be at Condition
Two. If bad weather or special hazards demand, it should be airborne in a suitable station.
b. Rescue Destroyer or Frigate. A rescue destroyer or frigate should be in a lifeguard station 457 meters to 914 meters astern if no helicopter is available.
c. No Helicopter or Destroyer Present. The receiving ship is always to be the rescue ship
unless the senior officer considers this to be impracticable.
d. Lifebuoys and Liferafts. Both delivering and receiving ships shall station a lifebuoy
watch well aft on the engaged side. The watch shall be equipped with a lifebuoy/liferaft fitted with
a float and lights and shall have sound-powered communication with the bridge.
0525 Radiation Hazard
1.
Ships are fitted with a large amount of high-power transmitting equipment — radio communications, radar, and sonar. High-power transmissions are a hazard to human life because of the effects of radiation on the human body. High-power transmissions can also ignite explosive devices and combustible
material. There are also certain other hazards that originate from the same source as the radiation hazard,
such as the danger from rotating antennas and aural shock from the use of sirens.
2.
The commanding officer of each unit is responsible for the safety of his own personnel and stores
from radiation hazard (RADHAZ) produced within his unit. Due to the variety of ships, aircraft, and
equipment in NATO, it is not always possible for the force commander to provide detailed regulations for
the prevention of RADHAZ accidents between units. Therefore, it is also the responsibility of individual
commanding officers to warn other units when his unit is within such a range that exceptionally powerful
transmitters could be a hazard to personnel in the other units.
3.
If feasible, ships are to include details in the RADARAT or SPECINFO paragraphs of OPSTAT
UNIT messages. It is also the responsibility of each commanding officer to warn other units of stores that
are held in such a location that they could be hazarded by transmission from the other units.
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4.
Instructions.
a. A minimum distance apart of 91 meters is to be maintained between ships and between ships
and aircraft.
b. Unit commanders are to ensure that transmitters with a power density of 100 watts per square
meter (100 W/m2) or greater at a distance of 91 meters do not irradiate ships or aircraft within the
100 W/m2 radius.
c. Electroexplosive devices are not to be exposed in a RADHAZ unsafe condition within a distance of 914 meters from other units.
d. In the event of units being required to breach either the 91 meter or 914 meter safe distance, action is to be taken to ensure that risk transmitters are controlled to ensure safety (e.g., directed to a
safe bearing, reduced power, or eventually switched off).
0530 Safety Precautions and Emergency Procedures for Personnel Transfer
NOTE
In nearly all ships only the manila or polyester support line is used for personnel
transfer. Wire rigs are not used for this purpose in most navies.
1.
Personnel Transfer. In addition to the precaution mentioned above, the following should be
observed:
a. For the transfer of personnel, support lines that have been spooled on capstans or winches are
not to be used.
b. All personnel to be transferred must be thoroughly briefed on the method used.
c. Inherently buoyant or fully inflated lifejackets are to be worn by personnel being transferred.
By night, a small battery-operated light is to be attached to each lifejacket. Helmets may be worn
by personnel being transferred.
d. Wires are not to be used in the rig and all lines must be tended by hand.
e. Every man to be transferred should be escorted to and from the landing area. Special care is required for the sick and wounded.
f. During hours of darkness and in areas of low water temperature, personnel should be transferred
only if a lifeguard ship or helicopter is available. The use of immersion suits should be considered
in an area of very low water temperature.
g. Both ships should have a boat or liferaft ready for launch and a medical attendant standing by.
h. Under adverse conditions, personnel transfer should be attempted only if essential, in which
case no other rig should be connected.
i. All gear and line handlers should carry a sharp knife for cutting ropes if required in an
emergency.
j. The strop must always be unhooked from the traveler block before any attempt is made to release the man from the strop, but not before he is safely inboard of the deck edge.
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2.
Emergency Breakaway.
a. If an emergency breakaway is necessary, it should be effected by speeding up the normal returning procedures, if this will suffice. If time is not available, the lines should be cut.
b. When a support line breaks, lines should be handled smartly to try and prevent them from getting into the suction zone of the ship’s propellers. If feasible, ships should be maneuvered to help
keep the lines clear. If this happens while transferring personnel, quick action must be taken to prevent the man being dragged through the water, as this will almost certainly drown him. Lines
should be cut as quickly as possible.
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CHAPTER 6
Transfer of Liquids
0600 Transfer Of Liquids
1.
Delivery of Liquids.
a. Fueling at sea involves the delivery of bulk fuel (including diesel oil, motor vehicle fuel, and
aviation fuels) by hose and lubricating oil by hose or in drums by jackstay or highline rig. Water
may be delivered in conjunction with a replenishment operation.
b. Fleet oilers are rigged with six separate transfer stations (four port and two starboard) to deliver
petroleum products. The oilers are normally rigged with double-hose rigs (see Chapter US6) on
the port side to serve larger ships and single-hose rigs on the starboard side to serve destroyers or
smaller ships. If necessary, they can fuel any type of ship from either side. Additional hoses are required when aircraft carriers are provided with AvGas and jet fuel.
c. Prior to fueling or replenishment operations, the supplying ship and the customer ship should
follow the requirements of Chapter 2 concerning the exchange of information required for replenishment at sea.
2.
Safety Considerations. See Chapter 5.
3.
Emergency Procedures. See Chapter 5.
0601 Pollution Abatement
Most fuel spills are caused by personnel actions and not equipment failures. Therefore, it is necessary to assure that the attitudes of personnel involved in fuel transfer operations are directed toward preventing the
spillage of fuels. Training of personnel in the operation and maintenance of antipollution equipment,
scheduled exercising of the components in the fuel transfer systems, and a continuing program that stresses
the importance of preventing fuel spills are considered necessary in the interest of pollution abatement.
0602 Ballasting and Deballasting
1.
Customer Ships. As fuel is consumed, some ships may ballast with sea water to maintain their
stability and liquid-protection characteristics. Therefore, prior to each replenishment, it may be necessary
to deballast and redistribute the remaining fuel. Tank stowage should be adjusted as far as possible to fuel
only into large tanks. Not less than two tanks are required for each reception point to avoid throttling the
supply. Customer ships will, if necessary:
a. Commence deballasting at such a time that completion will coincide as nearly as practicable
with the scheduled fueling time. However, during heavy weather, a ship must not deballast to such
an extent that stability is endangered. Comply with deballasting instructions in the ship’s damage
control/casualty control book.
b. Distribute fuel so that all reception stations will complete fueling at the same time.
c. Inform the OTC of any conditions that may affect the planned fueling schedule.
2.
Supplying Ships. Supplying ships will, if necessary:
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a. Ballast/deballast, empty tanks, and distribute fuel to ensure proper trim and maximum pumping
rates.
b. Promulgate fueling plans showing tanks, valves, and pump lineup to be used.
c. Preheat fuel if necessary.
d. Test pumps, winches, and other equipment.
e. Inform the OTC of any conditions that may affect the planned fueling schedule.
f. Instruct all hands in the requirements for an emergency breakaway. (See Chapter 5.)
0603 Pumping and Receiving
Supplying ships should ensure that their internal arrangements provide the best flow of oil at maximum
pressure. Customer ships should ensure an unhampered flow of oil. It is desirable that the customer ship’s
tanks should be topped to as near 95 percent capacity as possible, but it is more important to reduce the time
taken in fueling than to make accurate tank dips. As far as practicable, all tanks should be filled together.
Oil should be pumped at a temperature best suited to promote its flow, but never at more than 35 °C.
0604 Ships Equipped with Open Trunk Fueling Systems
Ships equipped with open trunk systems should signal in advance to enable the supplying ship to prepare
her rigging accordingly. Existing hoses may be used; however, the delivering ship’s hose must terminate in
a pigtail or end fitting no more than 152 mm in diameter.
0605 Fueling Check-Off Lists
Comprehensive check-off lists shall be prepared by each ship to ensure that it is ready in all respects for the
fueling operation. Figures 6-1 and 6-2 may be used as guides in preparing individual lists but, in all cases,
check-off lists must suit individual ship installations.
0610 General Description of Fueling Methods
0611 Abeam Fueling
1.
The abeam method is the preferred method when replenishing liquid products of any type. When
this method is used, more than one hose can be employed if desired.
NOTE
The limiting distances between ships operating abeam rigs are shown in Table 3-1.
2.
Fuel STREAM Rig. The fuel STREAM (Standard Tension Replenishment Alongside Method)
rig is the primary rig for fuel transfer and is fitted on most fleet oilers and some other auxiliary ships.
a. In the fuel STREAM rig, the hoses are supported by four hose saddles rigged on a
ram-tensioned support line. The fuel STREAM rig hose assembly is approximately 91 meters in
length, which allows ships to open out to greater distances than possible with other fueling rigs,
minimizes the possibility of tight-lining and parting of the support line, and provides for improved
personnel safety. The saddles are controlled by wires that have independent winch controls.
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A. NAVIGATION DEPARTMENT
8. Maintain fire main pressure.
1. Check the telemotor system.
9. Lead out and inspect necessary firefighting
equipment.
2. Check hand electric steering system.
3. Check gyro error.
4. Have electric megaphone on hand, tested,
and ready for use; have hand megaphone
available for standby use.
5. Station experienced steermen on bridge and
in after steering; station throttlemen and other
special sea detail personnel as necessary.
6. Check hull contour, task, and transfer station
lights for proper operation before night RAS.
7. A qualified supervisor of the helmsman is to
be provided.
B. ENGINEERING DEPARTMENT
10. Ensure that tolls, rags, sand or sawdust,
and drip pans are available at each transfer station.
11. Check to see that there is sufficient air
pressure for blowing through hoses and
that there are no leaks.
12. Check to see that CO2 system is properly
lined up and that a man is standing by the
control box.
13. Consolidate products to be pumped into
the most accessible tanks to ensure minimum flow restriction and maximum suction
head pressures prior to customer ship’s arrival abeam.
14. Be prepared to use the maximum number
of suction lines, pumps, and discharge
lines commensurate with pressure/quantity requirements.
1. Light off or connect additional boilers as
necessary.
2. Put generators on the line as necessary.
3. Station qualified machinist mate and electrician mate in after steering.
4. Take soundings and temperatures of fuel
tanks. Heat cargo to be transferred to proper
pumping temperature.
5. Test all pumps; line up on first tank to be used
and circulate oil to ensure that pumps are not
airbound.
6. Check all S/P phones and other circuits that
will be used, both intership and intraship.
7. Cut in steam and warm up all deck machinery.
15. Sample, test, gauge, and strip tanks to ensure that only a quality product is offered
for tanker. Furnish customer ship with test
results from onboard testing facilities.
Have trained men ready to answer any
questions by the customer ship regarding
significance of tests, specifications, and
operational capabilities.
16. Ensure that AvGas ground wire/earth wire
is in good condition. Take meter reading.
Check operation of safety switch, and ensure that switch is closed.
17. To avoid spillage, be alert to reduce pumping pressure on request from the customer
ship.
Figure 6-1. Fueling Check-off List for Tankers (Sheet 1 of 2)
6-3
ORIGINAL
ATP 16(D)/MTP 16(D)
9. Have ground wire/earth wire ready if
AvGas is to be transferred.
B. DECK DEPARTMENT
FUEL TRANSFER STATIONS
GENERAL PREPARATIONS
1. Place hose rig in position, fitted on outboard
end with appropriate fitting for ship to be
fueled. Test operation of end fitting.
1. Rig appropriate transfer station markers.
2. Ensure that only properly tested hoses are
used in the rig.
3. When rigged with pigtail, ensure that the connecting male Robb operating lever (if Robb is
used — applicable only to US rigs) is lashed
in the open position.
4. Stop off messenger to hose; fake messenger
down on deck for running, rigged for the
method being employed.
5. Test winches. Have support line drum
engaged.
6. Ensure that inboard saddle whip is led to a
winch or is belayed to a cleat on deck and is
faked down free for running.
7. Ensure that inboard saddle whips and recovery lines are clear for running and are led by
gypsy heads of winches.
8. Ensure that topping lift brake is set on topping
lift and that preventer stoppers are in place or
that pawls are engaged.
2. Have two bolos ready for use for each
transfer station. Test line-throwing guns
and examine firing pins. Have projectiles
and shot lines on hand and ready for use.
3. Prepare S/P phones.
4. Rig in/turn in lifeboats and sea painter on
boat rope when necessary to clear that
side of the ship to be used for RAS.
5. Ensure that all men assigned to transfer
station are dressed in accordance with the
safety precautions in Chapter 4.
6. Have CO2 extinguisher available and fire
hoses run out and connected to foam proportioners; have a man standing by the
main CO2 system.
7. In freezing weather, have sand available
for use on icy areas. Whenever practicable, remove ice from fueling areas prior to
RAS.
8. Check emergency repair and working tools
at each transfer station.
Figure 6-1. Fueling Check-off List for Tankers (Sheet 2 of 2)
b. The fuel transfer hose is normally 178 mm in diameter and is used for the transfer of Diesel Fuel
Marine (F-76) and JP-5 (F-44). One 63 mm hose may be attached to and suspended below the 178
mm hose (only one of the two 178 mm hoses if double-hose rig) for the transfer of JP-5 and fresh
water.
0612 Astern Fueling
Astern fueling by the float method is the preferred method. Many NATO nations use this fueling method.
The hose is streamed and hung off the stern of the tanker. Transfer of main fuel by 152 mm hose can be carried out from all fleet and support tankers. Specific requirements have been developed for the modification
of some U.S. merchant tankers to provide this capability. The most likely application is either the fueling of
ocean escorts in a convoy formation or fuel replenishments of opportunity as the tanker transits an operational area.
0620 Standardization of Fueling Couplings
1.
NATO nations have adopted five NATO standard couplings for both abeam and astern replenishments at sea. (See Figure 6-3.)
6-4
ORIGINAL
ATP 16(D)/MTP 16(D)
1. The day before fueling, the customer ship
should submit its fuel requirements (see
Chapter 2) through appropriate channels to
the tanker. As this figure will be a rough estimate, the ship should, 30 to 60 minutes prior
to coming abeam, submit a more accurate estimate to the supplying ship.
12. Check emergency repair and working tools
at each reception station.
2. Check hull contour lights if installed, task
lights, and reception station lights for proper
operation before night RAS.
14. If required, provide shores or chocks to
place under the end of the hose to lift it off
the deck.
3. Station a qualified machinist mate and electrician mate in after steering.
4. A qualified supervisor of the helmsman will be
stationed.
15. Ensure that suitable equipment for minimizing oil spillage is available at each reception station (drip pans, rags, canvas
fueling test sleeves to fit over the fueling
truck).
5. Detail men to receive the messenger and
other lines.
16. Rig phones from conning station to each
fueling reception station.
6. Have bridge-to-bridge phone/distance line
ready as appropriate.
17. Rig in/turn in lifeboats and other movable
projections on the engaged side.
7. Station the fueling detail, with an officer or PO
in charge at each reception station. (All topside personnel in the vicinity of a reception
station or other hazardous location shall be
dressed in accordance with Chapter 5.)
18. Have line-throwing gun/bolo available and
ready for use if needed.
13. In freezing temperatures, have sand available for use on icy areas. Whenever practicable, remove all ice from fueling reception
stations prior to RAS.
19. On ships so fitted, open fueling truck tops.
9. Provide anti-chafing gear at the point where
the hose comes aboard. (Old canvas, boat
fenders, or cargo nets will suffice.)
20. If required to provide a straight lead for the
supplying ship’s hose, connect a length of
hose to the fueling manifold (with male end
of Robb coupling attached to outboard end
of hose). Ships are required to use a quick
release coupling and “A” end of breakable
spool coupling.
10. Lash shores over structures that might possibly interfere with the lines.
21. Shift to split-plant operation. Isolate fuel oil
service station.
8. Clear all unnecessary men from fueling reception stations.
11. Rig appropriate reception station markers.
Figure 6-2. Fueling Check-off List for Customer Ship (Sheet 1 of 2)
2.
Standardization in rigs and in their use assists ships in expeditious fueling. Some deviations from
standard rigs may be necessary to conform with the design features of particular ships, but such deviations
should be kept to a minimum. Fueling operations may be delayed if the oiler has to make major adjustments or changes of type of fitting to her rigs to accommodate nonstandard installations on the receiving
ship.
0621 NATO 1 Fueling Rig
1.
NATO 1, 178 mm, Abeam, Fuel, Probe/Probe Receiver. The NATO 1 rig is the primary
coupling for fueling at sea by the abeam method. The double probe method, which is not NATO standard,
6-5
ORIGINAL
ATP 16(D)/MTP 16(D)
22. Have electric and hand megaphones ready
for use on the bridge. (Carriers use flight deck
announcing system.)
23. Pre-reeve a messenger line through the
inhaul line and fairlead blocks.
24. Ensure that all signalmen are familiar with the
correct signals for the evolutions (especially
important for night RAS).
25. Avoid dropping coupling or probe on deck; be
particularly careful when the pelican hook is
tripped. A special line may be rigged to avoid
this.
26. Attach riding lines and hose hanging pendant
as soon as practical; in any event, attach lines
prior to giving the signal to commence pumping. In US ships, riding lines are not used for
probe fueling.
27. With US rig, return hose messenger (to oiler)
as soon as hookup is completed.
28. To expedite communications, position phone
talkers close to the PO in charge of the reception station. If ships of different nations are
conducting these operations, make sure that
the telephone talker speaks/understands
English, as this is the language to be used in
most NATO operations.
29. Use maximum pumping pressures that can
be safely and efficiently handled.
30. Divert product into maximum number of
tanks with minimum restrictions to flow.
31. Leave sufficient tank capacity to accommodate blow through from oiler (about 1.7
m3 per rig).
32. Do not secure any valve until oiler has
completed blow through since this can
cause the oiler’s pumps to become
airbound.
33. Ensure that wiping rags are not left stuffed
in the pigtail; this may cause an oil spill on
the next customer ship. Replace the cap
on the pigtail before sending it back.
34. Do not trip support line prior to signal from
oiler. This can be very dangerous if the
hose has not been recovered, or the wire is
tensioned.
35. When replacing cotter pin in span wire pelican hook, spread it only slightly. Bending it
excessively will make it difficult for the next
customer ship to remove.
36. Ensure probe receiver is clear and free of
foreign material.
Figure 6-2. Fueling Check-off List for Customer Ship (Sheet 2 of 2)
can be found under US national data (chapter US6). The NATO 1 rig consists of a probe and probe receiver, as shown in Figure 6-4, and can be used for the transfer of the following fuels:
a. F-44 Turbine Fuel, Aviation (AVCAT).
b. F-75 and F-76 Fuel, Naval, Distillate.
c. F-77 Fuel, Residual, Light Viscosity, Boiler.
WARNING
The NATO 1 rig is not approved for the transfer of F-18, Gasoline, Aviation.
2.
NATO 1 Probe and Carrier Assembly (Probe Trolley). The NATO 1 probe and carrier
assembly consists of a traveler block assembly and a probe assembly.
6-6
ORIGINAL
ATP 16(D)/MTP 16(D)
DESIG
SIZE
POSITION
COMMODITY
DELIVERY
RECEIVER
NATO 1
178 mm
Abeam
Fuel
Probe
Probe Receiver
NATO 2
152 mm
Astern
Fuel
Breakable Spool,
Delivery End
Breakable Spool,
Receiving End
NATO 3
65 mm
Abeam
Fuel
Delivery Nozzle
Receiving Coupling
NATO 4
65 mm
Astern
Fuel
Delivery Coupling
Receiving Coupling
NATO 5
65 mm
Abeam/Astern
Water
Threaded Coupling
Threaded Coupling
Figure 6-3. NATO Standardized Couplings
a. The traveler block is mounted on a tube (training mechanism) that provides a means of
connecting the fuel hose to the probe assembly. The traveler block assembly is hinged so that it can be
attached to the support line without disassembly of parts. The probe assembly contains a latching
mechanism that holds the probe in the probe receiver by spring force.
b. The NATO 1 probe also has a built-in sliding sleeve valve that opens on proper engagement
with the probe receiver and automatically closes upon disengagement. A latching mechanism in
the probe prevents disengagement during fuel transfer. A line pull of 136 kg on the messenger or
remating line is required to engage the probe in the probe receiver. A line pull of 1,135 ± 225 kg on
the recovery line will disengage the probe from the probe receiver.
3.
NATO 1 Probe Receiver. The NATO 1 probe receiver is supported by a swivel fitting
mounted on the receiving ship; a 178 mm diameter rubber hose (wire-reinforced) connects the probe receiver to the fuel riser. A pelican hook, used as the attachment point for the support line, is an integral part
of the swivel fitting. The end fitting for the support line must be a link that is interoperable with this pelican hook. (See Figure 6-4.) Detailed samples of the end fitting are shown in Figure 6-5.
a. When using an end fitting on the support line, such as the alternate shown in Figure 6-5b
(shackle and probe link), ensure that the probe link is placed on the pelican hook located on the
probe receiver so that the eye of the shackle pin is on top, as shown in Figure 6-5d. This is mandatory for proper alignment of probe and probe receiver, since the probe receiver is mounted on the
swivel fitting, and is kept directly in line with the support line and with the probe. This arrangement provides excellent alignment during connect-up of the NATO 1 probe and probe receiver for
either the tensioned or nontensioned support line.
b. The NATO 1 probe receiver has a lever mounted on the side of the housing to provide a means
of disengaging the probe at the probe receiver. This lever can be installed on either the forward or
after side of the probe receiver to suit local conditions. Flags are mounted on the housing to indicate proper engagement.
0622 NATO 2 Fueling Rig
R
1.
NATO 2, 152 mm, Astern, Fuel, Breakable Spool Coupling. The NATO 2 rig (Figures
6-6 and 6-7) can be used in fueling operations with all NATO nation ships for astern fueling at sea. The
coupling consists of an “A” end (breakable spool, receiving end) and a “B” end (breakable spool, delivery
end), as shown in Figures 6-8 and 6-9, and can be used for the transfer of the following fuels:
a. F-44 Turbine Fuel, Aviation (AVCAT).
6-7
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-4. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe
Receiver
6-8
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 6-5. Spanwire End Fitting for NATO 1 Probe Fueling Rigs (Sheet 1 of 2)
6-9
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 6-5. Spanwire End Fitting for NATO 1 Probe Fueling Rigs (Sheet 2 of 2)
6-10
ATP 16(D)/MTP 16(D)
b. F-75 and F-76 Fuel, Naval, Distillate.
c. F-77 Fuel, Residual.
d. F-18 Gasoline, Aviation.
WARNING
Both the “A” end and the “B” end of the coupling shall be made from nonferrous and
nonsparking materials when used for the transfer of aviation gasoline. Figure 6-10
provides the NATO 2, 152 mm nonferrous flange for AvGas fueling.
2.
The “A” End (Breakable Spool, Receiving End), rigged by the receiving ship, is a cast-iron spool
with a standard hose flange on one end and a slotted flange on the other. A groove, machined around the
spool, weakens it sufficiently to permit its being broken in an emergency breakaway by a blow from a
sledgehammer on an ax that is placed in the groove.
3.
The “B” End (Breakable Spool, Delivery End), attached to the end of the hose passed by the delivering ship, is a similar spool with a hose flange on one end and a special floating ring flange with drop
bolts on the other. The floating ring flange can be rotated quickly to bring the drop bolts into line with the
slots in the “A” end. A gasket mounted in the outboard side of the “B” end (breakable spool, delivery end)
ensures an oil-tight fit. A shut-off valve may be provided at the “B” end of the fueling hose rig to prevent
spillage of fuel and water from entering the hose.
0623 NATO 3 Fueling Rig
1.
NATO 3, 65 mm, Abeam, Fuel, Delivery Nozzle/Receiving Coupling. NATO 3 fueling
rig is the adopted standard NATO coupling for abeam transfer of F-44 and F-76 fuel using 65 mm to 76.2
mm hoses. It consists of a delivery nozzle and receiving coupling, as shown in Figure 6-11. Each connection must be capable of accepting not less than 682 liters of fuel per minute. NATO nations have agreed
that all new equipment will be manufactured in accordance with these specifications. Older equipment remaining in service does not necessarily meet these specifications.
0624 NATO 4 Fueling Rig
1.
NATO 4, 65 mm, Astern, Fuel, Delivery Nozzle/Receiving Coupling. NATO 4 fueling
rig, Figure 6-12, is the adopted standard NATO coupling for astern transfer of fuel using 65 mm hoses.
The NATO 4 rig is primarily used to pass F-75 and F-76 but may also be used for F-44. The rig is capable
of transferring up to 57 m3/hr.
2.
Astern Fueling Using the NATO 4 Fueling Rig. The procedures for using the NATO 4 rig
are covered in Article 0660.
0625 NATO 5 Water Rig
1.
NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings. NATO 5 water rig is the
standardized NATO coupling for the transfer of water for both abeam and astern replenishments. For
those installations that are normally replenished by means of small 65 mm bore hose, the end fitting on the
receiving ship will be a standardized male thread, threaded coupling. The end fitting for the hose on the
sending ship will be a standardized female thread, threaded coupling.
6-11
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-6. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling
6-12
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 6-7. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling Assembly
6-13
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 6-8. NATO 2, Breakable-Spool Coupling “A” End (Breakable Spool, Receiver End)
6-14
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 6-9. NATO 2, Breakable-Spool Coupling “B” End (Breakable Spool, Delivery End)
6-15
ATP 16(D)/MTP 16(D)
Figure 6-10. NATO 2, 152 mm Nonferrous Flange for AvGas Fueling
6-16
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-11. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor
(Left) and Delivery Nozzle (Right)
6-17
ATP 16(D)/MTP 16(D)
2.
Thread Design.
a. The metric thread for replenishment through a small bore hose shall be a basic M profile as
shown in Figure 6-13. This profile is also known as the ISO 68 Basic Profile for metric screw
threads.
b. The small bore fitting metric thread designation shall be M 80X3-6H/6g. That is, the thread
shall be a basic M profile thread, the nominal or basic major diameter shall be 80 mm, the pitch
shall be 3 mm, the internal thread tolerance class shall be 6H, and the external thread tolerance
class shall be 6g. The small bore fitting metric thread common designation shall be M 80X3.
3.
End Fitting. The end fitting on the small bore hose shall be a coupling of the type shown in Figure
6-14.
0626 Transfer of Water
1.
Existing hose types will be used. The delivering ship shall have an adapter attached to the outboard
end of the hose. This adapter is to be the standard NATO size, 165 mm outside diameter flange. Receiving
ships are also to provide a standard NATO size, 165 mm flange for connection to the supplying ship’s
hose end adapter. For emergency breakaway, the 65 mm water rig may be equipped with a quick-release
coupling.
2.
Boiler Feedwater Transfer.
a. When receiving or delivering water for use as boiler feedwater, the following minimum standards must be met:
(1) Hardness — Must be less than 0.10 EPM (equivalent parts per million).
(2) Salinity — Must be less than 0.065 EPM.
(3) Source — Must be distilled.
b. When distilled water is not available, demineralized water must be acceptable, but the receiver
must first be given the information on the water source and demineralization process used.
0630 Fuel STREAM Rig
1.
The fuel STREAM rig is a 91 meter , heavy weather, ram-tensioned, spanwire rig (see Figure 6-15)
and is the primary fueling method.
2.
The fuel STREAM rig shall be rigged with wire for all saddle whips, including the number 1 saddle, whenever winches can be made available. Otherwise, double-braided nylon line is substituted for one
or more of the normally wire-rigged saddle whips.
3.
For substitution of wire whips, a minimum of 89 mm circumference double-braided nylon line
shall be used — 137 meters in length for the number 1 whips and lengths to suit individual ship installations for the other saddle whips. The use of wire-rope recovery whips is mandatory when delivering double probes (see Chapter US6).
6-18
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-12. NATO 4, 65 mm, Astern, Fuel Couplings
6-19
ORIGINAL
ATP 16(D)/MTP 16(D)
BASIC M THREAD PROFILE (ISO 6B BASIC PROFILE)
3
´ P = 0.866 025P
2
0.0625H = 0.054 127P
0.125H = 0.108 253P
0.250H = 0.216 506P
0.375H = 0.324 760P
0.625H = 0.541 266P
H=
GENERAL SYMBOLS
Symbol
Explanation
D
Basic Major Diameter Internal Thread
D1
Basic Minor Diameter Internal Thread
D2
Basic Pitch Diameter Internal Thread
d
Basic Major Diameter External Thread
d1
Basic Minor Diameter External Thread
d2
Basic Pitch Diameter External Thread
H
Height of Fundamental Triangle
P
Pitch
Figure 6-13. NATO 5, 65 mm Bore Hose Coupling Thread
6-20
ORIGINAL
ATP 16(D)/MTP 16(D)
Description
Symbol
Measure
Inside Diameter of Nipple or Coupling
C
65 mm
Length of Nipple
L
26 mm
Length of Pilot to Start of Second Thread
I
6 mm
Depth of Coupling
H
24 mm
Thread Length of Coupling
T
18 mm
From Face of Coupling to Start of Second Thread
J
5 mm
Figure 6-14. NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings
6-21
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-15. Fuel STREAM Rig — Single Hose With Probe
6-22
ATP 16(D)/MTP 16(D)
0631 Rigging the Delivering Ship for Fuel STREAM Rig
1.
Hose Assembly.
a. The hose is joined together by reattachable couplings and clamps. Each hose length shall have a
male clamp coupling on one end (outboard) and a female clamp coupling on the other end (inboard). The female end incorporates a rubber “O” ring for sealing the joint.
b. When joining hose lengths, the male and female clamp ends are pushed into engagement. The
joint is then secured by a split clamp and band assembly that is wrapped around each hose coupling
and locked to retain both couplings. It is important to protect the surfaces of the male clamp fitting
to ensure a leak-proof seal when made up with the female coupling. These couplings can be assembled and disassembled by fleet personnel. Damaged sections of hose may be removed, and the remaining good sections still can be used.
c. The fuel STREAM hose rig is approximately 91 meters long with the following fittings and
hose lengths coupled in succession, starting with the inboard end of the hose rig:
(1) Two 10.6 meter lengths of hose (inboard length cut to suit).
(2) Flow-through saddle.
(3) Two 10.6 meter lengths of hose.
(4) Flow-through saddle.
(5) Two 10.6 meter lengths of hose.
(6) Flow-through saddle.
(7) Two 10.6 meter lengths of hose.
(8) Flow-through saddle.
(9) One 6.7 meter length of hose.
(10) Flow-through riding line fitting.
(11) One 1.2 meter length of hose.
(12) Flow-through riding line fitting.
(13) One 2.7 meter length of hose.
(14) Fueling probe.
d. A stress wire connects each of the riding-line fittings and the outboard saddle to prevent the
hose from taking a strain.
2.
Rigging the Hose Assembly. The hose is suspended from the support line by traveler blocks.
Except for the inboard saddle, one traveler block is shackled to each flow-through saddle; one traveler
block is shackled to each riding-line fitting; and the probe trolley is fitted to the support line.
6-23
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Saddle Whips. Wire-rope saddle whips are used to control the positioning of the flow-through
saddles on the support line. The inboard whip controls both the number 3 and number 4 saddles. This whip
is secured to the number 3 saddle with a 22 mm safety shackle, reeved through the three blocks supporting
the number 4 (yo-yo) saddle, and then through a fairlead block to a winch. The runner block supporting
the number 4 saddle is a nonswiveling block equipped with an anti-toppling device (Figure 6-16). A 19
mm wire pendant (length to suit ship installation) is shackled to the bottom of the saddle and secured with
a pelican hook to an eyeplate on the deck. This pendant is installed to prevent two-blocking the inboard
saddle. A standard high-speed block can be used if it is modified to secure the swivel feature to a fixed position and the anti-toppling device is installed.
a. Number 2 Saddle Whip. The number 2 saddle whip is secured to the number 2 saddle with
a 22 mm safety shackle reeved through a block on the highpoint outrigger and through a fairlead
block to a winch.
b. Number 1 Saddle Whip. The wire recovery whip end is secured with a 22 mm safety
shackle to the outboard (number 1) saddle, and the line is reeved through a block on the after side
of the highpoint outrigger (or boom head) and through a fairlead sheave to a winch. Doublebraided nylon line (89 mm) may be used as the recovery line in those ships equipped with gypsy
heads for controlling the recovery line.
4.
Hose End Fittings. One of the following fittings is attached to the outboard length of hose.
a. Probe. The probe coupling (Figure 6-3) is attached to the outboard end of the fueling hose rig
and is suspended from the span wire by a traveler block. The section of hose between the number 1
saddle and the inboard riding-line fitting shall be of a length (not more than 6.7 meters) that will allow the probe to swing clear of deck obstructions when the number 1 saddle is two-blocked. When
delivering the probe, the messenger is attached to the remating-line/messenger attachment hook as
shown in Figure 6-17. Pre-operational checks shall be accomplished prior to each use of the probe.
b. Breakable-Spool, Quick-Release Coupling. Details of this coupling are shown in Figures 6-5 through 6-8.
c. 65 mm Quick-Release Coupling. This coupling may be used for fueling small ships.
5.
Attaching Messenger. The support line is stopped to two beckets, 76 meters from the shackle
end of the messenger. A recommended method of stopping the support line to the beckets is to make a
nine-thread clove hitch, with two inside turns, around the support line, and then square-knot the
nine-thread tightly to the becket. Grease in the way of the stops should be removed from the support line.
The weak-link end fitting of the support line is then attached to the messenger with one or two turns of
small stuff. See Figure 6-18.
0632 Passing, Tending, and Recovering the Rig
1.
Sending Over the Lines.
a. As the receiving ship comes abeam, the delivering ship (except for aircraft carriers) sends over
bolos or gunlines from each transfer station to the corresponding station on the receiving ship.
These lines are used to haul in the hose messenger return line, station-to-station phone line, and
outer bight line (if used). The bridge-to-bridge phone/distance line messenger may also be attached to the main messenger at the transfer station adjacent to the bridge. Each line must be
clearly marked to identify its function.
6-24
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-16. Inboard Saddle Arrangement
b. The receiving ship must be prepared to use its own bolos and line-throwing guns in the event
that the delivering ship has trouble getting her lines over. Shot lines should be passed back to the
ship furnishing them at the earliest convenient time. As the bridge-to-bridge phone/distance line
messenger reaches the ship, the bridge-to-bridge phone/distance line is attached to it and is then
hauled over by the delivering ship. The bridge-to-bridge phone/distance and station-to-station
phone lines must be hand tended as soon as they come aboard. Phone connections must be made
and communications established as soon as possible.
2.
Passing the Rig.
a. After the bolos or gunlines are across, the receiving ship attaches the pre-reeved line (a line
reeved through the fairlead snatch block) to the hose messenger and hauls in the hose messenger
while the delivering ship pays it out by hand.
b. When the support line comes on board, the end link is connected to the pelican hook on the
probe receiver (see Figure 6-18).
CAUTION
Care must be taken to ensure that all twists are taken out of the messenger/support
line before the end link is connected to the pelican hook, or the probe will not seat
properly.
c. The receiving ship then releases the hose and messenger from the support line.
d. The delivering ship starts tending and tensions the support line.
6-25
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-17. STAR Messenger Attached to Single Probe Fueling Rig
6-26
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-18. Method of Stopping Support Line to Messenger
6-27
ATP 16(D)/MTP 16(D)
e. The receiving ship continues heaving in the hose messenger and with it the hose, while the delivering ship pays out on the rig. The saddles are positioned so that the support line carries the
weight, and the hose is kept clear of the water as it is hauled across.
f. After the probe is engaged in the probe receiver, the remating line is attached to the probe by the
receiving ship and the hose messenger is disconnected and returned to the delivering ship (see Figure 6-19).
NOTE
The travel of the probe down the support line shall be controlled at all times by the
delivering ship to prevent the probe from striking the probe receiver with undue
force.
g. Each time when possible, the messenger line will be used only for the support line. The hose
and probe will be passed on the receiving ship without any messenger line to make the rig-passing
operation easier and quicker. In this case, the slope of the support line has to be sufficient enough
to allow the motion of the hose by gravity. The distance between the two ships has to be shorter
than 43 meters and the probe receiver situated at less than 10 meters above the waterline.
h. When using the probe rig for large combatants and consolidations, the hose messenger will be
used regardless of ship separations.
3.
Tending the Hose Rig. The delivering ship tends the hose during transfer of fuel by paying out
or taking in the saddle whips as the distance between ships increases or decreases. The hose saddle recovery line should be kept slack during fueling operations to prevent parting the riding line or pulling the
probe from the receiver. The hose should be kept clear of the water, and sufficient bights must be maintained between saddles to avoid parting of the hose.
4.
Fuel Transfer.
a. As soon as the customer ship is ready, the supplying ship is requested to commence pumping.
b. Care must be taken to ensure that quick-closing valves and fuel-line valves on both ships are
open and remain open until pumping stops. Closing or throttling of valves on customer ships can
result in destructive pressure surges within the piping systems and rupture of hoses.
c. If possible, customer ships should take on fuel at the supplying ship’s maximum pumping rate.
When necessary, the supplying ship is requested to slow the pumping rate/decrease pressure. The
supplying ship should be kept advised of fueling time remaining at each reception station.
d. When fueling is completed, the supplying ship normally removes the excess oil from the hoses
by blowing them through with air. In blowing through a gasoline hose, use carbon dioxide or inert
gas instead of air. This procedure is described in Article 0636.
e. It is important that AvGas hoses be cleared after each transfer. If the supplying ship is unable to
blow inert gas through the hoses, the customer ship should do so. In an emergency, if neither ship
can blow through the hoses, the supplying ship will take a back suction and drain the hoses prior to
sending the rigs to the next ship.
5.
Recovering the Hose and Support Line. When pumping and blow through are completed,
the receiving ship disconnects the hose coupling and the delivering ship recovers the fueling hose. After
the hose is recovered, the support line is detensioned. The delivering ship then signals to the receiving
ship to trip the pelican hook. After the pelican hook is tripped and the support line is eased over the side of
the receiving ship, the delivering ship recovers the support line.
6-28
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-19. Remating Line/Messenger Hook Attachment
6-29
ORIGINAL
ATP 16(D)/MTP 16(D)
0633 Rigging the Receiving Ship for Fuel Stream
1.
For the fuel STREAM rig, the receiving ship must provide an attachment point for the support line,
messenger fairlead blocks, remating line, and riding lines (if required), and must make provisions to connect up the hose to the fuel riser (i.e., the probe receiver or the “A” end of the breakable-spool coupling).
2.
When rigging to receive the probe coupling, a 304 mm wooden snatch block with upset shackle is
shackled to the messenger fairlead eyeplate located above the probe receiver swivel joint. Care must be
exercised to ensure that the snatch block is installed on the side of the swivel joint opposite the direction of
line pull of the messenger (see Figure 6-20). To expedite hauling in of the messenger, a line with a steel
snap hook on the outboard end should be led through the snatch block, ready to attach to the hose messenger from the delivering ship. Additional blocks as necessary for fairleading of the messenger should be
ready.
0634 Connecting and Disconnecting the Rig
1.
Receiving Probe.
a. After receiving the bolo or shot line from the delivering ship, haul in the messenger and support
line.
CAUTION
Care must be taken to ensure that all twists are taken out of the messenger/support
line before the end link is connected to the pelican hook, or the probe will not seat
properly.
b. The support line has a special end fitting for attachment to the pelican hook located on the probe
receiver swivel arm. When the support line end fitting is in hand, cut the stops that secure the support line end fitting to the messenger, exercising care not to cut or damage the messenger line. Connect the support line end fitting to the pelican hook located on the probe receiver swivel arm, and
secure the pelican hook. If the alternate end fitting shown in Figure 6-4 is used, the shackle pin
must be in the upright position or the probe will not seat. Cut the additional stops on the support
line and continue hauling on the messenger to haul in the fuel hose and probe until the probe is engaged with the receiver. When the latch indicator flags are positioned 30° above the horizontal, the
probe and receiver are engaged and the transfer of fuel can commence (see Figure 6-21).
c. After the probe is properly engaged in the receiver, signal the supplying ship to commence
pumping. Then remove the messenger line from the snatch block, and unshackle the messenger
from the probe trolley, leaving the shackle attached to the messenger line. Pass the remating line
through the snatch block, and place the eye of the remating line over the hook on the outboard end
of the probe trolley. Secure the bitter end of the remating line to the cleat. Fake/coil down the remainder of the remating line free for running. Unshackle the messenger from the probe trolley,
leaving the shackle attached to the messenger. Return the messenger to the delivering ship, using
the hose messenger return line that is shackled to the soft eye of the messenger.
2.
Fuel Transfer. Care must be taken to ensure that fuel line valves are open and remain open until
pumping and blow through operations are completed. Closing or throttling of valves in the customer ship
can result in destructive pressure surges within piping systems and fuel hose.
a. During the fueling transfer operation, the customer ship must keep the supplying ship advised
of fueling time remaining at each reception station.
6-30
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-20. Messenger Fairlead to Receiving Ship (Top View)
6-31
ORIGINAL
ATP 16(D)/MTP 16(D)
b. When the fuel transfer is completed, the supplying ship will (in all cases) determine the need for
blow through of hose to remove excess fuel.
c. A 178 mm by 91 meter fuel hose rig will contain approximately 1,710 liters of fuel. When the
hose is to be blown through, the customer ship must give the signal to stop pumping at a time that
will permit the receipt of the additional fuel from the blow through.
3.
Returning the Hose and Support Line.
a. After completion of fuel transfer, the remating line is removed and the manual release lever
(Figure 6-17) is actuated by the receiving ship to release the probe. The delivering ship retracts the
fuel hose. When the hose has been recovered, the delivering ship detensions and slacks off the support line. When signaled by the delivering ship, the receiving ship trips the pelican hook and eases
the support line out on an easing-out line (21-thread manila only, with whipped ends) of sufficient
length to safely ease the support line clear of the side of the receiving ship.
b. The delivering ship hauls in the support line and station-to-station phone lines while returning
the bridge-to-bridge phone/distance line to the receiving ship by messenger to avoid water damage
to the jackbox.
CAUTION
· Release of support line prior to recovery of hose can result in damage to fueling probe;
therefore, the support line shall not be released until ordered by the delivering ship.
· Line tension supplied by the ram tensioner in the fuel STREAM rig must be removed prior to tripping the pelican hook for release of the support line.
NOTE
Synthetic lines shall not be used for easing-out lines.
c. Since no physical handling of the hose is required, personnel will stand clear of the transfer station during connect up, fuel transfer, and breakaway.
0635 Receiving Hose Couplings Other than Probe
For all hose couplings, the support line and fueling hose are passed in the same manner as previously described in this article. The difference between probe and other hose couplings (i.e., breakable-spool coupling and pigtail) is that the probe has automatic connect/disconnect features, whereas all other couplings
must be manually connected/disconnected and require riding lines for retaining the hose on the receiving
ship. The procedures necessary when receiving couplings other than probe are as follows:
a. When the hose end comes within reach of the receiving ship’s deck, the free traveler block attached to the end of the hose is tripped, allowing the hose to be hauled farther inboard until a bight
of the riding line can be slipped over the riding-line fitting. The riding line is then hauled in and secured (see Figure 6-22).
b. When the delivering ship is a fleet oiler or carrier, the hose messenger is detached after the hose
coupling is connected and returned to the delivering ship using the hose messenger recovery line
that is provided by the delivering ship.
c. If the delivering ship is a large combatant and the receiving ship has retained a bight of the hose
messenger on board, the hose messenger is restopped to the hose in at least two places before
6-32
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-21. Latch Indicator Flags
6-33
ORIGINAL
ATP 16(D)/MTP 16(D)
returning the hose to the delivering ship. When returning the hose to the delivering ship, the receiving ship will, unless otherwise required, connect up the outboard traveler block and then ease the
hose outboard by slacking the riding line while the delivering ship heaves in on the recovery line.
0636 Precautions Against Loss of Fuel
When fueling at sea, particularly at night by the astern method, there is danger that fuel oil may be lost in
appreciable quantities because of damage to the hose. In order to detect losses as soon as possible, it is essential that frequent checks be made of the amount of fuel supplied and received. The following checks
should be carried out:
a. The customer ship when hoses are connected signals the number of tons of fuel required.
b. The supplying ship signals the time pumping commenced, and subsequently at half-hour intervals determines the aggregate amount supplied.
c. The customer ship signals at half-hour intervals the aggregate amount received, giving the first
signals based on dips taken a half hour after time pumping commenced.
d. During night fueling, the supplying ship is to report immediately if a sudden drop might indicate a burst hose.
e. When fueling is completed, the customer ship reports to the supplying ship the quantity of fuel
received.
0637 Blowing Through Hose Procedures
1.
When the supplying ship is signaled to stop pumping, the valve in the fuel oil transfer piping at the
sending transfer station is closed and low pressure air (approximately 550 kPa (80 psi)) is injected into the
fuel transfer hose. This final step of blowing oil into the customer ship’s tanks requires about 3 minutes to
complete, and the customer ship must not disconnect the hose coupling or remove the pigtail from the
fueling trunk until the blow through is completed. Customer ships must also leave valves and tank vents
open during blow through so that the oil and air may move through the hose.
2.
A second step in removing the fuel from the hose is commonly referred to as a back suction. The
term “back suction,” as applied to this operation, is a misnomer and can be misleading. The main cargo
pumps of an oiler are large centrifugal pumps that can run in only one direction; therefore, there is no way
of connecting the discharge line to the suction side of the pump to give a positive suction effect. Actually,
the oiler allows the fuel to recycle through a line passing the piping manifold to a tank in the oiler, creating
a slight suction caused by the venturi effect as the fuel flows past the manifold. This method normally will
remove approximately one-half of the fuel oil in the hose and requires considerably more time than the
blow through.
3.
Clearing Hoses by Air — Precautions.
a. To achieve complete clearance of a hose, a certain amount of air may be blown into the customer ship’s tanks. This must be kept to a minimum, especially when fueling small ships that use
the oil fuel suction line to take in fuel. In these ships the boiler oil fuel suction lines in use must be
isolated from the tanks into which the residual oil in the hoses is being blown so that air is not
blown into the pump suction line.
b. Manhole covers of tanks into which oil is to be blown should be replaced before blowing, otherwise oil will be blown out into adjacent spaces. Small ships are fitted with small air escape pipes,
so the applied air pressure must not be too great.
6-34
ORIGINAL
Figure 6-22. Securing the Hose
6-35
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
0640 Convoy Escort Replenishment
The rapid and efficient replenishment of escort vessels at sea is vital for the success of convoys. Merchant
ships have few experienced deck hands; thus, the fueling rig that is fitted must be easy to operate.
a. The NATO standard astern fueling hose bridle assembly is shown in Figure 6-23.
b. The breakable-spool coupling is the primary coupling for astern fueling.
c. The transfer is not normally carried out at speeds of more than 15 knots to avoid excessive stress
on the hose.
d. Telephone cables are not used; therefore, visual signals (as indicated in Chapter 4) are required.
e. The working distance between the stern of the tanker and the forecastle of the receiving ship is
governed by the length of the hose used.
f. The hose rig may be passed and secured on board the receiving ship by either the float or the
gunline method, but the float method is the preferred method and is normally used in bad weather.
0641 Necessity for Rapid Fueling
1.
Escort vessels and tankers are more vulnerable to attack when coupled for fueling. The convoy is
vulnerable because of the absence of the escort from the screen. Additionally, fast convoys often have to
slow down during fueling operations, so rapid fueling decreases the length of time the entire convoy is endangered by such slow speeds.
2.
In order to expedite the fueling operation, oilers fitted with heating coils should always maintain
oil in those tanks to be used for fueling escorts at the temperature required to achieve the optimum pumping rates for their particular pumping installations, but not to exceed 38 °C. Escorts may take any opportunity to refuel, even on short notice, so tankers should keep oil at transfer temperature at all times
throughout passage. The optimum pumping rate is 300 m3 per hour.
3.
In all cases, the customer ship must inform the supplying ship of its intentions to close valves. The
supplying ship must always be ready to stop pumping or blowing through the hose. The hose may rupture
as a result of build up of pressure if these precautions are not obeyed.
0642 Fueling Course and Speed
The fueling course and speed will be determined by the escort force commander. If weather conditions permit, the tanker will remain at the course and speed of the convoy. Variations in speed assume more importance than steering a steady course when an escort is fueling astern of a tanker. Because receiving ship
judgment of relative speed and distance is more difficult than in abeam methods, great care must be taken
in giving speed adjustments. Astern fueling can be carried out between 8 and 15 knots, with the best speed
being 12 knots. Sea condition, strength of the gear being used, and the necessary reserve speed of ships taking part are the governing factors. The tanker’s most suitable speed while recovering gear is 6 to 8 knots,
and it should not exceed 10 knots. During heavy weather, it may be necessary to head downwind.
0643 Station Keeping
In all cases, it is the responsibility of the tanker to maintain a steady course and speed as prescribed by the
escort force commander. The escort being fueled is responsible for adjusting her course and speed to maintain correct station on the tanker.
6-36
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-23. NATO Astern Fueling Hose Bridle Assembly
6-37
ATP 16(D)/MTP 16(D)
0644 Emergency Breakaway
Connections between ships must be released quickly in an emergency.
a. It is the responsibility of the escort in an emergency breakaway situation to expedite a normal
breakaway or to use a sledge hammer to break the “A” end of the breakable-spool coupling. In
making that determination, the customer ship must weigh the advantages of recapping the hose
prior to releasing the rig as opposed to the distinct hazard of a voluminous oil spill created when
the coupling is broken with a head of liquid in the hose.
b. The supplying ship must be able to stop pumping instantly when there is an emergency or the
breakaway order is given. In the event of a situation requiring an emergency breakaway, the danger signal (at least five short blasts) shall be sounded on the ship’s whistle by the ship initiating the
emergency breakaway, to alert all ships in the vicinity.
0645 Standard Fueling Equipment
1.
Delivering Ships. Those merchant tankers designated by each of the NATO nations as convoy
escort replenishment tankers, when directed, will be equipped with the following gear:
a. Hose. The hose required for one rig is 141 meters of 152 mm buoyant/light weight hose for
use in fair weather plus an additional 54 meters for use in rough weather.
b. Coupling. The fitting at the outboard end of the tanker’s hose must have the proper thread
size for securing to the receiving ship’s connection. An adapter to this specification will therefore
be required.
c. Additional Fittings. Tankers will further be supplied with special hose caps and plugs for
handling the hose and protecting hose threads and also with securing clamps for rigging the hose.
2.
Receiving Ships. Receiving ships may connect the hose either by coupling it directly to own
deck fueling connection or to a hose previously connected to the deck fueling connection; or by fitting the
hose into an open fueling trunk.
0650 Astern Fueling by Float Method
0651 Equipment and Procedures for Converted Merchant Tankers
Refer to Annex 6A.
0652 Astern Hose Cleanout System
1.
Equipment Description.
a. Cleaning fuel hose with pigs is to be performed as an integral part of fueling at sea. The fueling
station on the delivery ship is used as a launching station and the fueling station on the receiving
ship is used as a catching station. Description of the fueling stations and related hose hardware, as
well as detailed fueling instructions, can be found in this publication.
b. The following paragraphs describe specific equipment used with the pig cleanout system.
(1) Pig.
(a) The pigs used in this system are Knapp “Poly-Pigs,” style 5, type B or equal, which are
coated on both ends with polyurethane elastomer and sized for use in a 152.4 mm nominal
6-38
ORIGINAL
ATP 16(D)/MTP 16(D)
diameter hose (Figure 6-24). Essentially, they are polyethylene foam cylinders whose outside diameter is slightly larger than the inside diameter of the fuel hose. The pig is propelled by air pressure through the hose (similar to a piston in a cylinder), thereby displacing
the fluid in the hose.
(b) Pigs are expendable; therefore, they are used once and discarded. They should be
stored in a cool, dry, dark place; useful shelf life is approximately one year.
(2) Pig Catcher. The pig catcher (Figure 6-24) is a strainer-like steel fabrication which is
placed inside the B-end of the NATO coupling at the end of the hose connected to the receiving
ship, where it catches the pig and prevents it from entering the receiving ship’s fuel system. The
catcher is designed to vent the blowdown air after it catches the pig. MSC Standard Drawing,
STD-528-4840155, In-Line Astern FAS Pig Receiver Assembly, shows details of the catcher
assembly.
(3) Hose Crimper. The hose crimper is a clamp-like device used to seal off the fuel hose.
Sealing the fuel hose on the delivery ship is required while inserting the pig. NAVSHIPS Drawing 805-2554813, Fueling at Sea Hose Crimper, shows a typical hose crimper design suitable
for this application.
(4) Orifice. The orifice (Figure 6-25) is a 6.35 mm diameter opening that restricts the flow of
the blowdown air. The orifice is located inside the air line and is used to limit the airflow rate
that regulates the speed of the pig as it travels through the hose.
2.
System Operation. Cleanout of the astern FAS hose is required after each fueling operation.
The following instructions describe how pigs are used to accomplish this task. Part numbers listed in the
instructions refer to Figures 6-26 and 6-27.
a. Operating Instructions for Delivery Ship.
(1) Pre-Operation Inspection. This inspection must be performed prior to sending the
astern FAS hose to the receiving ship.
(a) Ensure that pig catcher (14) is inserted into NATO coupling B-end (13), which is located at the end of the hose to be connected to the receiving ship.
(b) Secure conical cap (12) to NATO coupling B-end (13).
(c) Ensure that air supply is available for blowdown. Blowdown supply gauge (3) should
read, at a minimum, 75 psig.
(d) The fueling operation can now proceed as previously set forth in this publication.
(2) Blowdown Operation. The blowdown operation proceeds after fueling is completed
and the “Start blowdown” signal has been received.
(a) Close fuel shutoff valve (1) and keep quick-closing fuel valve (2) open.
(b) Open blowdown shutoff valve (4) for about 15 seconds to blow out fuel riser before inserting pig (5), then close blowdown shutoff valve.
(c) Place hose crimper (6) on hose near the quick disconnect coupling (7). Open air dump
valve (8) to ensure that fuel riser is free of oil, then close air dump valve.
6-39
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-24. Poly-Pig (Left) and Pig Receiver (Right)
(d) Open quick disconnect coupling (7) and manually insert pig (5) into hose. The end of
the pig should clear the face of the coupling by about 50.8 mm to prevent interference when
recoupling.
(e) Reconnect coupling (7) and remove hose crimper (6).
(f) Open blowdown shutoff valve (4).
NOTE
At this time, fuel shutoff valve (1) and air dump valve (8) should be closed and
quick-closing fuel valve (2) and blowdown shutoff valve (4) should be open.
(g) Monitor hose pressure gauge (9) until measured pressure starts to drop.
NOTE
The pressure at the hose pressure gauge will remain basically constant as the pig (5)
travels through the hose. The actual pressure reading indicated depends on the supply
of air pressure and the elevation of the fuel riser on the receiving ship and will normally be between 5 and 35 psig. When the pig reaches the catcher (14) (3 to 5 minutes
after launching), the air in the hose will vent past the pig and the pressure reading on
the hose pressure gauge will start to fall. This is the signal that the pig has entered the
pig catcher and procedures for terminating the blowdown can commence.
(h) When hose pressure starts to drop, close blowdown shutoff valve (4). Open air dump
valve (8) to hasten venting of air from hose.
(i) When hose pressure gauge (9) reads zero psig, secure filling station by closing all
valves (1, 2, 4, and 8).
6-40
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-25. Orifice for Blowdown Air Line
b. Operating Instructions for Receiving Ship.
(1) Preliminaries to Blowdown Operation.
(a) Ensure that pig catcher (14) is present in NATO coupling B-end (13) prior to connecting astern FAS hose to fuel riser.
(b) After fueling operations are completed, signal delivery ship to “Start blowdown.”
CAUTION
The astern FAS hose may contain up to 4,542 liters of fuel which will be removed by
the blowdown operation. The receiving ship must therefore reserve sufficient fuel
tank capacity to contain this additional quantity of fuel.
(2) Post-Blowdown Operation. The post-blowdown operation proceeds after the “Stop
blowdown” signal is received from the delivery ship.
(a) Disconnect hose at NATO coupling (13) and remove the pig catcher (14) from the end
of hose.
(b) Remove pig (5) from pig catcher (14) and dispose of pig.
(c) Replace pig catcher (14) in NATO coupling B-end (13) and secure conical cap (12) to
coupling.
(d) The astern FAS hose may now be disengaged from the receiving ship.
6-41
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-26. Astern Refueling Station — Delivering Ship
6-42
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-27. Astern Refueling Station — Receiving Ship
6-43
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Required Modifications. The following paragraphs describe the modifications to be made on
tankers to permit use of pigs for hose cleanout. The tankers must already be equipped with astern refueling
stations and blowdown air supplies.
a. Orifice Installation. The orifice is to be installed in the existing blowdown air supply line
downstream of the shutoff valve, as shown in Figure 6-26.
b. NATO Coupling Modification. Modification of the NATO coupling B-end is necessary to
allow fitting the pig catcher into the coupling. The modification, which adds three reliefs in the
sealing ridge of the coupling’s face, is detailed in Figure 6-28.
c. Storage Facilities. A designated storage locker should be provided for cool and dry storage
of the pigs, hose crimper, pig catcher, and associated hardware. This locker should be able to
screen most of the light, since sustained exposure of the pigs to light (especially ultraviolet) will
cause chemical breakdown of the polyurethane foam material and result in flaking.
d. Instruction Placard. An instruction placard should be provided on each tanker that uses the
pig system. It should list briefly the necessary operating instructions explained in Article 0610A.
The placard should be of durable material with clear, legible writing and located at the astern refueling station. An example of the essential instructions which should appear on the placard is shown
in Figure 6-29.
4.
Maintenance.
a. Inspection. The pig method of cleaning fuel hose uses simple, passive equipment that
should give reliable performance. To help ensure proper operation of the system, the following
items should be given attention:
(1) The orifice located in the blowdown air supply line should be inspected once every 6
months. The orifice should be checked for blockage by dirt or corrosion and cleaned or replaced as necessary.
(2) Pigs should be checked for flaking before use by briskly rubbing the outside surface of the
foam material and checking to see if foam particles come loose. Flaking is undesirable because
the dislodged particles could possibly block fuel system filters.
(3) When performing a blowdown operation, ensure that the pressure gauge for the blowdown
air supply reads, at a minimum, 75 psig.
(4) Severe kinks should be removed from the hose prior to commencing blowdown to permit
unrestricted flow of the pig.
b. Troubleshooting. The following troubleshooting guidelines are remedies to some operating difficulties that may be encountered. Part numbers refer to Figures 6-26 and 6-27.
(1) Entire Hose Appears Uninflated During Initial Pig Launch.
(a) Cause.
1. No blowdown air supply.
2. Valves not properly aligned.
3. Pig is stalled in coupling.
6-44
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-28. Modification to the NATO Coupling
(b) Remedy.
1. Check blowdown air supply. Blowdown air supply gauge (3) should read, at a
minimum, 75 psig.
2. Ensure that fuel shutoff valve (1) and dump valve (8) are closed and that quickclosing fuel valve (2) and blowdown shutoff valve (4) are open. Also ensure that hose
crimper (6) is removed from hose.
3. Close blowdown shutoff valve (4) and open dump valve (8) to bleed air from fuel
riser. Open quick disconnect coupling (7) and ensure that end of pig (5) has been inserted far enough into hose (about 50.8 mm) so as not to interfere with quick disconnect coupling. Pig should fit tightly inside hose. Reconnect coupling and proceed
with cleanout operation.
(2) Part of Hose Length Appears Inflated. Part of hose appears inflated and part appears uninflated. Hose pressure gauge (9) indicates steadily rising pressure.
(a) Cause. Pig is stuck in hose.
(b) Remedy. Remove all severe kinks in hose, and lift and drop hose on the deck to
help start pig moving through hose.
(3) Entire Length of Hose Appears Inflated. Entire length of hose appears inflated (up
to NATO coupling). Hose pressure gauge (9) indicates steadily rising pressure.
(a) Cause. Pig catcher (14) not venting air from hose.
6-45
ORIGINAL
Figure 6-29. Instrument Placard
6-46
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
(b) Remedy. Close blowdown shutoff valve (4) and open dump valve (8) to manually
vent hose. When hose pressure gauge (9) reads zero psig, signal receiving ship that
blowdown is completed.
0660 Astern Fueling Using the NATO 4 Fueling Rig
In the astern method of fueling, the delivering unit streams one (or two for a further ship) 65 mm hose rig(s)
and the receiving unit(s) maintain(s) station astern and outboard of the delivery unit while receiving fuel.
Due to the characteristics of an astern rig during streaming, no attempt should be made to receive the rig at
an aft station.
0661 Communications During Astern Refueling
Basic communications and rendezvous procedures will be conducted as outlined in Chapter 4 with the
exception that sound-powered phones will not be passed. The control signals designated in Table 4-1are to
be used. Signal paddles shall be used at both stations for day operations. Wands or appropriate colored-lens
flashlights shall be used for night operations.
0662 Maneuvering During Astern Refueling
1.
The OTC will determine the replenishment course and speed. Variations in speed assume more importance than steering a steady course when fueling astern. Because the receiving ship’s judgment of relative speed and distance is more difficult in the astern method than in the alongside method, care must be
taken in giving speed adjustments. Astern fueling can be carried out between 4 and 10 knots. Before sending the astern fuel rig the delivery speed should be agreed upon. The delivering ship, as unit guide, should
maintain a constant speed. Any speed adjustments will be made by the receiving unit.
2.
In all cases, it is the responsibility of the delivering unit to maintain a steady course and speed as
proscribed by the OTC. The receiving unit being fueled is responsible for adjusting its course and speed to
maintain correct station.
3.
During the fuel transfer phase of astern fueling, the receiving unit maintains a safe distance astern
of the delivering unit by station keeping on a position buoy that is towed 90 meters astern and outboard. At
that time the position buoy should be abeam of the receiving unit’s bridge at a safe distance (Figure 6-30).
4.
It is the responsibility of the delivering unit to keep the receiving unit informed of any alterations in
course and speed. In the event of a major change in course, the OTC will use signals in accordance with
ATP 1, Volume II.
5.
Alterations in speed by the delivering unit should be made in increments of one knot. Before making speed changes, the delivering unit shall inform the receiving unit of the new speed. The receiving unit
keeps accurate stations by maintaining its bridge abreast of a marker buoy towed by the delivering unit.
The distance depends on the situation.
0663 General Requirements for Astern Refueling
1.
All hoses shall be of the smooth bore type. Hoses used for fuel transfer shall be manufactured of
petroleum-resistant synthetic rubber. Separate hoses shall be used for different products.
2.
A 6 mm steel rope may be used inside the hose to protect against overstretching. This rope is fitted
to the coupling on both ends.
3.
The point of interface shall be within a clear bow area suitable for rig manipulation. The receiving
unit shall provide hose jumpers as required to connect the standard receiving interface to the riser.
6-47
ORIGINAL
ATP 16(D)/MTP 16(D)
4.
The rig shall be capable of transferring up to 57 m3/hr in accordance with STANAG 1310. Hose
size shall be suitable to pass fluid at a velocity no greater than 7.6 m/s at any point.
0664 Rig Variations
1.
The astern rig is used primarily to pass F75 and F76 but may also be used for F44 or potable water.
2.
To pass fuel of either type, the nozzle “F44/F75/F76 Small Fuel Hose Coupling” (Figure 6-31) will
be the interface connection.
3.
To pass water, only the NATO water adapter shall be used.
0665 Rig Assembly and Preparations (Single Hose, No Automatic Winch)
1.
Rigging the Delivering Unit
a. Determine the side of the delivering unit from which the hose will be streamed. On this side, lay
out and assemble 160 or 190 meters of hose. Fixed to the bridle is a 14 mm steel rope used as a recovery line with a minimum length of 110 meters and the protective cover (Figure 6-32). Note that
the orientation of the hose couplings on the delivery rig shall be male into female. To the outboard
end of the hose connect an auto tension disconnect coupling and appropriate hose adapter, NATO
fuel nozzle or plugged female water coupling.
b. The first 6 meter hose must be fixed to two eyeplates on the deck with a 4.0 ton shackle and a 14
mm steel rope (Figure 6-33).
c. Prepare a position buoy for streaming from the opposite side from which the delivering rig is
streamed. For night streaming, the buoy has an automatically switched light. Secure a sufficient
length of rope to permit streaming the position buoy 90 meters astern.
d. The hose should be under 30-80 kPa of air pressure before streaming.
e. Stream the position buoy and the hose in a bight with the bridle on the deck.
2.
Rigging the Receiving Unit
a. Install a 14 mm steel rope as securing pendant with a 4.0 ton shackle on one side. The other side
has a 4.0 ton shackle and a sliphook. The length of the pendant shall be sufficient to allow the rigger to fix the pendant at an eyeplate or the next suitable capstan with the end near the centerline of
the ship (Figure 6-34).
b. Coil down a 110 meter recovery line of 20 mm polypropylene.
c. Attach a 2.5 ton shackle to the 110 meter recovery line of 20 mm polypropylene and reeve it
from the inhaul winch through the inhaul fairlead and fake down on the deck.
d. A fuel abortion pan and a fire ax shall be on hand in the receiving area.
e. A jumper hose connected to the receiving riser shall be prepared. To the end of the jumper hose,
connect a receiving adapter compatible with the type of delivery fitting being provided. Set the end
connection in the drip pan if passing fuel.
f. Prepare a 110 meter easing-out line of 24 mm polypropylene.
g. Prepare the gunline.
6-48
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Passing and Receiving the Rig
a. The receiving unit fires the gunline to which the delivering unit attaches the messenger. The
messenger is hauled across to the receiving unit.
b. The receiving unit attaches the messenger to the recovery line and the delivering unit hauls it
across again and attaches it the bridle link.
c. The delivering unit veers the recovery line (steel rope) and the receiving unit hauls its recovery
line (polypropylene) in until the hose with the bridle in on the deck.
d. Attach the securing pendant to the free bridle link with the sliphook and secure it to the next
suitable eyeplate or capstan (Figure 6-34).
e. The protector cap can be removed from the hose end when the decompression valve is opened.
Then the hoses can be connected. The rig is ready for pumping when the connection is completed.
4.
Disengaging the Rig
a. The receiving unit signals “Stop pumping” when within 5 metric tons of the required amount of
fuel. The delivering unit stops pumping and clears the hose by blowing through, which takes about
5 minutes. The orders “Blow through”/“Stop blow through” are issued by the receiving unit.
b. The hoses can now be disconnected and the protector cap replaced at the receiving hose.
NOTE
The decompression valve must be closed before returning the hose.
c. The easing-out line must be fixed at the next capstan while the other end shall be lead through
the first bridle link and fixed to the inhaul winch. Then the easing-out line can be heaved until it is
under tension. When the securing pendant is slipped, the hose must be slowly eased out until the
recovery line of the delivering unit is tensioned. The signal “Ready for heaving” is given to the delivering unit when the easing-out line is slipped.
4.
Emergency Breakaway
a. Follow the steps for disengaging the rig. If there is insufficient time to blow the hose through, the
hoses will be disconnected without blowing through. Disconnect the hoses and slip the securing
pendant after receiving the signal that the pumps have stopped.
b. Haul in the remainder of the hose and the position buoy.
0666 Rig Assembly and Preparations (Double or Single Hose, Automatic Winch)
1.
Stream the position buoy amidship (double hose) of the delivering unit.
2.
Connect the messenger to the bola line when the bola is on deck.
3.
The receiving unit hauls the messenger on deck connects it to the recovery line.
4.
The delivering unit hauls in the recovery line and connects it to the bridle link.
5.
The delivery unit veers out the hose(s) by automatic winch.
6-49
ORIGINAL
ATP 16(D)/MTP 16(D)
NOTE
The receiving unit keeps station abeam of the bridle until the hose is fully streamed.
Do not begin to heave the bridle before the bridge is abeam of the position buoy.
6.
7.
Follow steps in Article 0665.
When retrieving the rig, the automatic winch recovers the hose.
0667 Using the Float Method
1.
The float method corresponds to the method contained in Annex 6A.
2.
A rubber ball covered by a net is used in place of a position buoy.
6-50
ORIGINAL
ATP 16(D)/MTP 16(D)
Replenishing
Rig Assembly before pumping
A
3
A
3
A
1
2
A
B
3
3
4
4
2
B
5
B
5
5
4
Approaching
for RAS
4
Ready for
Heaving the
Recovery line
Passing the Rig
1 Bola
2 Recovery Line, Receiving Ship
3 Recovery Line, Delivering Ship
4 Hose
5 Position Buoy
A Delivering Ship
B Receiving Ship
Replenishing
Returning the Rig
A
A 2
A
2
2
3
1
4
3
B
5
B
3
4
Easing-out Line
after slipping the
Securing Pendant
A Delivering Ship
B Receiving Ship
B
4
B
Ready for next
Approach
1 Easing-out Line
2 Recovery Line, Delivering Ship
3 Hose
4 Position Buoy
Figure 6-30. NATO 4 Astern RAS (Gunline Method)
6-51
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-31. F44/F75/F76 — Small Fuel Hose Coupling
6-52
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-32. NATO 4 Hosefitting Receiving End with Bridle (Gunline Method)
6-53
ATP 16(D)/MTP 16(D)
7
6
7
8
5
6
3
2
1
1
2
3
4/5
6
7
8
STERN
Hose with Screw Coupling
Connector fitted with Securing Clamp (turnable, two eyes)
Hose, 6 meter
Deck Elbow with Reduction
Securing Pendant
Shackle, 4.0 ton
Eyeplate, 4.0 ton
Figure 6-33. NATO 4 Hosefitting Delivering Ship (No Automatic Winch)
6-54
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6-34. NATO 4 Receiving the Rig
6-55
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
6-56
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX 6A
Merchant Tanker Fueling by the Astern Method
6A100 Introduction
In the astern method the tanker streams a buoyant hose that is brought on to the foc’sle of the receiving ship.
There are two methods of passing the end of the hose from the tanker to the receiving ship: the float
method, in which the tanker streams the hose line and hose and the receiving ship grapples the float on the
end of the hose line and then hauls in the end of the hose; and the gunline method, in which the tanker
streams a bight of hose and the receiving ship approaches close enough to the tanker’s quarter to receive a
gunline by which the end of the hose is transferred. The float method is the standard NATO method, and
now that the netted plastic float has replaced the metal spout float in several NATO navies, the likelihood
of damage to bow dome-fitted ships receiving the float method has been greatly reduced. Certain nations
continue to use the gunline method and procedures for this system are contained in the relevant national
data. Figure 6A-1 shows a typical astern fueling operation using the float method.
6A101 The Rig in the Delivering Ship
Until recently all astern fueling rigs were laid out on the deck of the delivering ship prior to the evolution.
Whilst this is still common practice in most tankers, an electrically powered reel, capable of stowing and
deploying a continuous “lay flat” 150 mm hose of 228 meter length has been introduced into service and is
currently fitted in a few delivering ships. In times of conflict or emergency this type of rig, which provides
the NATO 2 fueling coupling, can also be quickly fitted to merchant tankers to provide a refueling capability. The rig greatly simplifies procedures in the delivering ship and can be used for both float and gunline
methods. Certain tankers can stream their stern rig from either side; others from only one side. See national
data. Procedures in the receiving ship are similar whatever the rig in the delivering ship. A line drawing of
the reelable rig is shown in Figure 6A-2.
6A102 Float Assembly on the End of the Hose Line
This float may be a metal spout float (Figure 6A-3(a)) or a netted plastic float (Figure 6A-3(b)). The latter is
easier to handle, is not given to “diving” and will not damage underwater hull fittings such as bow domes.
If a metal spout float is used a grapnel is sited between the float and the hose line (Figure 6A-3(a)). At night,
floats are illuminated by the attachment of chemical lights.
6A103 Marker Buoy
The tanker also streams a marker buoy on which the receiving ship keeps station. This buoy may be a metal
spout float or a netted plastic float as shown in Figure 6A-3. The distance to which the marker buoy is
veered is adjusted to allow a deep bight in the hose when it is connected in the receiving ship. The bight allows for slight errors in station keeping. At night, marker buoys are illuminated by the attachment of chemical lights.
6A104 Hose End Arrangements
A standard astern refueling bridle assembly is fitted at the hose end. This is shown in Figure 6A-4. A securing clamp is fitted at the connection of the outboard 4.5 m length of hose and a two-legged bridle is shackled to the clamp. Two bridle pendants incorporating three ring-and-link fittings and a swivel connect the
bridle to the hose line. The hose-end is attached to the last ring-and-link fitting by a hose pendant.
6A-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-1. Fueling Astern by the Float Method — Rig Streamed by Tanker
Figure 6A-2. Astern Fueling Reel
6A105 Nose Cone Fitted to the End of the Hose
The end of the hose is blanked off with a conical cap. The cap may be a sealed unit (Figure 6A-5(a)) or, because some delivering ships charge the hose with air to assist its flotation, the conical cap may be fitted with
a bleed valve (Figure 6A-5(b)) to drain the air before the conical cap is removed. A socket wrench with a 38
mm socket is used to open the bleed valve (where fitted). Close the valve after the air has been bled off.
6A106 Connecting the Hose in the Receiving Ship
In all NATO astern refueling operations, the breakable spool coupling is used to connect the delivering
ship’s rig to the receiving ship’s refueling system. The “B” end of the coupling is fitted by the tanker to the
end of the hose and the “A” end is rigged by the receiving ship to the fuel riser or to a hose previously connected to the deck fueling connection.
6A-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-3. Floats Used in Astern Fueling
Figure 6A-4. Hose End Arrangements for Astern Fueling
6A-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-5. Conical Caps are Fitted to Astern Fueling Rigs
Table 6A-1. Control Signals
SIGNAL
DAY
MEANING
NIGHT
CUSTOMER SHIP
SUPPLYING SHIP
Green Bat/Flag
Green Wand/Light
Hose connected.
Start pumping
Pumping started
Red Bat/Flag
Red Wand/Light
Stop pumping or blowing
through hose
Pumping or blowing
through has stopped
White Bat/Flag
Amber Wand/Light
Blow through hose
Blowing through started
6A107 Communications
Communications during astern fueling are by flashing light, flag hoist, and bat/wand/flag signals. Telephone communication between ships is not used. Basic communications and rendezvous procedures are
given in Chapter 4. The flag hoist signals, described in Chapter 4, are used during astern fueling operations
in addition to the control signals given in Table 6A-1.
6A108 Fueling Course and Speed
The fueling course and speed is determined by the OTC. Variations in speed assume more importance than
steering a steady course when fueling astern of the tanker. Because judgment of relative speed and distance
is more difficult than in abeam methods, great care must be taken in giving speed adjustments. Astern fueling can be carried out between 8 and 15 knots, with the best speed being 10 knots. Sea condition, strength of
the gear being used, and the reserve speed of ships taking part are the governing factors. The tanker’s most
suitable speed while recovering gear is 6 to 8 knots, and it should not exceed 10 knots. During heavy
weather, it may be necessary to head downwind.
6A-4
ORIGINAL
ATP 16(D)/MTP 16(D)
a
b
c
FAIR
WEATHER
HOSE
LENGTH
Large Ships
171 m
116 m
55 m
Destroyers
and Below
122 m
98 m
24 m
FOUL
WEATHER
HOSE
LENGTH
Large Ships
225 m
170 m
55 m
Destroyers
and Below
176 m
152 m
24 m
Notes:
1. Commanding officers should be aware that the foul
weather length of hose can be specified as a requirement in the OPSTAT RASREQ regardless of prevailing weather conditions if it is considered necessary to
endure adequate separation from the delivering ship.
2. The NATO Reelable Astern Rig can only be
streamed to its full length of 228 m.
a = Marker buoy line.
b = Distance from delivering ship’s stern to receiving
ship’s fuel connection.
c = Approximate distance from receiving ship’s roller
fairlead to bridge.
3. Hose length equals b + c, which allows for the hose
to tow in a bight.
Figure 6A-6. Station Keeping During Astern Refueling
6A109 Station Keeping
Refer to Figure 6A-6. In all cases, it is the responsibility of the tanker to maintain a steady course and speed
as ordered by the OTC. The receiving ship is responsible for adjusting her course and speed to maintain
correct station on the tanker. Actually, station keeping in a horizontal plane is a function of maintaining station on the hose because, at times, wind and sea action prevent the hose from streaming directly astern of
the tanker’s stern roller. Commanding officers should be aware that the foul weather length of hose (see
Figure 6A-6) can be specified as a requirement in the OPSTAT RASREQ regardless of prevailing weather
conditions, if it is considered the extra hose length is necessary to ensure adequate separation from the delivering ship.
6A110 Altering Course
The procedures for altering course during astern refueling are laid down in ATP 1, Vol. II.
6A111 Altering Speed
The procedures for altering speed during astern refueling are laid down in ATP 1, Vol. II. Alterations in
speed by the tanker should be made in increments of 1 knot. The receiving ship keeps very accurate station
6A-5
ORIGINAL
ATP 16(D)/MTP 16(D)
on the quarter of the tanker by keeping her bridge abreast a marker buoy towed by the tanker, and by staying about 12 meters clear of the tanker’s wake. While picking up the hose, speed should be not more than 10
knots.
6A112 Ship Handling Guidance
a. When carrying out a Float (Grapnel) method of astern fueling the ship should approach to a
point where the hose line spout float/netted plastic float is 4 to 6 meters abeam and 20 meters abaft
the roller fairlead. When the ship is settled, the float should be closed to within 2 to 4 meters to allow the hose line to be grappled.
b. Once the hose line is in hand and the float has been removed the distance between ship and hose
line should be opened to between 6 and 9 meters. Speed is now increased by about 1 knot, maintaining the hose line at an angle of 90° to 120° to the fore-and-aft line of the ship as the hose line is
hove in and the hose brought inboard.
c. Once the hose is inboard and connected and the steadying tackles secured, the ship should open
further to 12 meters from the hose and then adjust the fore and aft position to maintain a shallow
(walking stick) bight of hose in the water (approximately 30 meters). If the bight of either the hose
line or hose grows too large then speed must be reduced as damage to the rig can occur.
d. The marker float provides a relative datum and will therefore not necessarily be in line with the
bridge when the ship is in the correct position for the hose. Once the hose is connected the delivering ship can be requested to adjust the station marker to assist station keeping.
6A113 Preparations in Receiving Ship
Detailed preparations depend on the position of the fuel riser and the precise deck arrangements in the receiving ship. The following information provides general guidance only. It is assumed that all equipment
provided is fit for purpose and of a suitable safe working load.
a. Rig “A” end of breakable spool coupling to fuel riser or, if required, to a hose previously connected to the deck fueling connection. Provide sledge hammer, ax, C spanners, ratchet/socket set
spanners, drip tray, rags and eyewash bottle at fueling point.
b. Provide an inhaul line (16 to 21 mm diameter synthetic fiber rope), fitted at one end with a
thimbled eye and an 8 mm diameter shackle. This will be attached to the float end of the hose line
and used to lead the hose line to a capstan or winch. It should be of sufficient length for the task.
c. Provide a 20 mm diameter wire hose hanging pendant. Attach this pendant by a slip to a suitable
eyeplate; the other end of the pendant is to be fitted with a 8 mm diameter shackle or hook. The
hose hanging pendant is hooked/shackled to the appropriate link on the hose bridle assembly and
takes the weight of the gear during the fueling.
d. Rig roller block(s) to provide lead to capstan for inhaul line/hose line (if required).
e. Provide 3 grapnels tailed with 16 to 24 mm diameter rope tail of suitable length. Provide three
large shackles to act as running shackles (See Figure 6A-7).
f. Provide sliprope/easing out rope of 28 mm diameter natural fiber rope. The length of the rope
should be twice the length of the distance from the capstan/winch to the waterline via the roller
fairlead, plus 15 meters for handling. This rope is used when disengaging the rig. The inboard end
can either be eye spliced then attached to a slip or the end may be hitched to a suitable deck fitting
and cut at the appropriate moment.
6A-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-7. Grapnel Terms Procedure
g. Provide steadying tackles and strops. The strops should be of the bale sling type. They should
be rigged so it is possible to slip the tackles from either side.
h. Provide a good supply of robust rope stops for general use and to stop the hose line outboard
ready for the disengaging phase.
i. If required, provide a “sliding” mat or small fender with hauling tails to prevent damage to the
deck as the hose end is dragged to the connection point.
j. Provide 2 wooden spars (handspikes) 2 meters long x 40 mm diameter. These are used to manually assist the hose end through the roller fairleads.
k. Ensure firefighting equipment has been rigged.
l. Check power on capstan or winch and test for correct running.
6A114 Grapnelling the Hose Line
Three grapnel teams should be provided with gear made up ready to throw. In each team one man holds the
grapnel, a second tends the weighted bight and the third passes the disengaged end through the roller
fairlead, and acts as lead man of the lanyard party. During the approach phase grapnel team No. 1 should
take up a position adjacent to the roller fairlead; the second and third teams should make up their gear, stand
directly in rear of team No. 1 and be ready to move up and replace the previous team if they fail to grapple
the hose line (Figure 6A-7).
6A115 Procedures for Connecting and Disconnecting the Rig
The procedures provided in Table 6A-2 are general and must be modified to suit the particular equipment
and arrangements in the receiving ship. RS is the abbreviation for the receiving ship and DS for the delivering ship. Orders are shown in quotation marks.
6A-7
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 1 of 3)
Order
Signal
Action
“Throw the grapnel”
Ensure the grapnel tail has been led through the roller fairlead and
the weighted bight has been paid out to just above the water.
“Stop hauling”
Stop hauling on the grapnel lanyard, take a bight of the hose line in
hand, bring it inboard and back it up. Maneuver the float to the mouth
of the roller fairlead, shackle the inhaul line to the hose line link (Figure 6-3), take down all slack, and bring the inhaul line to the capstan/winch. Transfer the weight of the rig to the inhaul line, detach the
float whilst it is still outboard of the roller fairleads and take it aft, then
inboard ready for returning.
(After advising the
Captain to start
moving ahead)
Ship moves ahead to allow hose line to be heaved in at an angle of
90° to 100° on the bow. In benign conditions the initial haul-in can be
done by hand, but before the weight of the hose is on the hose line
the line must be brought to the capstan or winch.
“Heave in”
“Stop heaving”
This may be needed to allow the ship to get into the correct position
relative to the hose. The hose line may also have to be veered if the
ship loses position.
“Heave in”
Heave in the hose line to bring the hose end through the roller
fairlead and onto the deck. Cut any rope stops that may be securing
the hose end to the bridle. Continue to heave in until the required bridle ring and link assembly is near the hook of the hanging pendant. If
necessary use handspikes to assist the hose through the roller
fairlead and a sliding mat or fender to assist the hose end to the connection point. Ensure the hose collar always remains outboard of the
roller fairleads.
“Stop heaving, connect
the hanging pendant”
Stop heaving in the hose line and connect the hose hanging pendant
to a link on the bridle. Select the link that facilitates easy connection
of the breakable spool coupling.
“Veer to the pendant”
Veer the hose line until the weight is on the pendant.
“Rig steadying tackles”
Rig the steadying tackles. (Inform the Captain once this is done.) The
ship can now open the lateral distance from the hose to 12 meters.
“Connect up”
Remove nose cone/breaking plate then connect the breakable spool
coupling. Position a drip tray to catch minor leaks. Open shut-off
valve.
6A116 Emergency Breakaway
An emergency breakaway may be initiated by either ship. As soon as the requirement for an emergency
breakaway is apparent the order must be passed between bridge and RAS point and ship to ship. The aim is
to disengage as quickly as possible without endangering life and with minimum damage to equipment;
lines that foul must be cut. The quickest way of alerting personnel is to sound six short blasts; however, the
executive order to conduct an emergency breakaway must come from the command. The procedure is provided in Table 6A-3.
6A117 Blow Through Procedure Using a Poly-Pig
Refer to Figure 6A-10. On completion of astern fueling, a delivering ship may clean through the hose using
a “Poly-Pig.” Delivering ships that use this system should include the fact in their OPSTAT UNIT. The
Poly-Pig is a polyurethane foam cylinder whose outside diameter is slightly larger than the inside diameter
of the fuel hose. The pig is introduced into the system by the delivering ship, forced through the hose by air
6A-8
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 2 of 3)
Order
Signal
Action
“Off hose line, rig the
sliprope/easing out rope”
Remove the hose line and rig the sliprope/easing out rope. Bring the
sliprope/easing out rope to the capstan or winch and heave in until
just before it takes the weight. Keep the sliprope/easing out rope
manned throughout the fueling.
“On goggles”
Personnel in the dump put on goggles.
“Start pumping”
Start Pumping
“Rig the hose line ready
for disengaging”
“Stop pumping”
Pressurize hose. Clear area except for men taking samples.
Pass the bridle end of the hose line outboard over the guardrails then
back inboard through the roller fairlead and stop it to a deck fitting adjacent to the hose (do not reconnect at this stage). Stop the hose line
in large bights over the side to suitable deck fittings, working forward
to aft, ensuring the first bight will not be fouled when the hose is
slipped (Figure 6-8). The stops must be secured so they are easily
cut free and sufficiently robust not to pull away under strain.
Re-attach the marker to the hose line then lower the marker outboard
over the side.
Stop Pumping.
Start Blow
Through
Given when the RS is within 6 cubic meters of the fuel required to
complete the transfer. Initiated by the RS and ended by the DS (allow
5 to 10 minutes). At this point re-shackle hose line to bridle line.
Stop Blow
Through (Repeated by RS)
Check hose is clear. (Blow through may be restarted by RS if hose is
not clear. RS then signals Stop Blow Through when clear). Start
re-lashing hose to bridle (if required).
RAS Complete
Passed by both ships in confirmation that hoses are blown through
and the replenishment is complete. Close shut-off valve, disconnect
coupling, and replace nose cone/blanking plate. Pass the final hose
end stop (if required).
“Off steadying tackles”
Remove the tackles and strops.
“Heave in sliprope/easing
out rope”
Heave in sliprope/easing out rope until the weight is off the hose
hanging pendant.
“Stop heaving. Off
hanging pendant”
Stop heaving. Unhook hanging pendant and pull well clear of
sliprope/easing out rope and hose.
pressure, then caught by a pig receiver (Figure 6A-10) fitted into the “B” end of the NATO coupling by the
delivering ship during RAS preparations. Procedures in the receiving ship are as follows:
a. Receiving ship ensures that the pig receiver is present in the NATO coupling before connecting
“A” and “B” ends of the coupling together.
b. After fueling operations are completed, and the “Stop blow through” signal has been acknowledged by the delivering ship: disconnect the hose at the breakable spool coupling and remove the
pig receiver from the end of the hose; remove the pig from the pig receiver and dispose of the pig;
replace the pig receiver in the NATO coupling “B” end and secure the nose cone/blanking plate to
the hose end.
c. Carry out disengaging procedure as described earlier.
6A-9
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 3 of 3)
Order
Signal
Action
“Surge sliprope”*
Surge the sliprope/easing out rope until the hose is outboard. Use
handspikes to help it through the roller fairlead as necessary.**
“Stop”
Stop surging. The ship reduces speed by 1 to 1-1/2 knots (must not
be done until hose is outboard).
“Surge sliprope”
Continue to surge until hose end is just clear of the water (Figure
6-9).
“Cut/slip the sliprope”***
When the lead of the hose has drawn ahead to about 90 degrees to
the fore-and-aft line, cut or slip the sliprope/easing out rope, thereby
laying the rig back into the water. Run in the sliprope/easing out rope.
“Cut the first stop”
Normally done immediately after the sliprope/easing out rope is cut,
but is dependent on the position of the hose/hose line at this stage.
As subsequent bights of the hose line begin to straighten to 90° to the
fore-and-aft line, individual stops are cut. The point at which the stops
are cut is largely governed by the relative position of the ship. Inform
the Captain when all lines are clear.
Notes:
* To surge a rope is to allow it to ease out by its own weight or by the strain on the outboard end. A rope slipping
round the barrel of capstan or winch is said to surge whether the barrel is stopped or turning to heave in. Surging
when the barrel is turning to veer is dangerous.
** It may be necessary initially to veer the sliprope/easing out rope until it has sufficient weight on it to promote surging. In such circumstances care is to be taken to avoid riding turns, and no attempt should be made to veer and
surge simultaneously.
*** When refueling from the NATO Reelable Astern Rig the sliprope/easing out rope must be cut. This is because
the bridle ring is too small to allow a spliced eye to pass through it.
6A118 Danger from Fuel Loss
Because of the inherent danger of fuel loss caused by damage to the hose or fittings, it is essential to detect
losses as soon as possible. A visual observation of the hose rig during daylight should reveal any leakage;
however, during night fueling, the supplying ship should report immediately if a sudden pressure drop indicates a faulty hose rig.
6A-10
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-8. Fueling Astern — Foc’sle Arrangement Showing Rig Connected
Figure 6A-9. Fueling Astern — Disengaging the Rig
6A-11
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 6A-3. Procedure for Emergency Breakaway
SHIP
ORDER
SIGNAL
ACTION
Initiating ship
(can be either
ship)
“Emergency
breakaway”
Prepare for emergency
breakaway (other ship
acknowledges with prepare for emergency
breakaway
Receiving ship: Close shut off valve, break breakable spool coupling, remove tackles. Clear the
area as tasks are completed. Delivering ship: stop
pumping.
Delivering ship
“Ready”
Ready
Tanker will always be ready once pumping has
stopped.
Receiving ship
“Heave in”
Heave in sliprope/easing out rope until weight is
off the hose hanging pendant.
Receiving ship
“Off hanging
pendant”
Unhook the hanging pendant and keep it well clear
of the rig. If the weight can not be taken off the
pendant, or it is inaccessible, then the pendant
must be slipped.
Receiving ship
“Ready”
Receiving ship
“Surge”
Sliprope/easing out rope is surged until hose is
just outboard of the roller fairlead.
Receiving ship
“Cut”
Cut and recover the sliprope/easing out rope (the
rope is cut whether a slip is fitted or not).
Ready
Passed only as information to own bridge and
tanker respectively.
If the hose line has not been re-attached it remains
in the receiving ship. If the hose line has been
re-attached it should be possible to cut the stops in
the normal manner. If, because of the nature of the
emergency breakaway this is not possible, or if the
hose line snags, it must be cut.
Notes:
(1) Little action is possible by the tanker other than to shut off the fuel supply.
(2) If the hose line has been removed, but the sliprope has not been rigged, the hose hanging pendant must be
slipped to disengage the rig.
(3) If the hose line has not been removed, it is utilized as if it were the sliprope/easing out rope, although the float is
not re-attached.
(4) The nature of this type of breakaway dictates that the tanker’s hose will not have been blown through and will
therefore have to be recovered fully charged. An exercise of this type of breakaway should only be carried out after
the hose has been blown through, or, if a different scenario is required, with the tanker’s agreement.
6A-12
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 6A-10. Poly-Pig (Left) and Pig Receiver (Right)
6A-13
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
6A-14
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER 7
Transfer of Solids
0700 Concept for Solid Cargo
0701 Cargo Loading and Delivery
1.
The cargo loaded in a replenishment ship may be delivered to a distant base, other replenishment
ships, or to one or more combatant ships. In addition, the embarked cargo may consist of one or many differing commodities, particularly in the case of those multicommodity replenishment ships designed to
provide combatants with “one stop” replenishment service.
2.
Base Loading. A “base loaded” replenishment ship is one that transports cargo from base to
base, or from base to other replenishment ships. The loading plan makes no allowance for cargo accessibility during the voyage.
3.
Fleet-Issue Loading. A “fleet-issue loaded” replenishment ship is one that is scheduled to
transport cargo for delivery to ships at sea. The loading plan pays particular attention to cargo accessibility during RAS operations. Fleet-loaded ships are not loaded to weight capacity. Instead, deadweight tonnage is sacrificed to attain and maintain cargo accessibility by means of passageways running both fore
and aft and athwartships in all solid cargo storage spaces. Fleet-issue loading plans are peculiar to each
operation. They are influenced by the type and class of supplying ship being used for the RAS operation,
the kind and quantity of stores loaded in the ship, and the requirements of the customer ships.
4.
Standard Units. During a national emergency or in wartime, supplying ships may be fully or
partly loaded with standard units of certain categories of materials, making it unnecessary to requisition
by items the articles included in such units. In peacetime when replenishment operations are more regularly scheduled, ships are loaded on the basis of requisitions or anticipated fleet requirements.
5.
Cargo Plan. The location and distribution of cargo in the replenishment ship is normally made
according to a loading plan agreed to by representatives of the ship and the loading depot.
a. This plan is based on the following considerations:
(1) Design and construction of the replenishment ship.
(2) Kind and amount of cargo.
(3) Anticipated schedule of transfer to customer ships.
(4) Type and location of transfer stations on the customer ships.
b. The commanding officer normally retains the final responsibility for ensuring that his ship is
properly loaded within its designed capabilities.
0702 Loading the Supplying Ship
1.
Loading Plans. The supplying ship must carefully prepare its loading plans to ensure accessibility of cargo for RAS.
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ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Loading Factors to be Considered. To achieve flexibility, the following general principles
should be used in the loading of ships for delivering supplies to the fleet at sea:
a. The overall objective in fleet-issue loading is to ensure efficiency in unloading.
b. Regardless of the number of transfer stations to be used during unloading, portions of the same
kind of cargo will be stowed, where practicable, in various holds so that it can be broken out simultaneously near as many transfer stations as possible.
c. Adequate passageways and working areas are required in the cargo holds to permit quick segregation, checking, and independent handling of different types of goods. Provisions must be loaded
so that they can be readily reshored to reduce the hazard to personnel from shifting cargo.
d. Bulky and heavy items should be placed near loading areas and in holds that can accommodate
their disposal most easily. The hatch opening, the height of the hold, and the fact certain types of
customer ships can take on bulky items at certain reception stations must be considered.
e. Replenishment must be accomplished at the highest tonnage rate per hour and in the shortest
time consistent with safety.
0703 Transfer Stations
The number of transfer stations to be rigged in the supplying ship is governed by such factors as ship construction, cargo stowage facilities, and available personnel. Normally, efficient manning of four or five
transfer stations should be attained to permit abeam replenishment of one large ship (usually on the port
side) and one small ship (starboard) simultaneously.
0704 Cargo Handling Equipment
1.
The efficiency of the replenishment operation depends on the efficient movement of loads from the
stowage areas to the transfer stations on the supplying ship and also on the timely clearing of the reception
area on the customer ship. An important asset in attaining efficiency is the range and capability of the
cargo handling equipment on board each of the two ships. The cargo handling equipment may consist of
forklift trucks, pallet jacks, transporters, and other power equipment for moving palletized cargo or heavy
items. Where the cargo is not palletized and must be moved to the transfer area for assembly into net loads
or pallet loads, roller conveyors and other means may be used to move cargo within the ship.
2.
Selection of handling equipment for any particular replenishment situation will depend on:
a. Size and weight of items of cargo.
b. Cargo location with respect to the elevator, hatch, or conveyor.
c. Degree of prepalletization that is possible in the stowage area.
3.
When required, the supplying ship may provide certain cargo handling equipment such as pallet
trucks and roller conveyors to the customer ship for use during the operation. Such equipment shall be returned prior to disengagement.
4.
Because of the differences in available equipment and the space limitations on combatants, each
ship presents a different problem. Ships must develop quick and efficient techniques or methods for handling incoming cargo loads within the limits of safety. Modern replenishment ships generally provide the
cargo faster than the customer ship can clear the landing area; consequently, the speed of the replenishment is determined by the customer ship’s ability to clear the area. The movement of the provisions and
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ORIGINAL
ATP 16(D)/MTP 16(D)
stores from the reception station to the storerooms must be accomplished without prejudice to the primary
mission of the combatant/customer ships.
0710 Possible Methods for Transfer
1.
Use of Tension. The support line may be given a constant tension by a device such as a ram or
an automatic winch, or it may be a nontensioned rig. Systems originally developed in the United States are
called highline rigs; those developed in the United Kingdom are called jackstay rigs.
2.
General Method. The basic method for the transfer of solids is a support line rigged between
ships on which a traveler block traverses. This in turn supports the cargo. In the case of the highline rig,
the inhaul and outhaul lines will be controlled by the delivering ship if a STREAM rig with tensioned
inhaul/outhaul lines is used. If this rig is not used, the outhaul line will be controlled by the receiving ship
as is done in the jackstay rigs.
3.
Use of Outhaul and Inhaul Lines. When the outhaul is controlled by the receiving ship, the
cargo is moved across by the delivering ship paying out on the inhaul line while the receiving ship hauls in
on the outhaul line. The operation of the inhaul and outhaul lines is reversed for returning the traveler
block to the delivering ship.
4.
Selection of a Transfer Method. The selection of a particular transfer method is influenced
by a number of factors, such as:
a. The receiving ship’s ability to receive the delivering ship’s support line.
b. Type and quantity of cargo to be transferred.
c. Weight and size of the load to be transferred.
d. Prevailing weather and sea conditions.
e. Data included in the replenishment message concerning limitations or special requirements of
the receiving ship.
5.
Standard Connecting Link (NATO Standard Long Link). The NATO standard long link
is a standardized link to permit connect-up of RAS rigs between ships of various NATO nations. The
NATO standard long link shall be static tested to 24,000 decaNewtons, subject to the limitations of the reception station. Dimensions of the standard long link are shown in Figure 7-1. Typical installations of the
long link are shown in Figures 7-2 through 7-4.
6.
Standard Load Weight. The standard NATO maximum load weight is 2 metric tons.
0711 Preparations of the Delivering Ship
General preparations of the ship before an RAS operation are essentially the same as for the transfer of liquids. See Figure 6-1 for check-off lists. The following preparations should also be made:
a. Deck Department.
(1) Check each transfer station to see that it is properly rigged for the method of transfer.
(2) Check the label plates and ensure that the highpoints and other attachment points to be used
have been given the approved static test.
7-3
ORIGINAL
Figure 7-1. NATO Standard Long Link Dimensions
7-4
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-2. Modification to Use Standard Long Link
Figure 7-3. Bulkhead-Mounted Fixed Eyeplate and Long Link
7-5
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-4. Typical Support Line Arrangement with Standard Long Link
(3) Ensure proper placement and operation of gravity roller conveyors and such mechanical
material handling equipment as may be available.
(4) See that appropriate carriers, such as cargo nets, skip boxes, transfer-at-sea chair, and
transfer bags are on transfer station ready for use.
(5) When applicable, ensure that the topping lift brake is set on topping lift winch and that
preventer stoppers are in place and/or that pawls are engaged prior to use of the rig.
b. Supply Department.
(1) Receive requisitions, ration items in short supply, and prepare hatch check sheets.
(2) Total the quantities of stores going to each ship from hold, and estimate number of net
loads for each ship.
(3) Allocate number of cargo loads to each transfer station.
(4) Before breakout commences, allocate deck space for each ship and label the space allocated.
(5) Furnish checkers for transferred cargo at each station.
(6) Ensure that stores and/or ammunition have been broken out for transfer to maximum extent
possible.
(7) Ensure that checkers, hatch officers, and leading petty officers have information available
to enable them to ensure that ships abeam get correct amount and kind of stores and/or
ammunition.
0712 Preparations of the Receiving Ship
General preparations of the receiving ship are essentially the same as for the transfer of liquids. See Figure
6-2 for check-off lists.
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ORIGINAL
ATP 16(D)/MTP 16(D)
0720 Transfer of Ammunition and Missiles
The transfer of ammunition and missiles at sea is the most exacting and hazardous of all replenishment operations. The greatest care must be taken to avoid accidents that could result in the destruction of both the
ammunition ship and the ship(s) alongside. Great emphasis must be placed on the safe and expeditious
handling of ammunition and missiles.
CAUTION
Personnel engaged in handling ammunition and missiles must know and comply
with all safety precautions regarding the methods and equipment for handling ammunition and missiles. They must also be thoroughly familiar with the general
safety precautions found in this publication.
0721 Characteristics of Ammunition Ships
1.
Ammunition ships are specifically designed to transport and transfer ammunition and missiles.
Their holds are sheathed, ventilated, and sprinklered for cargo safety. Some ships have facilities for handling special weapons; others have VERTREP facilities. Certain ammunition ships are equipped for
transfer of fuel and provisions, as well as ammunition and missiles.
2.
Normal replenishment speed for ammunition ships when transferring ammunition and missiles is
12 to 16 knots. Fast combat support ships and major combatants can transfer ammunition and missiles at
higher speeds, when weather and sea conditions permit. The replenishment speed will be promulgated by
the OTC.
0722 Loading for Transfer of Ammunition and Missiles
1.
Planning prior to a replenishment operation ensures proper loading of the ammunition ship and an
orderly transfer of ammunition and missiles between ships.
2.
Cargo Plan. Ammunition ships are loaded in accordance with a specific cargo plan that shows
the location of each item of cargo. The plan should provide some flexibility to accommodate possible
changes in the replenishment schedule. A cargo plan must consider the following items:
a. Designated deck-loading capacity of the ship.
b. Cubic volume and weight of items of cargo.
c. Distribution of cargo for proper trim and stability at sea as scheduled transfers of cargo are
made.
d. Provision for adequate, clear, working spaces within the cargo area.
e. Safe location of cargo in relation to the ship’s vulnerability to mine or collision damage.
3.
Exchange of Information.
a. Receiving Ship. After the replenishment schedule has been determined, each scheduled receiving ship should provide the delivering ship with the following information:
(1) Commodity identification by type and quantity (include mode/identification numbers) specifically required at each station.
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ORIGINAL
ATP 16(D)/MTP 16(D)
(2) Order for transfer of missiles and boosters: booster-booster, missile-missile; or boostermissile, booster-missile.
(3) Direction that missiles and boosters should face during transfer, as required by the receiving ship’s strikedown system.
(4) Need to receive partial pallet loads of ammunition, if full pallet loads cannot be handled.
(5) Requirements for special handling equipment to expedite strikedown.
(6) Specific information on missile transfer.
(7) Missile return arrangements. When the receiving ship plans to return missiles, it shall advise the delivering ship of:
(a) Number and type of missiles.
(b) Sequence within the transfer cycle: before receiving new missiles, or alternately receiving and returning missiles.
(c) Requirements for handling bands or other handling equipment.
4.
Delivering Ship. The delivering ship shall advise the receiving ship on the following items:
a. Transfer stations to be used.
b. Transfer rigs to be used.
c. Breakaway procedures to be used when transfers are completed.
d. Any required deviations from the receiving ship’s desired plan.
5.
Reports. It is the delivering ship’s responsibility to prepare and submit reports required for the
loss of or damage to ammunition and missiles during transfer; this responsibility is the receiving ship’s,
once ammunition and missiles safely reach her deck.
0723 Preparing Ships for Transfer
1.
Most of the preparations by the delivering ship and the receiving ship for the transfer of ammunition and missiles are similar to those required for the transfer of provisions and stores.
2.
Specific attention should be paid to the following:
a. Limit breakout of ordnance prior to the replenishment operation to that required to preclude a
significant reduction in the transfer rate.
b. When breakout is made prior to the replenishment operation, vapor barrier bags on containers
and weapons that are sensitive to moisture should not be removed prior to the time for transfer.
c. Both ships provide wedges, chocks, preventers, etc., to prevent rolling and shifting of ammunition on deck.
d. Cover landing areas with matting when bare ammunition is to be transferred (i.e., when an item
is not in a transfer dolly, in its prescribed container, or on a pallet).
7-8
ORIGINAL
ATP 16(D)/MTP 16(D)
e. The receiving ship’s plans must provide for keeping the landing area clear for arriving cargo
and for expediting strikedown. Make maximum use of mechanical handling and strikedown
equipment.
f. If the receiving ship does not have pallet trucks or enough Mk 45 handlift trucks, it should request the delivering ship to send them over at the beginning of the transfers. The delivering ship
should have special handling equipment ready for transfer when the receiving ship comes alongside. The receiving ship must return special handling equipment to the delivering ship when the
transfers are completed.
g. Adequately pad decks, bulkheads, and gun mounts in the vicinity of the transfer station to prevent damage to ammunition and missiles during the transfers.
0724 Transferring Ammunition and Missiles
1.
Load Limitations.
a. Loads for transfer must meet requirements for the transfer rig used and for the type of ammunition or missile to be transferred.
b. Limit loads for transfer to those that can be safely handled under existing conditions. Commanding officers should reduce loads below the permissible maximums during adverse
conditions.
2.
Test Loads. Prior to transfer of any type of live ammunition, test the rig to be used by cycling a
dummy load or a low value load of sufficient weight. The weight of the dummy load should be comparable to the weight of the load to be transferred.
3.
Handling and Transfer Procedures.
CAUTION
All necessary precautions must be taken to prevent damage to ammunition and missiles during transfer, such as adequate padding on decks, bulkheads, and gun
mounts.
a. Use mechanical handling and strikedown equipment, such as roller conveyors and ammunition
slides, whenever they are available. They will reduce the work involved in manually lifting and
moving ammunition. They will also decrease the likelihood of damage to materials and injury to
personnel.
b. Transfer missiles and missile components simultaneously; so that, if the replenishment operation is interrupted, missiles that are already on board the combatant will be complete for operational purposes.
c. The order for transfer of missiles and boosters is specified by the combatant, as determined by
its strikedown system.
d. The direction that missiles face during transfer is also specified by the combatant, since the forward end of the missile must face the launcher, after the missile has passed through the combatant’s strikedown system.
7-9
ORIGINAL
ATP 16(D)/MTP 16(D)
e. When an awkward or sensitive missile or ammunition load is to be transferred, use tag lines, a
load stabilizer, or a STREAM strongback to prevent the load from rotating and to control the pendulum action of the load.
f. To expedite transfer of Tartar/Standard MR missiles, the delivering ship must properly align the
rail components with a standard rail gauge. This should be done prior to sending the dolly to the receiving ship for either on-loading or off-loading of missiles.
g. If the receiving ship does not have the unloading area or the capability to handle full pallet loads, the
ammunition ship should send over partial pallet loads.
h. Transfer loose rounds and individual small containers in skip boxes, metal pallet crates, or cargo
nets.
i. Once a transfer dolly is unloaded, return it to the delivering ship for reloading and retransfer. After
transfers are completed, return remaining dollies and pallets, empty containers, handling bands, pallet
trucks, Mk 45 handlift trucks, and so forth to the delivering ship. Return small items in a skip box
or net.
0730 Missile/Cargo STREAM System
1.
Both the delivering and receiving ships must be suitably equipped for the STREAM (Standard
Tensioned Replenishment Alongside Method) system. Figure 7-5 shows the basic STREAM rig configuration. The load is suspended from a ram-tensioned wire support line that automatically compensates for
roll and minor variation in station keeping during the transfer operation. The lateral movement of the load
between the ships is controlled by the delivering ship and the outhaul line may be controlled by either the
delivering or receiving ship. These lines may be tensioned or nontensioned, depending on the rig used.
(Figure 7-6 provides alternate configurations for rigging STREAM.)
Figure 7-5. Missile/Cargo STREAM Rig
7-10
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-6. STREAM Rig Configurations
7-11
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Most of the STREAM equipment is installed onboard the delivering ship. Major components are:
a. Ram tensioner.
b. Support line.
c. Sliding block.
d. Inhaul and outhaul line winches.
e. STREAM support line traveler block.
f. Traveling SURF or STAR.
g. Cargo hook or cargo drop reel.
3.
STREAM is rigged onboard the receiving ship to a:
a. Sliding padeye.
b. Fixed eyeplate.
c. Pendant reception station.
d. STREAM support leg.
0731 Delivering Ship Equipment
1.
Ram Tensioner. The ram tensioner consists of the ram and ram cylinder air-oil accumulator, air
flasks, and position indicator. When the ships roll, the ram moves up or down to take in or pay out wire as
necessary to keep the support line at a constant tension (within about 10 percent of the selected tension).
2.
Sliding Block. The sliding block (Figure 7-7) lowers the traveler block and the support line to
the deck of the delivering ship to permit convenient pickup of loads. The block is then raised up the kingpost to the required height for transfer of traveler block and load to the receiving ship.
Figure 7-7. Sliding Block
7-12
ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 7-8. Inhaul and Outhaul Lines Rigged with Winches in Tension Control
7-13
ATP 16(D)/MTP 16(D)
3.
Inhaul and Outhaul Line Winches. Inhaul and outhaul line winches (Figure 7-8) in the delivering ship move the traveler block and load. During STREAM operations with all tensioned wires, the
outhaul line is reeved through an outhaul line fairlead fixture in the receiving ship and latched to the outboard side of the traveler block. The outhaul line then hauls the traveler block to the receiving ship. The
inhaul line is attached to the inboard side of the traveler block to haul it back to the delivering ship.
STREAM inhaul and outhaul line winches can be operated in two different modes: speed control and tension control.
a. Speed Control. As in the case of most cargo winches, inhaul and outhaul line winches when
operated in speed control respond to movement of the operator control handle only. When the operator moves the control handle to the “payout” direction, the winch pays out. When he moves the handle to the “haul in” direction, the winch hauls in. When the handle is in neutral (hands-off position),
the internal winch brake sets and the winch drum will not move.
b. Tension Control.
(1) In tension control, the winches respond not only to movement of the operator control handle
but also to a tension-sensing mechanism in the winch. In tension control, the internal winch drum
brake remains released at all times. When the inhaul and outhaul line winches are switched to tension control and the operator control handle is in neutral, the winches immediately haul in, applying and maintaining minimum tension (about 450 kg) in the wire ropes.
(2) The tension-sensing mechanism measures tension in the wire rope (either directly from the
wire rope or through pressure changes in the hydraulic fluid). Movement of the control handle in
the “increase tension” direction on the inhaul or outhaul line control increases tension in the wire.
Full movement of the control handle in the “increase tension” direction applies about 2,250 kg of
tension to the wire rope of the winch control being moved.
(3) Tension control compensates for ship motion. The major reason for tension control in the
inhaul and outhaul line winches is to prevent tightening caused by ship movement during
transfer.
4.
STREAM Support Line Traveler Block. The STREAM traveler block rides on the support
line and can carry loads up to 4,050 kg. For those receiving ships equipped with a sliding padeye, a cargo
adapter hook is attached to the traveler block (see Figure 7-9); for those ships not equipped with a sliding
padeye, a cargo drop reel is attached to the traveler block (see Figure 7-10). The traveler block outhaul whip
connection is fitted with a shear pin that will give at 6,300 kg to protect the system.
5.
Traveling SURF (Standard Underway Replenishment Fixture). Traveling SURF is provided by the delivering ship and is used at the reception station to provide a return fairlead for the tensioned
outhaul line. It is called “traveling SURF” because it travels from the delivering ship to the receiving ship
along the support line after the support line has been connected at the reception station and has been
tensioned. It is supported during transit by the support line that is reeved through a tube at the center of the
SURF (Figure 7-11). As the SURF is pulled to the receiving ship by a messenger attached to the outboard
side, the SURF carries with it a bight of outhaul line that is reeved through two fairlead sheaves. When the
SURF reaches the receiving ship, it is connected by a hook to the bail on the STREAM pelican hook (see
Figure 7-11).
6.
STAR (SURF Traveling Actuated Remotely). STAR is an automatic hook-up device for the
traveling SURF. See Figures 7-12 and 7-13 for the messenger-rigged STAR.
7.
Cargo Drop Reel. The CDR is used to lower the load from a tensioned support line to the reception station when a fixed eyeplate or pendant reception station is used. The CDR lowers the load at a controlled rate. Two models are presently in use; the Mk I CDR with a 1,800 kg capacity, and the Mk II CDR
with a 2,600 kg capacity (see Figure 7-10). Drop reels will lower their rated loads, but cannot raise loads
7-14
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-9. Sliding Padeye and STREAM Trolley with Cargo Adapter Hook
7-15
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-10. Cargo Drop Reel
7-16
ORIGINAL
Figure 7-11. STREAM Rig with Traveling SURF
7-17
ATP 16(D)/MTP 16(D)
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-12. STREAM Rig with Messenger-Rigged STAR — Passing the Rig
7-18
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 7-13. STREAM Rig with Messenger-Rigged STAR — Hauling into Reception Station
7-19
ATP 16(D)/MTP 16(D)
greater than 68 kg. A minimum load of 136 kg is required to lower the drop reel hook when the brake is
released.
0732 Receiving Ship Equipment
1.
Sliding Padeye. The sliding padeye, or movable eyeplate, is mounted to a sliding padeye device. It is moved in a vertical direction and guided by means of tracks. It is raised or lowered by an electric
drive motor. When the loaded traveler block reaches the receiving ship, the sliding padeye is lowered so
that the load may be released from the traveler block. When the load has been released, the eyeplate is
raised to return the traveler block. In this way, the support line can remain tensioned at all times.
2.
Fixed Eyeplate.
a. The fixed eyeplate arrangement will vary from ship to ship. The STREAM rig requires one
eyeplate with a long link for connecting the 35 mm pelican hook on the support line, and a second
eyeplate is required for a fairlead block for the rigging messenger or outhaul line (depending on the
STREAM rig used). Fixed eyeplates are permanently mounted on the bulkhead, kingpost, or outrigger above the load landing area. Figure 7-14 shows a typical fixed eyeplate arrangement.
Figure 7-14. Fixed Eyeplate Arrangement
b. When using a receiving ship outhaul line (hand-tended or winch-tended), the fairlead eyeplate
should be 15 to 45 cm below the support line eyeplate to give direct pull on the traveler block. Use
of a fixed eyeplate keeps the support line at a single point above the load landing area. To lower the
load, a cargo drop reel is used.
3.
Pendant Reception Station. STREAM rigs can also be sent to pendant reception stations.
When rigging to a pendant reception station, the 35 mm STREAM pelican hook on the support line is attached to the outboard end of the pendant at deck level. After connecting the support line, the pendant is
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ORIGINAL
ATP 16(D)/MTP 16(D)
raised to operating height, and the pendant pelican hook is connected to the deck eyeplate. For lowering
loads at a pendant reception station, the cargo drop reel is used.
4.
STREAM Support Leg. When a rig is received by an aircraft carrier, it may be rigged to a
STREAM support leg (see Figure 7-15). This rig may be rigged in the same way as a pendant reception
station.
Figure 7-15. Carrier Reception Station with STREAM Support Leg
0733 Missile/Cargo STREAM Rigs
1.
STREAM with Tensioned Inhaul/Outhaul Lines. With tensioned inhaul and outhaul lines,
the delivering ship controls the tension on the support, inhaul, and outhaul lines. By increasing the tension
on the outhaul line, the traveler block and load are moved to the receiving ship; by increasing the tension
on the inhaul line, the traveler block is returned to the delivering ship. The receiving ship’s ability to attach the outhaul line receiving fixture is the factor that determines which rig is used. The basic STREAM
rig with tensioned inhaul/outhaul lines can be used with two variations:
a. STREAM with traveling SURF (see Figure 7-11).
b. STREAM with messenger-rigged STAR (see Figure 7-12).
2.
STREAM without Tensioned Inhaul/Outhaul Lines. In these rigs, the delivering ship controls the support and inhaul lines, but the receiving ship controls the outhaul line. These rigs are used when
the delivering ship cannot provide a tensioned inhaul/outhaul line rig or the receiving ship highpoint is unable to accept the tensioned inhaul/outhaul line rig. The load is moved to the receiving ship by the receiving ship hauling in on the outhaul line and returned to the delivering ship by the delivering ship hauling in
on the inhaul line. The STREAM rig without tensioned inhaul/outhaul lines can be used as follows:
a. STREAM with hand-tended manila outhaul line (see Figure 7-16).
b. STREAM with Burton whip outhaul line (see Figure 7-17).
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ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-16. STREAM Rig with Hand-Tended Manila Outhaul Line
7-22
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-17. STREAM Rig with Burton Outhaul Line
7-23
ATP 16(D)/MTP 16(D)
3.
Receiving Ship Considerations. The highpoint for the support line should be capable of accepting a minimum static load test of 14,500 kg for a STREAM rig with tensioned inhaul/outhaul lines
and of 1,800 kg for a STREAM rig without tensioned inhaul/outhaul lines. The minimum height of the
highpoint for the support line from the landing deck area is 5.1 meters. The transferred loads may be lowered to the receiving ship’s reception station by one of the following methods.
a. Cargo Drop Reel. The CDR is attached to the STREAM traveler block (see Figure 7-l0)
and the load is then attached to the CDR hook. When the load reaches the receiving ship’s landing
area, a brake releasing lanyard is pulled and the load is lowered to the deck at a controlled rate. For
CDR capacities, see paragraph 0731.7.
b. Sliding Padeye. The eyeplate (movable highpoint) is powered to move up and down a
guided track mounted on a kingpost (see Figure 7-9). The kingpost may be either a permanent or a
retractable type. For delivery of loads to a sliding padeye, the delivering ship attaches a cargo
adapter hook to the STREAM traveler block.
c. Detensioning the Support Line. In those instances in which the receiving ship is not fitted with a sliding padeye and a cargo drop reel is not available, or is incompatible with the load being transferred, the support line can be detensioned when the load is over the reception station.
This method is the least preferred of all, is much slower, and the cargo is more likely to be damaged
in lowering it to the deck.
0734 Passing the STREAM Rig
1.
STREAM is passed and tensioned in the following manner:
a. The shackle end of the messenger is secured to the end of the support line.
b. The gunline/bolo line is passed to the receiving ship.
c. The gunline/bolo line is secured to the messenger line.
d. The messenger and support line are passed to the receiving ship.
e. The support line is secured to the highpoint with a quick-release device such as a pelican hook
(see Figure 7-12). The pelican hook is always provided by the delivering ship.
f. When signaled by the receiving ship, the support line is tensioned by the delivering ship (see
Figure 7-8).
g. The outhaul line and the outhaul line fairlead fixture (traveling SURF or SURF with STAR) are
passed to the receiving ship.
h. If a tensioned inhaul/outhaul line rig is used, the delivering ship will tension the inhaul/outhaul
lines.
i. Commence transfer operations.
0735 Cargo Transfer (Receiving Ship) with STREAM
1.
STREAM rigs, like all connected wire rigs, require the wires to be fairlead from highpoints on both
the delivering and receiving ships. This ensures that loads safely clear the deck edges and remain clear of
the water during transfer. With STREAM, load control is a direct result of maintaining a tensioned wire
rope support line throughout the transfer cycle. To accomplish this, a means must be provided to raise and
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ORIGINAL
ATP 16(D)/MTP 16(D)
lower the load from the deck without detensioning the rig. In delivering ships, this is done by raising and
lowering the STREAM transfer head.
2.
Three methods are available for lowering the load at the receiving ship:
a. Lowering the entire STREAM rig by lowering the rig highpoint eyeplates.
b. Lowering the load while the rig remains tensioned and attached to a fixed eyeplate or pendant.
c. Detensioning the rig momentarily when the load reaches the receiving ship.
3.
The first method requires a sliding padeye reception station. The second method requires a cargo
drop reel. The third requires the use of special operating procedures. Operating procedures for each
method are presented in the following paragraphs.
4.
Sliding Padeye. The sliding padeye (Figure 7-18) provides the same function as the sliding
block on the delivering ship. It raises and lowers the rig highpoint eyeplate, bringing the rig down to the
deck where the incoming load can be easily disconnected. A sliding padeye in the receiving ship permits
rigging with increased speed and safety at deck level. Constant load control throughout the transfer cycle
is also gained. The sliding padeye also allows the receiving ship to return heavy loads back to the delivering ship.
a. Receiving Ship Rigging Procedures. Although most sliding padeyes are designed to
receive any STREAM rig, the preferred rig is STREAM with traveling SURF. All rigging is done
with the eyeplate at the down position.
b. Sliding Padeye Operating Considerations. During the transfer cycle, the eyeplate is
kept in the up position so that the load clears the deck edge (see Figure 7-18). When the load has
reached the receiving ship and is over the load landing area (normally the traveler block is
two-blocked against the traveling SURF), the eyeplate is lowered to bring the load to the deck. The
eyeplate is lowered until the load slings are slack and can be detached from the cargo hook or load.
When the load is detached, the eyeplate is raised again and the delivering ship hauls in the traveler
block.
5.
Cargo Drop Reel. The CDR (Figure 7-10) is a device that lowers the load from the tensioned
support line allowing the STREAM rig to be used by a ship having only fixed eyeplates, a pendant reception station, or support legs. Although the CDR does not provide the same degree of load control as the
sliding padeye, it does allow the load to be lowered under the control of the receiving ship.
a. Cargo Drop Reel Operating Procedures. Before commencing transfer of cargo, the
CDR should be exercised by the delivering ship attaching a dummy load to the hook and raising
the transfer head 3 to 4.6 meters . Operate the brake release lanyard and lower the load. Slack the
brake release lanyard and stop the load at least once during load lowering. Ensure that the brake is
holding and that linkage operation is free and smooth. Disconnect the load, pull the lanyard, and
return the hook to the two-blocked position.
b. Brake Release Lanyard. The brake release lanyard (see Figure 7-19) is used to lower or
raise the cargo hook on the CDR. About 32 kg of force on the lanyard will release the static brake
on the drop reel drum, leaving the drum free to rotate. With a load of more than 181 kg) on the
cargo hook, the force overcomes the spring motor in the drop reel and the load will lower at a controlled rate (see Figure 7-19). With a load of less than 68 kg on the cargo hook, the spring motor on
the drop reel drum will overcome the line force and hoist the cargo hook.
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ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-18. Sliding Padeye Reception Station
7-26
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-19. Cargo Drop Reel Used to Lower Load Delivered to a Fixed
Eyeplate or Pendant
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ORIGINAL
ATP 16(D)/MTP 16(D)
NOTE
When the brake release lanyard is slacked, the brake will set and the hook will stop
whether it is going up or down. When the brake release lanyard is pulled, the hook
will go up or down.
c. Cargo Drop Reel Hook. Hand grips (see Figure 7-20) are located on each side of the drop
reel hook for use when pulling down the cargo hook to obtain slack in the cargo slings.
Figure 7-20. Cargo Drop Reel Hook
d. Removing Slings from Palletized Stores.To remove the sling from palletized stores,
these procedures are followed by the receiving ship:
(1) The traveler block and palletized load are hauled to the receiving ship by the outhaul line.
(2) The CDR operator takes the brake release lanyard in hand, stands clear of the load, and
pulls the lanyard to lower the load.
(3) As the load nears the deck, cargo handlers rotate the load to desired orientation of load
(Figure 7-21).
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ORIGINAL
ATP 16(D)/MTP 16(D)
(4) When the load reaches the deck, the CDR operator continues pulling the brake release
lanyard.
(5) Cargo handlers haul down the cargo hook to obtain slack in cargo slings (see Figure 7-22).
CAUTION
The next step must be performed exactly as described or the cargo drop reel will start
to rewind.
(6) When cargo handlers have enough slack to slip the sling from the pallet, the CDR operator
slacks the lanyard to hold the hook in the down position.
(7) Cargo handlers slip the sling from the pallet.
(8) One cargo handler hand-tends the sling legs outboard clear of the load and other cargo
handlers.
(9) Signal the delivering ship to haul back the traveler block and sling. At the same time the
cargo drop reel operator pulls the brake release lanyard to haul up the hook and empty sling.
(10) When empty sling legs are high enough to clear the deck edge, slack the brake lanyard and
tend the lanyard clear of the deck edge.
(11) If space is available, stack the empty pallets outboard of the load landing area with sling
(open) ends of the pallets facing forward and aft.
(12) Every third or fourth load, engage the sling to the empty pallets and return to the delivering ship. When planning to return empty pallets, additional lowering of cargo hook may be required. Empty pallets or other retrograde material must weigh less than 68 kg per load or the
cargo drop reel will not hoist the load clear of the deck.
(13) When slings are engaged on the return load, the cargo drop reel operator pulls on the lanyard to release the brake. The hook will go up and lift the empty pallets clear of the deck. Cargo
handlers can assist by lifting on the pallets (see Figure 7-23.)
NOTE
Retrograde material should not exceed 68 kg per load.
e. Removing Slings from Palletized Ordnance. To remove slings from palletized ordnance, follow the same general procedures used for removing slings from palletized stores. Since
ordnance bars are engaged in the pallet, additional slack must be provided in order to disconnect
the sling hooks from the bars and to remove the bars from the pallet (See Figure 7-24.)
f. Heavy Load Return. Loads in excess of 68 kg can be returned with the cargo drop reel by
two methods.
(1) Preferred Method.
(a) Delivering ship lowers the sliding block to full down position.
(b) Receiving ship secures the cargo drop reel hook to the load and pulls the brake release
lanyard to take up all slack in cargo drop reel cable.
7-29
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-21. Handling Palletized Stores as Load Arrives Aboard
Figure 7-22. Hauling Down on Sling to Get Slack
7-30
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-23. Returning Empty Pallets to Delivering Ship
(c) Delivering ship, upon signal from the receiving ship, raises the sliding block to the top
of the kingpost. (This should allow the load to clear the receiving ship’s deck.)
(d) Delivering ship hauls in slowly until the load has cleared the receiving ship’s deck.
(e) When the load reaches the delivering ship, lower the sliding block slowly until the
load reaches the deck. Pull the cargo drop reel lanyard until the cargo drop reel has fully
retracted.
(2) Acceptable Method.
(a) If a load has just been received, keep the cargo drop reel hook in the down position.
Position the return load under the hook, or move the traveler block and hook over the return load. Pull additional slack cable from the cargo drop reel if required.
(b) Secure the sling to the cargo drop reel hook, and pull the brake release lanyard to take
up all slack in the cargo drop reel cable and slings. Continue to hold the brake release
lanyard.
(c) Stand clear of the load and signal the delivering ship to detension the rig.
(d) As the support line is detensioned, the traveler block and cargo drop reel will lower
and the cargo drop reel will take in the slack wire (see Figure 7-25).
(e) Stand clear of the load and signal the delivering ship to tension the support line.
(f) As the rig is tensioned, slack off the cargo drop reel release lanyard to set the brake.
The load will be lifted clear of the deck. The load will tend to run outboard when lifted
clear of the deck. Depending on the outhaul line configuration used, the delivering or receiving ship must tend the outhaul line carefully to control the load until the rig is fully
tensioned.
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ORIGINAL
Figure 7-24. Handling Palletized Ammunition
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ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-25. STREAM Rig Head Lowered to Pick Up Heavy Load
(g) Signal the delivering ship to haul in on the traveler block. If several loads are being returned and no loads are sent, the delivering ship should use the cargo drop reel to lower the
returned loads to her deck in lieu of lowering the sliding block. When the load is on the delivering ship’s deck and released from the hook, leave the hook in the down position and
return the traveler block and cargo drop reel to the receiving ship for the next load.
6.
Tension/Detension of STREAM Rig. The third method for lowering the load from a
STREAM rig at a reception station is tension/detension. This is the least desirable method for lowering
the load because controlling the load during the detension phase requires close coordination and skill by
winch operators. However, tension/detension does permit delivery of loads heavier than the cargo drop
reel’s capacity (1,800 or 2,600 kg) when using a fixed eyeplate in the receiving ship. The key people in a
tension/detension operation are the winch operators and the receiving ship’s cargo handlers. All personnel must be familiar with the following step-by-step procedures for tension/detension of each STREAM
rig.
a. STREAM with Traveling SURF.
(1) Delivering Ship. Make sure that receiving ship knows that you are going to detension.
(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to
hook up or unhook the load.
(3) Delivering Ship. When the traveler block reaches the reception station, hold the traveler
block against SURF with outhaul line tension. Pay out the support line until the ram is fully extended and the support line is slack.
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ORIGINAL
ATP 16(D)/MTP 16(D)
(4) Both Ships. As the support line slacks, the traveler block will tend to run outboard. Load
control is maintained by the outhaul line winch. When the load is hooked or unhooked, the receiving ship signals the delivering ship to retension the rig.
(5) Delivering Ship. Tension the support line.
b. STREAM with Burton Whip Outhaul Line.
(1) Delivering Ship. Make sure that receiving ship knows that you are going to detension.
(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to
hook up or unhook the load. When the traveler block reaches the reception station, the Burton
winch operator holds the traveler block against the stopper plate or in the desired position over
the load landing area. Position and control of the traveler block at the receiving ship are maintained by the Burton whip.
(3) Delivering Ship. Pay out the support line until the ram is fully extended and the support
line is slack.
(4) Both Ships. As the support line slacks, load control is maintained by the Burton winch.
When the load is hooked or unhooked, stand clear and signal the delivering ship to tension the
rig.
(5) Delivering Ship. Tension the support line.
c. STREAM with Hand-Tended Manila Outhaul Line.
(1) Delivering Ship. Make sure the receiving ship knows that you are going to detension.
(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to
hook up or unhook the load. Manila outhaul line handlers haul in the traveler block and hold it
at the stopper plate.
(3) Delivering Ship. Inhaul line winch operator keeps slack in inhaul line. Pay out the support line until the ram is fully extended and the support line is slack.
(4) Both Ships. As the support line slacks, the traveler block will tend to run outboard. Load
control is maintained by outhaul line handlers in the receiving ship. When the load is hooked or
unhooked, stand clear and signal the delivering ship to tension the support line.
(5) Delivering Ship. Tension the support line.
7.
Heavy Load Return with Threefold (Figures 7-26 and 7-27). Loads in excess of 78 kg
can be returned by use of a threefold tackle provided by the delivering ship.
a. The delivering ship sends the receiving ship (1) the SURF with the threefold shackled to the
padeye on the SURF and (2) the cargo drop reel with the cargo drop reel hook extended.
b. The receiving ship prepares for load return by (1) attaching the cargo drop reel hook to the load
and (2) securing the threefold to a shackle on the cargo drop reel hook. Line handlers in the receiving ship haul in on the threefold to lift the load while the cargo drop reel raises the cargo drop reel
hook.
(1) Delivering Ship. When the highline is connected and tensioned, shackle the threefold to
the SURF as shown in Figure 7-26.
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ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-26. Heavy Load Return Using Threefold — Rigging at Delivery Station
7-35
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 7-27. Heavy Load Return Using Threefold — Attaching Load at Receiving Station
7-36
ORIGINAL
ATP 16(D)/MTP 16(D)
(2) Receiving Ship. Haul over the SURF and connect.
(3) Delivering Ship. Tension the outhaul.
(4) Receiving Ship (see Figure 7-27). Pull the tail of the threefold to free the
stopped-off section of hauling line. Pay out the hauling line until the lower block of the threefold comes down to the cargo handlers. Lead the hauling line to a fairlead block on a deck pad.
Secure the threefold block out of the way. Position the return load under the support line.
(5) Delivering Ship. Lower the cargo drop reel hook to a point where it can be reached by
cargo handlers in the receiving ship. Raise the transfer head and send over the trolley and cargo
drop reel (with the cargo drop reel hook extended).
(6) Receiving Ship. Attach the return load to the cargo drop reel hook. Attach the
quick-release hook on the threefold to the shackle on the cargo drop reel hook. Pull on the
brake release lanyard to take slack out of the cargo drop reel cable.
(7) Delivering Ship. Lower the transfer head to the full-down position.
(8) Receiving Ship.
(a) The load is ready to be raised. Station a sufficient number of line handlers on the hauling line of the threefold.
NOTE
The number of line handlers required to lift the load depends on the weight. A Mk 6
dolly with a missile, for example, requires 12 to 15 line handlers for lifting. The
threefold can be used to raise loads that weigh up to the capacity of the cargo drop
reel (2,584 kg).
(b) Pull the brake release lanyard on the cargo drop reel. Line handlers haul in on the hauling line.
NOTE
The threefold, attached to the cargo drop reel hook, will carry the weight of the load.
The cargo drop reel will not sense weight and will reel in the cargo drop reel hook.
(c) When the load is high enough to clear the deck edge (about 60 cm in most cases), release the lanyard to set the brake. Slack off on the hauling line.
NOTE
The cargo drop reel now holds the load.
(d) Pull the tripping lanyard on the quick-release hook to disengage the threefold from the
cargo drop reel hook.
(9) Delivering Ship.Raise the transfer head to the full-up position. This provides more clearance under the load in the receiving ship. Haul in slowly until the load clears the receiving
ship’s deck edge, then retrieve the load.
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ORIGINAL
ATP 16(D)/MTP 16(D)
0736 Recovering the STREAM Rig
1.
The STREAM rig is recovered as follows:
a. Return the traveler block to the delivering ship.
b. Detension the outhaul line.
c. Recover the delivering ship’s outhaul line and fairlead fixture.
d. The delivering ship detensions the support line and tends (see Figure 7-8) on signal from the receiving ship.
e. The receiving ship will trip (slip) the pelican hook on signal from the delivering ship.
f. The delivering ship recovers the support line, while the receiving ship eases it clear of the ship’s
side.
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ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER 8
Transfer of Personnel and Light Freight
0800 Introduction
1.
Ships can exchange personnel, mail, and light fleet freight during a scheduled replenishment or as
an independent operation at short notice. If made during a scheduled replenishment, such exchanges require careful planning to:
a. Avoid interference with work at other transfer stations.
b. Prevent delay in completing the primary replenishment.
2.
Table 8-1 provides a compilation of the rigs for the transfer of personnel and light freight.
3.
The delivering ship is responsible for the condition of the rig.
4.
A test weight of 136 kg is to be passed, landed on deck, and returned to ensure that the gear is correctly rigged before transfers are made on the support line.
0810 Types of Transfer
0811 Transfer of Light Freight and Mail
1.
Light freight items, such as mail, medical supplies, and movies, may be transferred by manila support line, messenger, or helicopter.
a. Manila/Synthetic Highline Rig. This rig is used by most NATO navies for light loads (see
Figure 8-1). It is used when transferring consignments of light cargo in quantity from ship to ship.
Maximum load for the manila highline rig is:
(1) 272 kg for the 40 mm diameter manila line and 32 mm diameter synthetic line.
(2) 136 kg for the 24 mm diameter line.
b. Light Jackstay Rig. This UK rig is used for the same purpose as the manila highline rig.
Maximum load is 250 kg for the 32 mm diameter line. See UK national section for details.
c. Messenger. Very light items, such as single sacks of mail, may be passed between ships by
means of a messenger line.
d. Helicopters. Helicopters provide an ideal means for transfer at sea of mail and light cargo.
See procedures in Chapter 9.
0812 Transfer of Personnel
Personnel may be transferred by manila support line, boat, or helicopter.
a. Manila Highline Rig. Personnel are normally transported by use of the transfer-at-sea
chair. Only one man can be transferred on the 40 mm diameter manila line or 32 mm diameter synthetic line.
8-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table 8-1. Standard Rigs
PERSONNEL
MANILA
HIGHLINE
SYNTHETIC
HIGHLINE
LIGHT
JACKSTAY
40 mm dia.
32 mm dia.
32 mm dia.
Helicopter Strop
HELICOPTER
Chair
Chair
Hoisted (Helicopter
Strop)
Stokes Litter
Stokes Litter
End Fitting
Shackle
Shackle
Grommet Strop
LIGHT FREIGHT
Bag
Bag
Bag
Hoisted (Helicopter
Strop)
Net
Net
Net
Loaded
End Fitting
Pelican Hook
Pelican Hook
Grommet Strop
MAIL
Secured Bag
Weighted or Floated
Secured Bag
Weighted or Floated
Secured Bag
Weighted or Floated
Loaded
Secured Bag
b. Light Jackstay Rig. When transferring by use of the jackstay rig, personnel are transported
by use of the helicopter strop. Only one person can be transferred at a time. See UK national
section.
c. Helicopter. In most cases, transfer by helicopter is faster than by the support line method.
Personnel may be loaded from a landing area if one is available, or they may be picked up individually by sling if a landing area is not available.
d. Boat. Under reasonable sea conditions, transfer of large numbers of personnel and their baggage can best be accomplished by boat. National procedures for the transfer of personnel by boat
should be followed.
0813 Transfer of Sick and Wounded
The transfer of sick and wounded requires special attention. Those who are able should be transferred in
the same manner as other personnel. When patients are unable to sit up or require special handling, a litter
should be used when transferring by support line. Transfer of sick and wounded by helicopter is especially
recommended. Particular care must be taken to avoid endangering the immobile patient on the litter. Measures to safeguard the patient are listed in Article 0824.
0814 Ships’ Responsibilities
1.
The ship providing the support line equipment is responsible for the condition of all equipment and
fittings. In particular, the support line must be inspected prior to each transfer for evidence of rot, broken
inner strands, cuts, and other signs of weakened condition.
2.
The receiving ship is responsible for notifying the delivering ship when it is ready to receive
personnel.
3.
Specific arrangements should be made for receiving personnel, including VIPs. An officer or enlisted escort should be assigned to greet arrivals, to escort arrivals away from the landing area, and to brief
personnel about to depart. This courtesy usually will prevent embarrassment to passengers who are unfamiliar with the routine and will also speed movements to and from the area.
8-2
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure 8-1. Personnel Transfer by Manila Support Line Rig
8-3
ATP 16(D)/MTP 16(D)
0815 Standard Reception Station
NATO nations have standardized reception station arrangements for stations designed to support up to 250
kg transfer loads or the highpoint to support a small bore non-tensioned or light-tensioned hose rig during
abeam RAS operations. These standards ensure interoperability of RAS systems for 250 kg loads. The
standards apply to the reception arrangements only and not to the type of rig used to pass the load. The reception station arrangements are shown in Figure 8-4. Testing requirements are shown in Figure 8-5.
0816 Station Arrangement
1.
The reception station is used for receiving loads up to 250 kg or a small bore non-tensioned or
light-tensioned hose rig.
2.
The highpoint is fitted with either a NATO standard long link (see Figure 7-1) or with a pelican
hook according to national procedures. The delivering ship will provide the support line fitted with the
complementary fitting.
3.
The standard outhaul line will be 16 mm diameter, but outhaul line blocks are to be capable of accepting an outhaul line up to 20 mm diameter to meet national requirements.
4.
If required, an additional highpoint may be installed to support a fairlead block for a retaining line.
If installed, such eyeplate shall be located between 200 mm and 300 mm below the support line highpoint
eyeplate.
NOTE
When these reception arrangements are fitted on MCMVs, the material used is to
have a magnetic permeability not exceeding 1.05.
0820 Manila/Synthetic Highline Rig
Manila/synthetic support lines can be used to transfer personnel or up to 272 kg of provisions, ammunition,
and light freight. Wire or nylon support line should not be used for transferring personnel. Manila lines that
have been tended from a gypsy head should never be used for personnel transfer.
0821 Description
1.
The manila/synthetic support line consists of 107 meters of 40 mm diameter manila or 32 mm diameter polyester. No boom is necessary on the delivering ship, since a 305 mm or 356 mm snatch block
attached to an eyeplate at the delivering ship’s station is sufficient. The support line is rove through this
block and any other blocks needed to provide a fairlead. It is kept taut during transfers by 25 (or more)
men. The capstan is never used when transferring personnel.
2.
The traveler block, which rides on the support line, is made to move by a hand-heaved inhaul line
attached to its delivering ship’s side and a hand-heaved outhaul line attached to its receiving ship’s side.
0822 Rigging
Rigging of the manila/synthetic support line is similar to that of the wire support line. A 22 mm diameter
pelican hook is attached to the outboard end with a 25 mm diameter shackle. When transferring personnel,
a 25 mm diameter anchor safety shackle is used instead of the pelican hook to secure the support line to the
highpoint. When personnel are to be transferred, all lines — support line, inhaul line, and outhaul line —
should be tended by hand.
8-4
ORIGINAL
ATP 16(D)/MTP 16(D)
0823 Transfer of Personnel
1.
Figure 8-1 shows the manila line rigged for personnel transfer by chair. The method of securing the
chair to the traveler block is shown in Figure 8-2. A 9.5 mm diameter or 13 mm diameter wire preventer
with thimbled eye splices is attached by 16 mm diameter shackles to the traveler block and upper frame of
the transfer chair. This safety attachment is designed to function in case of failure at the highpoints from
the stationary eye in the transfer chair to the 16 mm diameter shackle attachment at the traveler block.
2.
After the passenger has sat down and has fastened the quick-release belt, the support line is put under a strain, and then the receiving ship hauls the traveler block across by the outhaul line while the delivering ship pays out the inhaul line.
3.
The support line is kept taut by a minimum of 25 men. Additional men must be available for use
under adverse conditions or in an emergency.
4.
Other Attachments. The helicopter strop may be substituted for the chair in some NATO navies. See UK national section in Part II.
0824 Transfer by Litter
1.
Transfer by litter should be used only for those patients not capable of sitting up. The litter may be
of the Stokes type, fitted as shown in Figure 8-3.
2.
A protective frame is secured above the litter to keep the traveler block from falling onto the patient
should the support line break. Consequent upon accidental or deliberate immersion, the patient must be
sustained in a self-righting (i.e., head-up) position, at a leaned back angle of approximately 35°, with the
upper part of his chest and shoulders above waterline until rescued.
3.
The rig is handled as follows:
a. All lines are tended by hand in the same manner as the transfer-at-sea chair.
b. Tending lines of 20 mm diameter manila, 3.65 meters (2 fathoms) in length, are attached to the
head and foot of the litter for assistance in handling on deck.
c. Should the support line part during transfer and cause the litter to fall into the water, the inhaul
and outhaul lines must be cast loose, free for running, so that the patient will not be dragged into
the vicinity of the screws of either ship.
0825 Transfer of Light Freight
When rigged for the transfer of light freight, the chair or litter is replaced by a canvas bag or a net. Loads to
272 kg can be transferred by this method.
0840 Helicopter Transfers
1.
Transfer by helicopter is particularly valuable in shuttling replacement aircrews for carriers and
transferring the sick and wounded. Transfer of personnel and other cargoes by helicopter is also discussed
in Chapter 9.
2.
Sick and Wounded. Helicopters are particularly recommended for transferring the sick and
wounded. Litter patients may be placed aboard or lifted aboard by special basket and transported with
minimum exposure. If feasible, the helicopter should be landed for pickup of litter patients. When a landing area is not available, patients may be picked up individually by sling, seat, or special basket. In this
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ATP 16(D)/MTP 16(D)
Figure 8-2. Rigging the Traveler Block for Personnel Transfer
8-6
Figure 8-3. Stokes Litter Rigged for Transfer at Sea
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case the sling, seat, special basket, or litter must be fitted with floating arrangements as described in Article 0824.
3.
Briefing of Personnel.
a. If the helicopter lands, the passengers normally will be briefed on emergency procedures and
safety precautions by the helicopter crew. If a hoist transfer is necessary, the personnel to be transferred should be briefed by the transferring ship on:
(1) Use of the rescue sling or seat.
(2) Hazards/avoidance of reaching for any support that might be a helicopter hoist control.
(3) Assistance in entering the cabin to be expected from the flight crew.
b. APP 2 provides additional information on briefing and a suggested briefing checklist.
4.
Manifest. APP 2 provides information on the manifest required when personnel are transferred
by helicopter.
Figure 8-4. Reception Station Arrangement
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Figure 8-5. Testing Requirements
8-9
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INTENTIONALLY BLANK
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CHAPTER 9
Vertical Replenishment
0900 Concept
1.
Vertical replenishment (VERTREP) is the use of a helicopter for the transfer of personnel and/or
material to or from a ship. It enhances and augments abeam connected replenishment. For a small-scale
replenishment, VERTREP can eliminate the requirement for abeam replenishment of stores and
ammunition.
2.
VERTREP offers numerous operational advantages. When used to complement connected replenishment, it significantly reduces the time required for the receiving ship to remain abeam. Whether used
with other methods of replenishment or alone, VERTREP provides much greater flexibility in replenishment planning and operations.
3.
Specific advantages of VERTREP include:
a. Receiving ships have greater freedom of maneuver and do not necessarily have to leave their
stations.
b. Less restrictions are imposed on the use of weapons and sensors aboard receiving ships.
c. Reduction of overall time required to replenish supported forces.
d. Reduction in the number of personnel involved in the operation for a small-scale
replenishment.
e. Increased flexibility while replenishing.
f. A capability to replenish ships at anchor, in shallow water, and from ship to shore.
g. A rapid method of cargo transfer.
h. A means for unplanned replenishment.
4.
Disadvantages of VERTREP include:
a. VERTREP operations may be restricted during periods of low visibility.
b. The total cost for VERTREP operations is high, and the cost per load rises steeply as the distance between VERTREP points increases.
c. In some navies, the standard helicopter load of 900 kg is insufficient for lifting some missiles
and compares unfavorably with the 2,720 kg capacity load of the missile/cargo STREAM rig.
0910 Factors Affecting VERTREP
VERTREP provides a very rapid transfer link for cargo. The time required for ships to approach, connect,
and break away is not required. VERTREP can commence as soon as the receiving and delivering ships are
ready, even if the ships are a considerable distance apart. VERTREP transfer rates of up to 163 metric tons
per hour or 120 lifts per hour can be achieved with a ship such as a carrier with a large cargo handling area
when two helicopters are in use. Such high transfer rates depend on such factors as the transfer distance,
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number of helicopters used, weather conditions, ability of ships to handle cargo rapidly, and the capabilities of individual ships and helicopters.
0911 General Limitations
1.
Capability of Receiving Ship. A major limiting factor in a large-scale VERTREP operation
is the receiving ship’s ability to clear the cargo landing area rapidly. A receiving ship must clear the VERTREP drop area of cargo immediately in order not to delay delivery of succeeding cargo transfers.
2.
Number and Types of Helicopters Employed. Another limiting factor in VERTREP operations is the number and types of helicopters used. To achieve maximum transfer rates, the helicopter
should be capable of: (1) lifting a normal cargo load of 900 to 2,250 kg with reliable and easily connected
external hookup equipment and (2) rapidly transporting this load to the receiving ship. Normally, two
such helicopters can rapidly replenish several small ships or one large ship at the maximum rate that the
receiving ships can handle the cargo.
3.
Transfer Distance Between Ships.
a. A significant factor in the delivery rate is the transfer distance between the supplying and customer ships. The optimum position for maximum transfer rates is for the customer ship to be at a
distance of 350 to 950 meters on the upwind beam of the supplying ship. Optimum efficiencies for
VERTREP of a large combatant at night are achieved with the customer ship in a connected replenishment station. An alternate choice is to position the customer ship 280 to 475 meters upwind
and abeam, or slightly forward of the beam position.
b. As the distance abeam increases, VERTREP efficiency decreases, and flight visibility and
weather conditions become more critical to safe VERTREP operations. However, VERTREP operations can be conducted at almost any position or distance, even if rough seas prevail. The distance to be traveled by the helicopter limits its effectiveness in terms of cargo to be transferred per
hour. Transfers of long distances (over 35 nm) are not uncommon, but should be reserved for high
priority cargo that justifies the time involved.
4.
Weather and Visibility.
a. VERTREP operations are also affected by weather and visibility. They can be conducted effectively when weather conditions and sea states prevent abeam replenishment. A major limiting factor here is the ship’s ability to handle cargo on the deck in rough seas and inclement weather.
Aircraft flight safety procedures applying to foul weather and night operations must be observed as
applicable. Search and rescue (SAR) aircraft and crashboat cover may be required.
b. Night VERTREP operations are possible with all-weather helicopters, but are often limited by
the customer ship’s facilities. Proper lighting of the VERTREP operating area (VOA) is required
to allow the pilot to find the ship safely, to transfer the cargo, and for cargo handling aboard the
customer ship. (See Article 0955.)
c. Transfer rate decreases and the rate of pilot fatigue increases as visibility deteriorates. This is,
of course, most marked in night VERTREP operations. In the interest of safety, the aircraft commander shall make the final determination regarding flight visibility for any VERTREP operation.
d. During night VERTREP operations, all ships in the formation shall show aircraft obstruction
lights. In addition, ships operating in proximity to night VERTREP operations shall show their
special operations (task) lights.
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0912 Helicopter Limitations
1.
The helicopter has several inherent and operational limitations that must be understood when planning a VERTREP operation. These limitations are described below.
2.
Lift. A limiting factor in any helicopter is lift. It is affected by many variables, such as ambient
temperature, atmospheric pressure, relative humidity, and relative wind. Basically, any increase in temperature, altitude, or humidity decreases lift. A decrease in relative wind or atmospheric pressure also decreases lift. Cargo lift ability depends on the difference between the engine power required to hover
without a load and the maximum power available from the engine. This excess power available from the
engine determines the load lift capability of the helicopter.
3.
Center of Gravity. The center of gravity can impose severe limitations on helicopter loading
and must be an area of careful supervision. Helicopters with single rotors have a very limited fore-aft shift
of center of gravity. Improper internal loading can exceed center-of-gravity limits and render a helicopter
uncontrollable. Helicopters with tandem rotors are less affected by this problem because of their dual rotor design. Most helicopters configured for VERTREP have the external hook assembly installed directly
below the center of gravity. The transport of suspended loads should only be performed by suitably
equipped helicopters.
4.
Instrumentation. Although most modern helicopters are equipped for all-weather and night operations, some older and smaller helicopters have limited capabilities. The helicopter’s capability and the
shipboard facilities available must be considered in planning the operation.
5.
Endurance.
a. Helicopters have relatively low speeds and limited endurance. A VERTREP operation imposes
heavy lift requirements on the helicopter that require increased fuel consumption. Planning must
include fueling requirements that are consistent with helicopter capabilities. Planners must consider the tradeoff between aircraft fuel load and cargo lift capacity. The cargo payload capability
will vary depending upon the position of the load within the sortie, with payload capacity being
light at first and increasing as fuel is consumed.
b. Pilot fatigue must also be considered. Pilot endurance, like the fuel, is variable. Heavy stress
caused by the tempo of VERTREP operations or weather conditions can overtax the pilot.
6.
Cargo Payloads. Helicopters vary in their cargo lift ability, depending on the many factors
noted in the previous paragraphs. Specific data concerning lift capability in varying conditions are set
forth in individual national publications. Specific information on payload ability for any given day of operation can be requested from the ship providing the helicopter.
7.
Relative Wind.
a. The amount of relative wind required and its path across the deck vary with the type of helicopter
being used. Relative wind is a major factor when conducting VERTREP operations with single-rotor
helicopters. Its effect on tandem-rotor helicopters is less critical.
b. Customer ships should endeavor to:
(1) Have wind over the deck (optimum is 15 to 30 knots).
(2) Cause the relative wind to blow from such a direction that, as the aircraft hovers into it, the
crewman can see the nearest obstruction and the pilot can have a visual reference to the ship.
(3) Keep turbulence and funnel smoke clear of the VERTREP transfer area.
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c. The amount of crosswind that can be accepted depends on the helicopter’s power reserve in the
existing conditions. This factor should be discussed at the briefing and confirmed with the helicopter pilot at the time of the VERTREP operation.
d. A relative wind of 15 to 30 knots from 30° to 45° off either the port or starboard bow is generally considered optimum. However, port winds for transfer aft and starboard winds for transfer forward are normally preferred. (See Article 0961 for additional related information.) Winds outside
these envelopes should be discussed with the senior helicopter pilot for acceptability. A relative
wind from astern is to be avoided at all times.
e. In very strong winds, a VERTREP operation can take place with the helicopter hovering into a
relative wind from the appropriate quarter while the ship steams downwind.
f. VERTREP under zero relative wind conditions should be avoided. In such wind conditions, the
helicopter requires high engine power to hover, with a resulting reduction in lift capability. Such
wind conditions also require the helicopter to hover in its own rotor downdraft, which causes any
loose objects at the flight deck/landing area to be picked up and be driven at high velocity; if these
objects reach the area of the helicopter, they may cause possible damage to the rotor blades and engine and create a hazardous condition on the flight deck/landing area.
0913 Shipboard Limitations
1.
The successful operation of helicopters is limited by the customer ship’s ability to operate with
them. Some modern replenishment ships have onboard helicopter facilities. Most auxiliaries and combatants have no such facilities. Some critical shipboard limitations that affect VERTREP operations are described below.
2.
Obstacle Clearance. This clearance must allow the helicopter to hover over the VERTREP
operating area (VOA) with adequate rotor clearance from any obstruction. (See Article 0950.)
3.
Communications. Good communications (both audio and visual) are required to coordinate
VERTREP operations. The person responsible for controlling the helicopter should have a UHF capability and an unobstructed view of the VOA.
4.
Safety and Firefighting Equipment. Appropriate equipment should be provided in the immediate vicinity of the VOA to ensure safety of personnel and to combat a fire in the event of a crash.
0920 Planning the VERTREP Operation
0921 Prereplenishment Meeting
1.
Prior to replenishment by VERTREP, a meeting of key personnel should be held. The Officer in
Tactical Command will designate the location and time.
2.
Generally, if ships have been operating together for a length of time and have conducted VERTREP operations several times before, or if the VERTREP operation is only for administrative flights, the
meeting can be dispensed with. The requirement for such a meeting is particularly important if ships of
different nations are operating together.
3.
The points to be reviewed during the meeting should include:
a. National operational procedures, regulations, limitations, and restrictions (see APP 2/MPP 2,
Vol. I).
b. Description and order of supply stores.
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c. Weights of loads (including pallets), especially initial loads.
d. Aircraft fuel considerations, including refueling facilities in nonparent ships.
e. Formation of supplying and customer ships.
f. Variations from standard operating procedures.
g. Landing points to be used for stores.
h. Recovery of empty containers (called “retrograde” in some navies).
i. Number, types, and capabilities of helicopters to be used.
j. Relative wind limits.
k. Designation of emergency landing area (another ship in the VERTREP operation capable of
landing the helicopter, or a nearby airfield ashore).
l. VERTREP and other radio frequencies.
0922 Command and Control Organization
1.
The command and control organization should be carefully considered. The following paragraphs
provide an example for an extensive VERTREP operation.
2.
Helicopter Control Ship. A helicopter control ship is assigned and will normally be the supplying ship providing the helicopter.
3.
Supplying Ship’s Flight Control Personnel. The following flight control billets should be
established with the following responsibilities.
a. VERTREP Authority. This person is responsible for:
(1) Ensuring that all stations are manned for flying stations/flight quarters and that all personnel required are ready.
(2) Ensuring that the helicopter platform/area is ready for operation (cleaned of all loose gear
and properly secured).
(3) Maintaining ship-to-ship and ship-to-helicopter communications. This includes keeping
the pilots informed of all essential matters of concern to them.
(4) Ensuring that cargo handling crews are properly positioned and supervised to ensure safe
and rapid movement of cargo to and from the VERTREP platform/area.
(5) Ensuring that adequate firefighting personnel and equipment are in position.
(6) Scheduling all deliveries according to the overall plan.
b. VERTREP Supply Officer. This person may be assigned to the VERTREP authority and
will then be responsible for:
(1) Coordinating with the VERTREP authority in all matters pertaining to launch, recovery,
and flight operations.
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(2) Coordinating the supply of loads to and from the flight deck to ensure the best use of aircraft as planned in the VERTREP conference.
(3) Ensuring that loads are correctly made up and marked and that slings, strops, and straps are
the correct pattern and are properly attached.
(4) Maintaining a close liaison with the VERTREP authority, the supply control center, and
the stores’ supply teams.
c. Helicopter Director.
(1) The helicopter director provides visual assistance with limited control authority to the helicopters during the approach, hover, or landing/take-off phases of the operation.
(2) Standard marshaling signals provided in APP 2/MPP 2, Vol. I and Annex 9A are to be
used. Before VERTREP operations are conducted between units of different nations, it must be
ensured that all units participating are aware of the standard marshaling signals.
(3) The helicopter director’s signals are to be advisory in all cases, except for the “Wave-off”
signal. If, in the director’s opinion, any hazard exists to the helicopter or the ship, he can issue
this “Wave-off” signal, which is a mandatory signal for the pilot to leave the vicinity of the
ship.
d. Helicopter Authority. This officer should be assigned for the control of helicopters during
transit from ship to ship, especially for long transits or during periods of low visibility.
4.
Customer Ship’s Flight Control Personnel. A VERTREP authority and a helicopter director should be assigned with responsibilities similar to those assigned on the supplying ship.
0923 The Importance of Planning
The importance of planning cannot be overemphasized. A VERTREP operation is relatively complex and
fast moving. A poorly planned operation can be chaotic, and the confusion created can be dangerous.
0924 Load Sequence Plan
This plan should be produced and copies passed to all concerned, including the customer ship, at an early
stage. This will permit proper breakout and strike-up of material. Last minute changes in the load sequence
plan are disruptive, particularly for fresh and frozen cargo.
0930 Personnel
Duties and responsibilities of required command and control personnel are described in Article 0920.
0931 Training and Briefing
All personnel taking part in the actual VERTREP operation must know their jobs thoroughly. The
prereplenishment meeting (see Article 0921) ensures that key personnel of all ships know the details of the
operation. Every ship has to brief its personnel and, if necessary, train their separate teams to ensure the
smooth running of the VERTREP operation.
0932 Formation of the Force
Helicopter crews must have precise knowledge of the stations of the ships to be replenished in the formation, and all changes in the positions must be passed to them.
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0933 Emergency Procedures
Ship’s personnel should be trained in firefighting, helicopter rescue, and recovery of ditched helicopter
aircrews.
0940 Communications and Signals
Good ship-to-ship and ship-to-helicopter communications are essential in maintaining coordination in a
VERTREP operation. Communications include radio, lights, flags, and visual hand signals, all of which
are important.
0941 UHF Radio Communications
1.
Ships scheduled to receive material by VERTREP should maintain a continuous guard on the assigned helicopter control circuit; it should be activated and tested prior to starting replenishment.
2.
Since the pilot depends primarily on directions via internal phone from the aircrewman on all cargo
pickups and drops, routine transmissions to the pilot should not be made during these maneuvers. Transmissions will normally be made while the helicopter is traveling between ships. Strict circuit discipline
must be maintained.
0942 Light, Flag, and Hand Signals
1.
The Hotel and Hotel One flag signals that are to be used during helicopter operations are specified
in ATP 1, Vol. II. When carriers are operating fixed-wing aircraft and helicopters simultaneously, they
will display the Foxtrot signal.
2.
The helicopter director will signal the pilot during the approach, unloading, and departure using
hand signals (see Annex 9A and APP 2/MPP 2, Vol. I).
3.
Ships desiring transfers should send a series of “Ts” to the helicopter by flashing light.
4.
Additional signals for use during periods of electronic silence or when it is desired to keep electronic emissions to a minimum are in ATP 1, Vol. II.
0943 Administration Traffic
Supply Officer to Supply and Transport Officer messages should normally be passed on another circuit.
VHF(FM) is often suitable for this purpose.
0950 Shipboard Clearances, Markings, and Lighting Requirements
The increasing importance of VERTREP in replenishment operations requires the establishment of standard minimum clearances, markings, and lighting. These standards are essential to assuring ship and aircraft compatibility in VERTREP operations. In order to facilitate VERTREP operations and familiarize
pilots with VERTREP area markings aboard ships, the standard requirements are given in Articles 0951 to
0955. Moreover, APP 2/MPP 2, Vol. I and Vol. II give pertinent information on the configurations of individual ships.
0951 Definitions
1.
A VERTREP operating area (VOA) is that general area within which clear deck space and helicopter rotor, fuselage, and landing gear and VERTREP load clearances are provided.
2.
An obstruction is an object that could damage or restrain the movement of the helicopter or its load.
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3.
A VERTREP pickup and delivery zone is that unobstructed deck area within a VOA where loads
are picked up and delivered.
0952 Classes and Types of VERTREP Operating Area
1.
Class of VOA. The class of VOA is based on the maximum obstruction height within the clear
deck space and the rotor, fuselage, and landing gear and VERTREP load clearance zones as follows:
a. Class 4 VOA. Class 4 permits a maximum obstruction height of 1.52 meters within the fuselage and landing gear clearance zone and 4.6 meters within the rotor clearance zone.
b. Class 5 VOA. Class 5 permits a maximum obstruction height of 4.6 meters within the fuselage and landing gear clearance zone and 7.6 meters within the rotor clearance zone.
2.
Type of VOA. The type of VOA is based on its location onboard and the class of helicopter (see
Table 9-l) for which it was designed. All types of VOA are limited to port and starboard by the deck edge.
a. Type 1 (Figure 9-2) and Type 3 (Figure 9-5) have a fore and an aft limit.
b. Type 2 (Figure 9-3) and Type 2A (Figure 9-4) have a forward limit, while the aft limit is the extremity of the ship (in the case of a VOA situated on the bow, the aft limit is given and the forward
one is the ship’s extremity).
0953 Clearances
1.
Helicopter/VOA Categories. Helicopters and VOAs are classified into four categories (see
Table 9-1) according to helicopter rotor diameters. When a category is specified for a VOA, all helicopters in that category are guaranteed adequate rotor blade, fuselage, and landing gear and VERTREP load
clearances, when the helicopters operate in accordance with the procedures associated with the VOA deck
marking.
2.
Deck Area Size. The minimum size of the unobstructed deck area within the VOA varies according to the number and types of loads, the type of ship, and its deck location. However, the recommended minimum size of the unobstructed deck area is 36 square meters.
3.
Load, Fuselage, and Landing Gear and Rotor Clearances. Clearances are designed to
ensure safety to a helicopter while in a hover during pickup and delivery of cargo when the vertical distance between the deck and the lowest extremity of the helicopter is in excess of 1.52 meters for Class 4
VOAs and 4.6 meters for Class 5 VOAs. Figure 9-1 depicts the way these clearances are applied to Type 1
Class 4 and Type 1 Class 5 VOAs.
a. Load Clearance Zone. A minimum clear deck distance of 3.1 meters in any direction from
the center of the pickup and delivery zone is recommended for VERTREP operations.
b. Fuselage and Landing Gear Clearance Zone. The fuselage and landing gear clearance zone extends port and starboard to the deck edge. In a Type 1 VOA it extends, for all classes
of heli- copters, a minimum of 4.6 meters forward and aft of the center of the pickup and delivery zone.
In Types 2, 2A, and 3 VOAs, the forward limit (and in the case of a Type 3 VOA, the aft limit) is determined by the category of helicopter for which the VOA is configured. The distances are found in Table
9-1. Within this area, shipboard equipment, structures, etc., shall not exceed 1.52 meters for Class 4
VOAs and 4.6 meters for Class 5 VOAs.
c. Rotor Clearance Zone. The rotor clearance zone is located outside the fuselage and landing gear clearance zone and extends port and starboard to the deck edge. Its minimum distance is
3/4-rotor diameter of the largest category of helicopter (see Table 9-1) to conduct VERTREP
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Table 9-1. Helicopter/VERTREP Operating Area Categories
1. To guarantee safe rotor clearances from obstructions in the vicinity of a VOA, helicopters have been classified, by rotor diameter, into four categories. The
maximum rotor diameter permitted in each category and
the helicopters assigned to each category are detailed
below.
CATEGORY
A
B
MAXIMUM
ROTOR
DIAMETER IN
CATEGORY
(meters)
2. Shipboard VOAs are allocated VERTREP categories
to designate their optimum capability. The VERTREP
category assigned is dependent on the ship’s operational requirements, construction, and the VOA marking
and VOA clearances provided. It is recommended that
the category assigned to a VOA reflect the largest rotor
diameter helicopter which can safely conduct VERTREP
operations on the VOA. The minimum clearances required for each category of helicopter are specified
below.
HELICOPTERS AND ROTOR
DIAMETERS IN CATEGORY
ROTOR
DIAMETER
(meters)
HELICOPTER
MINIMUM
MINIMUM VOA
FUSELAGE AND
ROTOR
LANDING GEAR
CLEARANCE
CLEARANCE
LIMIT (*)
ZONE (**)
(meters)
(meters)
24.1
H53E
H53A & D
24.1
21.9
18.1
7.6
18.9
14.3
6.1
18.9
Super Frelon***
H3/CH124A/Sea
King
Wessex
SH-60B Sea
Hawk
15.5
14.6
14.6
14.6
13.4
11.7
4.6
12.8
11.0
9.8
9.8
4.6
C
15.5
H46
H1
AB204AS
AB212AS
H2
D
12.8
Lynx
Alouette
Wasp
(*) Minimum forward and aft horizontal distance between
the rotor center limit and the nearest obstruction over 4.6
meters in height for Class 4 and 7.6 meters in height for
Class 5 facilities. This distance is equal to 3/4 rotor diameters of the largest helicopter in the category. Thereby a
minimum clearance distance of 1/4 rotor diameter between the helicopter’s rotor tip and the nearest obstruction over those heights is guaranteed.
18.9
17.1
16.5
(**) The fuselage and landing gear clearance zone extends port and starboard to the hull edge and forward
and aft for a minimum distance from the rotor center limit
line of 4.6 meters for all helicopter categories on a Type
1 installation and the above listed distances for Type 2,
2A, and 3 installations.
(***) The Super Frelon fuselage and landing gear clearance is 7.6 meters.
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Figure 9-1. Load, Fuselage, and Rotor Clearances (Sheet 1 of 2)
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Figure 9-1. Load, Fuselage, and Rotor Clearances (Sheet 2 of 2)
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ORIGINAL
Figure 9-2. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area
SAFETY NOTE
Flight obstructions permitted forward
and aft of pick-up and delivery zone.
Helicopter must hover with its main
and tail rotor hubs on the rotor center
line.
Minimum hover height
Class 4 — 1.52 m
Class 5 — 4.6 m
See APP 2/MPP 2 Vol. I and Vol. II for
specific class and helicopter approved for each ship.
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ORIGINAL
Figure 9-3. Type 2 Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area
SAFETY NOTE
Area aft of pick-up and delivery
zone clear of flight obstructions.
Flight obstructions permitted forward of pick-up and delivery zone.
Helicopter must hover with its main
and tail rotor hubs on or aft of the tee
rotor center limit line.
Minimum hover height
Class 4 — 1.52 m
Class 5 — 4.6 m
See APP 2/MPP 2 Vol. I and Vol. II
for specific class and helicopter approved for each ship.
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ORIGINAL
Figure 9-4. Type 2A Tee-Ball Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area
SAFETY NOTE
Area aft of pick-up and delivery
zone clear of flight obstructions.
Flight obstructions permitted forward of pick-up and delivery zone.
Helicopter must hover with its main
and tail rotor hubs on or aft of the tee
rotor center limit line.
Minimum hover height
Class 4 — 1.52 m
Class 5 — 4.6 m
See APP 2/MPP 2 Vol. I and Vol. II
for specific class and helicopter approved for each ship.
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Figure 9-5. Type 3 Dual-Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area
SAFETY NOTE
Flight obstructions forward and aft of
pick-up and delivery zone. Helicopter
must hover with its main and tail rotor
hubs between the tee rotor center
limit lines.
Minimum hover height
Class 4 — 1.52 m
Class 5 — 4.6 m
See APP 2/MPP 2 Vol. I and Vol. II for
specific class and helicopter approved for each ship.
ATP 16(D)/MTP 16(D)
operations. In a Type 1 VOA, it extends forward and aft of the center of the pickup and delivery
zone. In Types 2 and 2A VOAs, it extends forward from the rotor-center limit line (see Article
0954). In a Type 3 VOA, it extends forward from the forward rotor-center limit line and aft from
the after rotor-center limit line. Within this zone, shipboard equipment, structures, etc., shall not
exceed 4.6 meters for Class 4 VOAs and 7.6 meters for Class 5 VOAs.
0954 Markings
1.
The basic purpose of marking for VERTREP operations is to provide a visual aid for both day and
night helicopter operations. Markings are white or yellow painted over a contrasting background and are
accentuated at night by lighting (see Article 0955).
2.
Rotor-Center Limit Lines. Helicopter VOAs are marked with rotor-center limit lines to designate the safe operating boundary, beyond which the main and tail rotor hubs of a helicopter must not pass.
The type of rotor-center limit line used and the location where it is placed within the VOA depends on the
class of operation (see Article 0952) and the category of helicopter and clearance available (see Article
0953).
a. The Type 1 rotor-center limit line is a dashed athwartship line through the VOA (see Figure
9-2). The Type 1 marking identifies a facility that provides adequate helicopter and load clearances
only when a helicopter, for which the installation is configured, remains centered on and parallel to
the rotor-center limit line.
b. The Type 2 rotor-center limit line is an athwartship line through the VOA that consists of a series of tees (see Figure 9-3). The legs of the tee markings identify the side on which no danger exists. The Type 2 marking identifies a facility that provides adequate helicopter and load clearances
only when a helicopter, for which the installation is configured, remains with its rotor hubs on or
aft (forward on bow VOAs) of the tee marking line.
c. The Type 2A rotor-center limit line is an athwartship line through the VOA that consists of a series of alternating tees and balls. The legs of the tee markings identify the side on which no danger
exists (see Figure 9-4). A Type 2A marking is used only for Category A helicopters in order to differentiate the markings installed for Category B, C, and D helicopters (see Table 9-1). A Type 2A
marking identifies a facility that provides adequate helicopter and load clearance when a Category
A helicopter or smaller, for which the installation is configured, remains with its main and tail rotor
hubs on or aft (forward on bow VOAs) of the tee-ball marking line.
d. Type 3 rotor-center limit lines are two athwartship lines through the VOA (see Figure 9-5).
Each line consists of a series of tees. The legs of the tee markings indicate the sides on which no
danger exists. The Type 3 marking identifies a facility that provides adequate helicopter and load
clearances only when a helicopter, for which the installation is configured, remains with rotor hubs
between the two tee marking lines.
3.
VERTREP Marking on VERTREP-Only Areas. When a ship is required to conduct VERTREP operations on a deck area other than a helicopter landing area, the periphery of the pickup and delivery zone is marked and the rotor-center limit line is painted athwartships, as shown in Figures 9-2 to 9-5.
The rotor-center limit line is located to provide clearances for the largest category of helicopter (see Table
9-1) normally conducting VERTREP operations.
4.
VERTREP Marking on Helicopter Landing Areas. No additional marking is required
when the largest category of helicopter (see Table 9-1) anticipated to conduct VERTREP operations is the
same as the category cleared to land. The landing spot serves as the pickup and delivery zone and the approach path is identical to the normal pattern for landing operations. If, however, the category of helicopter anticipated to conduct VERTREP operations exceeds the category for which the ship is cleared to land,
a rotor-center limit line is painted normally athwartships through the landing area, as shown in Figure 9-6.
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ATP 16(D)/MTP 16(D)
When a rotor-center limit line is used, it is located to provide clearances for the largest category of helicopter anticipated to use the VOA (see Table 9-1). The type of rotor-center limit line installed depends on
the clearances available in the vicinity of the helicopter landing area as defined in Articles 0953 and
0954a.
5.
Hoist Pickup Marking on All Other Ships. On ships not cleared for VERTREP, HIFR, or
landing operations, the hoist marking shown in Figure 9-7 may be used to mark the best shipboard location for hoist pickup and delivery of cargo or personnel. This mark indicates only the best area for conducting hoist operations aboard the ship and is not based on any predetermined clearance criteria.
Therefore, the mark’s safe use is entirely a matter for agreement between the captain of the ship and the
helicopter pilot. Approach requirements for each hoist operation must be discussed and mutually agreed
upon before commencing operations.
WARNING
The use of the hoist pickup and delivery deck marking does not indicate that adequate physical clearance is necessarily available to conduct hoist pickup and delivery safely. Preplanning between the ship and visiting helicopter is necessary prior to
commencing operations.
0955 Lighting
1.
Floodlights. White or red floodlights that can be dimmed are provided to light the pickup and
delivery zone. The floodlights are installed in such a manner that the VERTREP deck area is clearly lit
and the pilot is not subjected to direct light or glare.
2.
Additional Visual Reference. Any one or more of several systems are installed to provide additional visual reference. The following systems are in use and recommended by the nations shown:
a. Stabilized horizon bar (CA).
b. Hangar face/top floodlighting (CA).
c. Flush-mounted periphery lights on all VERTREP installations and flush-mounted lineup lights
on Type 1 installations (US).
d. Unstabilized horizon lights (UK).
3.
Specific Lighting Configurations. Refer to APP 2/MPP 2, Vol. I for national standards and
to APP 2/MPP 2, Vol. II for the specific configurations available on each ship.
0956 Landing Operations
1.
In most cases, landing operations during VERTREP operations will occur with the helicopter’s
parent ship. This is particularly true when VERTREP operations are being conducted between units of
different nations. Landing facility configurations and markings vary according to national requirements.
Maintenance, repair, and servicing requirements also vary according to the types of helicopter and national specifications.
2.
When it is expected to operate the helicopter of one nationality from the deck of a ship of another
nationality, preplanning and exchange of information are essential. APP 2/MPP 2, Vol. I and Vol. II contain guidance on procedures and facilities; however, this information should be confirmed before commencing operations.
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ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 9-6. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances for VERTREP on
Helicopter Flight Deck
SAFETY NOTE
Flight obstructions permitted forward and aft of pick-up and delivery
zone. Helicopter must hover with its
main and tail rotor hubs on the rotor
center limit lines.
Minimum hover height
Class 4 — 1.52 m
Class 5 — 4.6 m
See APP 2/MPP 2 Vol. I and Vol. II
for specific class and helicopter approved for each ship.
ATP 16(D)/MTP 16(D)
Figure 9-7. Optional Helicopter Pickup Point Marking
0960 Preparation and Execution
As stated in Article 0923, planning is a vital element in the preparation and execution of any VERTREP
operation. Ships involved in the operation should be informed about the procedures to be followed,
shipboard requirements, and the procedures and limitations of participating helicopters.
0961 Ship Stations
1.
Supplying and Customer Ships. The main advantage of VERTREP over support line transfers is that the supplying and customer ships are not limited to a firm station. Ships can be replenished in
station on a screen or while employed on other tasks (e.g., as a planeguard). But if speed of stores transfer
is the guiding factor, providing that support line transfers are not required to take place simultaneously,
the following optimum stationing should be employed:
a. One or Two Helicopters. The customer ship should be stationed 350 to 900 meters up relative wind of the supplying ship, but not abaft 45° on the bow (see Figure 9-8). This station allows
the helicopter to fly the leg with a heavy load into the wind and fly a safe return circuit back to the
supplying ship with light empty return loads.
b. Three or Four Helicopters. With three or more helicopters, 180 meters should be added
for every additional helicopter employed.
2.
Aircraft Carriers and Commando Ships. These ships should normally be stationed on the
starboard beam of the supplying ship, so that the VERTREP circuit can be seen and controlled from flight
control. It must be remembered that aircraft to starboard cannot be seen from flight control, and the
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ATP 16(D)/MTP 16(D)
Figure 9-8. Example Circuit for One or Two Helicopters with the Relative Wind from the Port Bow
carriers may be operating other helicopters in the ASW or commando role while the VERTREP operation
is in progress.
0962 Ship Movement
1.
The rougher the sea and the more the ship is moving, the more difficult it is for:
a. The pilot to position the hook or the load accurately.
b. The pilot to maintain an accurate hover.
0963 Preparations
1.
Ships Equipped to Operate with Helicopters. Ships that are equipped to conduct VERTREP operations shall go to flying stations/flight quarters. Flight operations will be conducted in accordance with national procedures. When ships are operating with helicopters of other nations, the standard
marshaling signals in APP 2/MPP 2, Vol. I and Annex 9A shall be used at all times to avoid confusion.
Good radio communications are essential. In addition, ships shall make the following preparations:
a. All movable obstructions should be removed from the vicinity of the VERTREP transfer area,
and an adjacent space should be cleared to receive loads when landed at the drop point.
b. During helicopter operations, maintain continuous effort to ensure that the VERTREP operating area (VOA) and adjacent areas are kept free of all material with a potential for foreign object
damage (FOD) to the helicopter.
c. Spectators must be kept clear of the VERTREP transfer area.
d. All personnel working in the vicinity of an operating helicopter or engaged in moving stores to
or from the drop zone should wear protective helmets, protective eyeglasses, sound suppressors,
lifejackets, and non-nylon clothing that fully covers their arms and legs.
e. A fire party with equipment for making foam should be stationed in the vicinity of the cargo
landing area.
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f. The crew of the lifeboat/seaboat must be readily available, but the boat need not be manned.
g. An earthing/grounding pole must be available.
0964 Procedures
1.
Supplying Ship. Aboard the supplying ship, major preparation for the VERTREP operation
commences several days in advance of the actual operation. Cargo requirements and delivery sequences
are planned to allow proper breakout and strike-up of material.
a. Prior to commencement of the VERTREP operation, loads are prestaged on the helicopter deck
for delivery. Any last minute change in replenishment requirements or sequence is disruptive, particularly for fresh and frozen cargo. The prestaged loads are packed and configured ready for transfer. Prior to commencement of the VERTREP operation, helicopters are launched. Normally, the
first helicopter launched will fly over the formation to check the positions of customer ships.
b. Upon commencement of the VERTREP operation, each helicopter picks up a load from the
supplying ship and flies a pattern directly to the customer ship, delivers the load, and then returns
directly to the supplying ship by the fastest, most direct route. Speed within this pattern depends on
the distance and the stability of the loads carried.
c. The primary concern when loading pallets and cargo nets for a VERTREP operation should be
to provide a load that will ride safely in flight. Loosely packed pallets or tight loads are undesirable
and dangerous. Loads (particularly pallets that have been unloaded and handling equipment) must
be of sufficient weight to ensure that the load rides safely (normally a minimum of four pallets or
its equivalent).
d. The number of pallets carried by the VERTREP helicopter depends on its lift capability and on
the receiving ship’s ability to receive the load. As many as four loaded pallets can be carried per
lift. Prior to attaching any load to the VERTREP helicopter, the weight and destination of the load
should be displayed to the pilot on a hand-held blackboard. If any classified material or material
that requires special handling is included in the load, this fact must also be indicated.
e. Operations aboard the supplying ship normally proceed with little difficulty, since the VERTREP helicopters are embarked onboard and close coordination is possible.
2.
Customer Ship. To ensure a smooth VERTREP operation, the customer ship should comply
with the following procedures:
a. Notify the helicopter authority of the location of the helicopter receiving area, unless it is
obvious.
b. Have the helicopter director standing by to direct the helicopter. To ensure that visual contact is
maintained, the director must be able to maintain visual contact with the pilot.
c. Have sufficient personnel and equipment available to handle the cargo after the drop.
d. Clear the cargo handling area of any movable obstructions; depress gun barrels and train them
on the beam; unstep flags and jackstaffs; lower all safety nets; and, during hours of darkness or
poor visibility, provide proper lighting within the VOA.
e. Clear or secure all loose gear near the VOA, including hats and trash. Ensure that large, relatively light objects, such as empty boxes, sheet metal, and plywood, are tied down or removed
from the area affected by the helicopter’s rotor downdraft.
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f. Keep all personnel clear of the load on all external drops. Personnel should not attempt to steady
the load and must never get under a load that is being lowered.
g. As soon as the helicopter departs, clear stores expeditiously from the drop area.
3.
Returning VERTREP Equipment and Retrograde. As pallets, nets, cargotainers, and
hoisting slings accumulate on the customer ship, they are assembled into loads for return to the replenishment ship. In addition to taking up much needed space on the customer ship, they are needed back on the
replenishment ship to make up new loads for VERTREP to the next ship on the VERTREP schedule. If
pallet jacks have been furnished by the replenishment ship, return loads consisting of cargotainers or pallets can be made up clear of the drop zone and moved to the drop zone intact when they are ready for return. Netted pallets are difficult to move with pallet jacks; therefore, it is best to assemble the load on the
drop zone between deliveries (see Figure 9-9).
WARNING
If the helicopter starts an approach prior to completion of the return load assembly in
the drop zone, pull the net up over the load and temporarily secure it with a leg of the
hoisting sling threaded through the corners of the net or a safety hook through the
net’s rings. Then clear the area to await the helicopter’s departure.
a. Pallets. Pallets (Figure 9-9) should be stacked to make up a load between 40.6 and 142.1 cm
high (4 to 14 wood or Mk 3 metal pallets). The load should be secured with the appropriate size
pallet sling and a hoisting sling (two attachment points) should be attached to the load.
WARNING
When making up return loads of nestable tubular steel pallets, a minimum of six pallets must be used.
NOTE
Three loads of pallets may be returned on the same lift if there is sufficient clearance
to lift the load clear of the pickup area. In that case, the hoisting sling (six attachment
points) is attached after the loads are spotted on the VERTREP platform.
b. Nets and Pallets. Nets and pallets (Figure 9-9) are returned by spreading one net on the
VERTREP platform (centered on the VERTREP lineup line or behind the hover limit line), then
stacking four or more pallets (six or more nestable pallets) in the center of the net. Folded nets are
placed on top of the pallets, then the bottom net is pulled up around the entire load and secured with
a becket and hoisting sling.
c. Metal Cargo Containers. Metal cargo containers are returned by folding and placing them
inside one container. All extra straps are also placed inside the one container. One sling is saved to
connect the load to the helicopter.
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ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure 9-9. Preparation of Nets, Pallets, and Mk 105 Slings for Return to Replenishment Ship
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ATP 16(D)/MTP 16(D)
d. Hoisting Slings. Hoisting slings (Figure 9-9) shall be returned by threading the slings on
the flexible leg of one sling and hooking the leg back to itself. (This is the ONLY time the leg is
hooked to itself in this manner.)
CAUTION
No additional cargo shall be attached to the sling legs.
e. Retrograde. On ships with Class 5 VERTREP platforms, return loads are made up in the
same manner as above, except that the hoisting sling pendant is not used. On two, four, and six
attachment-point loads, the required number of legs are attached to the load, then a becket is secured through the leg eyes. On single attachment-point loads (nets and pallets), a becket is used
in the same manner as with a cargo net. On a load of slings, only a sling leg is used.
f. Staging and Pickup of Return Loads.
(1) Any retrograde cargo should be prepared in the same manner as that described for the replenishment ship. When the VERTREP platform is of sufficient size to accommodate several
loads, place the return load as close to the lineup line as possible on the side of the platform
away from the helicopter’s approach. This will leave sufficient room for the helicopter to deposit the next incoming load on the approach side of the platform and then move forward over
the return load.
WARNING
The hookup man shall stay clear of the VERTREP platform until the incoming load
is on deck and the pendant is clear of the load.
(2) As the helicopter moves over the return load, the LSE signals the hookup man to pick up
the hoisting pendant, hand it to the aircrewman positioned in the open cargo access hatch or
place the eye over the helicopter’s hook, and clear the area (moving toward the LSE). The
aircrewman slips the pendant over the helicopter’s hook and ensures that the load is secured and
ready for lifting. This method ensures hookup and eliminates unnecessary and unsafe chasing
of the helicopter. An alternate method for load pickup by H-46 helicopters is to have the
hookup man raise the pendant, slip the eye over the helicopter’s hook, and then clear the area.
(3) On ships with Class 5 VERTREP platforms, there is insufficient rotor clearance to allow
the helicopter to hover low enough to pick up the load in the normal manner. On such ships, the
helicopter hovers at a higher altitude and the aircrewman stationed in the open cargo hook access hatch (1) hooks the eye of the recovery pendant (Mk 92 hoisting sling) to the helicopter’s
cargo hook and then (2) lowers the leg of the recovery pendant down to the cargo load on the
deck. The hookup man goes to the load, attaches the safety hook on the pendant to the becket
(or sling leg) on the load, and then clears the area.
WARNING
Load preparation of retrograde cargo and VERTREP equipment for return to the replenishment ship is as important as proper load make-up by the replenishment ship.
Danger to the helicopter or loss of part or all of the load can result if the cargo is not
properly secured or if prescribed methods are not followed.
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ORIGINAL
ATP 16(D)/MTP 16(D)
(4) VERTREP equipment may be returned internally if the receiving ship has a landing platform. Normally, this procedure is time consuming and is not desired, unless the distance is
greater than 46.3 km or the equipment is so light that it will be dangerous to carry externally.
WARNING
Do not under any circumstances hook an empty net to the helicopter without at least
four wood or six metal pallets or an equivalent weight in the net. To do so would endanger the helicopter by allowing the net to blow into the helicopter’s rotors. In
questionable cases, consult the helicopter pilot.
4.
Load Detachment. The load may be detached from the helicopter in two main ways:
a. Releasing the Load.
The deck party unhooks the load.
b. Pickling the Load. The pilot releases the load and the strop (if fitted) electrically from inside
the cockpit. The pilot should inform the deck party if he intends to use this method so that they can
remain clear. The aircraft will have to land after pickling the load to reset the release mechanism.
0965 VERTREP Equipment
Details of standard NATO and national VERTREP equipment are provided in Annex 9B and national sections in Part II.
0966 Execution
1.
Commence VERTREP. The order “Commence VERTREP” is given by the supplying ship,
once the helicopters have taken off and the first loads are available.
2.
Altering Course and Zigzags. Experienced pilots can pick up and drop loads with the ship
maneuvering. Pilots must be consulted about the feasibility of maneuvers.
3.
Relative Wind. Wind direction and speed should be passed on the first run-in to each helicopter
and then whenever it changes significantly (variations over 10° and 5 knots).
4.
Emergency Landing Deck (in addition to parent deck). During a VERTREP operation,
emergency landing deck(s) should be designated and kept clear, if the ship that provides the helicopter is
over 2 nm from the VERTREP area or the VERTREP distance is in excess of 2 nm. In any case, supplying
ships fitted with flight deck space should always be prepared for emergency landings.
5.
Visual Circuit Procedures.
a. During the approach and pickup phases and while moving away from the deck, the helicopter
will be controlled by the helicopter director and by the aircrewman as necessary.
b. Once the helicopter is clear of the deck, the helicopter control ship will maintain radio control
of the approach until the customer ship is ready to receive the load and the final approach is being
made. Control is then automatically transferred to the receiving ship.
c. While the helicopter is in transit, the supplying ship should pass the helicopter’s call sign (if
more than one helicopter is being used) and the type of load to the customer ship, if this is at variance with the planned program.
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ATP 16(D)/MTP 16(D)
d. Once the load drop has taken place and the helicopter is clear of the receiving ship’s deck, control automatically reverts to the supplying ship.
6.
Emergency Breakaway. Emergency breakaway may be initiated by the customer ship during
the helicopter’s final approach by the use of radio or hand signals. Very pistol lights must not be used if
the helicopter is hovering over the deck with a hooked-on load.
7.
Long-Range and Low-Visibility Procedures. When the distance between the supplying
and customer ships or low visibility precludes the use of a visual circuit, control of the helicopter will be
taken by the supplying ship until the helicopter is in firm contact with the customer ship. Once in contact,
the customer ship takes control until the helicopter is in contact with the supplying ship on its return journey, when control once more reverts to the supplying ship.
8.
Loads.
a. Weight. The standard weight of the load for a particular VERTREP operation is to be stated
in the appropriate signal. It may be possible to plan a gradual increase in load as the helicopter uses
up fuel, but staggered refueling of several helicopters may well preclude this. The use of a standard
load throughout each VERTREP operation is recommended when several helicopters are in use.
The weight of all loads must be known. The load weight, number, destination, and drop point must
be shown on a display board visible to the pilot; the pilot should nod his head to indicate that he has
read the notice.
b. Returns.
(1) The helicopter is to be informed, while it is on its approach to the ship, when there are empties to be returned. Having landed its load, the helicopter will remain in the hover while the load
is removed from the strop/hook and the load of empties is hooked on the strop/hook for the return. Unless prior arrangements are made, it is essential that all empty pallets and associated
gear are returned before the VERTREP operation is completed. To ensure that this happens, a
“return party” of 25 percent of the total deck party is probably required.
(2) The question of return of empties should be discussed at the prereplenishment planning
meeting, if one is held; otherwise, special-to-type RAS containers (e.g., those used for explosive stores) should be returned as soon as they are empty so as to maintain a flow of equipment.
Other items should be returned as convenient. This is required, particularly in large replenishments, as nets and pendants must be used several times. A particular effort is required for returns from the last few loads, to avoid using unproductive helicopter hours in having to wait at
the end of the VERTREP operation.
0967 Visual and Radar Control
When helicopters operate between ships within visual range, both the supplying and customer ships will
maintain visual contact with the helicopter, until it has landed or has completed its mission. When a helicopter is dispatched to more than one ship to make pickups and deliveries, responsibility for maintaining
visual contact rests with the last ship from which the helicopter departed and the next succeeding customer
ship. When possible, radar contact on all helicopters will be maintained by the supplying and customer
ships. Under conditions of low visibility, positive control is mandatory. Parent ships must be cognizant of
the location of their helicopters at all times. When conducting a VERTREP operation beyond visual range
of the parent ship, the ship must be capable of providing voice communications and vectors to the helicopters over the entire route. Both customer and supplying ships should be prepared to assume positive control
of helicopters during night operations or periods of low visibility.
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ATP 16(D)/MTP 16(D)
0970 Administrative Flights
0971 Procedures
1.
Procedures are generally the same for administrative flights as for VERTREP operations. The following points should be considered:
a. If the VOA is also a helicopter landing area that can accommodate the helicopter, the helicopter
may land to pick up or discharge personnel and light cargo. When a helicopter lands on a ship, the
national deck landing procedures of the ship, as specified in APP 2/MPP 2, Vol. I and II, shall be
used.
b. When a landing is not possible, the helicopter will hover and a hand line or the rescue winch
will be used.
CAUTION
The structure of the helicopter can become charged with static electricity during flight;
this charge is a hazard when hooking up or removing external loads. Ground personnel
are responsible for dissipating static electricity by earthing/grounding the helicopter.
Earthing/grounding should be done in accordance with national procedures.
c. Rescue winches generally have an upper and a lower limit on their capacity. The winch attach
point is offset from the center of gravity; therefore, extra care must be given to the stability of the
helicopter when hoisting a heavy load. The lower limit is given to ensure that the winch will not
foul up or that the line will not be sucked up by the propeller wash.
d. As soon as the object to be lifted is off the deck, the helicopter will clear the ship so as not to foul
any ship’s projections.
e. Normally, all light freight and personnel are carried internally in the helicopter. The hoisting of
the material or the amount of the material can affect the stability of the helicopter; therefore, all
transfers are to be at the discretion of the pilot.
f. The exact weight of the load must be displayed to the pilot on a placard or blackboard, and the
cargo is hooked up only after his approval has been obtained.
0972 Personnel Briefing
1.
Briefing of personnel to be transferred is essential and should include the following:
a. The use of safety equipment (i.e., lifejacket, helmet, gloves, and exposure suit).
b. The use of the lifting equipment.
c. The fact should be stressed that the person will be assisted into (or out of) the helicopter; he
should not try to hold on to the cable or the helicopter; and he should obey all instructions.
d. The fact that personnel equipment will be winched up separately.
2.
Refer to APP 2/MPP 2, Vol. I for further information on briefing, a suggested briefing checklist,
and the manifest required for transfer of personnel by helicopter.
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0973 Sick and Wounded
1.
Sick and wounded require special care. Transfer in a litter is the preferred method. The person
should be securely strapped, and the litter should be equipped with flotation equipment. The hoisting ring
and strops are attached so as to allow for a feet-downward attitude. A hand line at the foot of the litter is
used by a deck crewman to guide the litter to the helicopter hatch during hoisting.
2.
Mentally ill persons should not be transported by helicopter unless they are accompanied by a
medical officer.
0980 Safety Precautions and Emergency Procedures
0981 Helicopter-Induced Hazards
1.
The helicopter blades rotate at high speed. They are fragile and shatter when struck. If an incident
occurs on deck, unprotected personnel may be struck and seriously injured.
2.
Because of rotor downdraft, loose objects can be picked up and be propelled at high speeds. Ships
must not dump trash and garbage during VERTREP operations.
3.
Helicopter operations attract sightseers who obstruct operations; therefore, personnel not required
for the VERTREP operation should be cleared from the VERTREP operating area (VOA) when helicopters are operating.
4.
Personnel must be equipped with adequate safety equipment, including helmets, sound suppressors, protective glasses, lifejackets, and non-nylon clothing.
0982 Fire Prevention
1.
A helicopter in flight builds up a considerable charge of static electricity. While there is no record
of any explosion or fire caused by this static electricity, the possibility exists and is of particular concern
when handling loads of ammunition, missiles, or highly volatile liquids.
2.
A severe shock can be experienced by anyone touching the aircraft or load before it has been
earthed/grounded. If insulated gear is not in use, the helicopter must be earthed/grounded with a
long-handled pole that is attached electrically to the ship’s deck.
3.
If helicopters are being refueled (either in flight or on deck), extreme caution should be used because of the volatile nature of fuel.
4.
Where specific clearances for ammunition or other dangerous materials apply, it should be ensured
that they are obtained before the VERTREP operation starts.
5.
Smoking is prohibited in the vicinity of the VOA during helicopter operations.
0983 Firefighting
1.
Depending on the ship’s construction on both the supplying and customer ships, a higher than normal degree of water and gas tightness may be ordered to prevent the spread of fire.
2.
Fire parties and equipment must be available at all times during VERTREP operations in both the
supplying and customer ships. Once saltwater main pressure and hoses have been checked, the hoses must
be turned off to avoid the spray that may distract the pilot, but saltwater main pressure must be maintained
throughout the operation. Foam equipment should be available in the VOA.
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ATP 16(D)/MTP 16(D)
3.
If two supply or drop zones are to be used on one ship, the fire party should be positioned at a convenient point between them. Should an incident involving the fire party occur at one zone, helicopter operations at the second zone must be suspended until the fire party is again available for either zone.
4.
It is important that the fire parties are stationed away from the stores drop zone and behind cover,
so that they will not be affected by the initial impact of a helicopter crash on deck, when rapid disintegration of the helicopter could take place.
0984 Ship Maneuvering
Radical ship maneuvers should be kept to an absolute minimum while the helicopter is hovering over the
ship. VERTREP can be done while the ship is maneuvering, if the pilot is kept informed of the anticipated
movement of the ship. Maneuvering should not normally be conducted while the aircraft is over the deck.
Rapid changes in the ship’s deck position can create numerous hazards for the helicopter pilot and deck
personnel. One obvious hazard from a rapid course change is the change in relative wind. For some helicopters, relative winds are critical. A rapid wind change around the ship’s superstructure and obstructions
can also create unexpected turbulence on and around the VOA. Funnel gases can cause unexpected turbulence and visibility problems. Gentle alterations of ship’s course and speed may be made if essential but the
deck party must be warned in advance so that equipment on deck can be secured.
0985 Cargo Handling
1.
Ensure that no deck personnel attempt to guide or steady a VERTREP load during liftoff or
landing.
2.
Under no condition should deck personnel be under a load that is being lowered.
3.
Deck personnel should ensure that no cargo handling line, cargo net, or pendant attached to a hovering helicopter can be snagged or can ever be secured to a deck projection or fitting.
4.
Ensure that after the load has landed, the receiving area is cleared as quickly as possible.
NOTE
A loaded helicopter should not be waved off solely because the receiving area has
not been completely cleared of the previous load. If space is available for a second or
third drop, all personnel should be cleared from the area and the next load should be
deposited.
0990 Night VERTREP Operations
0991 Limitations
1.
Night VERTREP operations with all-weather helicopters can be carried out in the same manner as
day VERTREP operations, subject to some limitations. A major limitation is the receiving ship’s ability
to provide adequate lighting for safe operations. Night VERTREP cargo pickups and deliveries require
increased care and precision.
2.
During a night VERTREP operation, one or more of the following conditions shall exist prior to
commencing the operation:
a. A natural horizon.
b. The ships are abeam in connected replenishment stations.
9-29
ORIGINAL
ATP 16(D)/MTP 16(D)
c. The pickup and delivery zone of the customer ship is clearly visible from the helicopter cockpit
when the helicopter is positioned over the pickup and delivery zone of the supplying ship.
3.
Under night or low visibility conditions, a wider flight pattern is also necessary. Therefore, delivery rates under night or low visibility conditions are lower than under day VMC.
0992 Pilot Fatigue
The constant and extra concentration required from the pilot for instrument flying is complicated by the
transition from visual to instrument flight and back every time a load is dropped or picked up. It will substantially reduce the number of hours the pilot can fly.
0993 Special Procedures
1.
In addition to those procedures set forth for day VERTREP operations, night VERTREP operations require:
a. Lighting of the VOA should be in accordance with Article 0955.
b. The helicopter director shall use amber wands for signaling the pilot.
c. Use of a green light by the cargo hookup man to indicate the point of cargo hookup.
d. Cargo load weights and destination must be transmitted via radio.
9-30
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX 9A
Standard Marshaling Signals for Aircraft
0900A Marshaling Instructions
1.
For marshaling, marshals should wear a distinctive garment (preferably of fluorescent international orange color or yellow), except when operations dictate otherwise.
2.
Signals to an aircraft on movement areas are designed for use by the marshal facing the aircraft in a
position where the marshal can best be seen by the pilot.
3.
For night operations, the wands will be used in pairs of the same color and should not be too bright.
During surface taxiing and parking, the pilot will stop immediately when one or both of the marshal’s
wands fail.
4.
The pilot may use these signals, as appropriate, in a similar way to that indicated for the marshal.
0910A Marshaling Signals
This annex provides one set of marshaling signals for hovering and VTOL aircraft (see Figure 9A-1). The
general marshaling signals for aircraft are not included in this publication. Refer to APP 2/MPP 2, Vol. I for
general marshaling signals.
NOTE
Specialized signals or a complete list of signals that apply only to a particular aircraft
or operational role are not included in Figure 9A-1. They should continue to be included in the unit’s operating instructions and other specialized publications of the
appropriate service.
SIGNAL
1.
DAY
Marshaler stands with arms
raised vertically above head
and facing toward the point
where the aircraft is to land.
The arms are lowered repeatedly from a vertical to a
horizontal position, stopping
finally in the horizontal
position.
NIGHT
REMARKS
Same as day sig- Conforms to
nal w i t h w ands ICAO signal.
held as extension
of hands.
LANDING DIRECTION
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 1 of 6)
9A-1
ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
DAY
NIGHT
REMARKS
Arms extended horizon- Same as day signal Conforms to
tally sideways beckoning with wands held as ICAO signal.
upw ar ds, w i t h pal ms extension of arms.
t ur ned up. Speed of
movement indicates rate
of ascent.
2.
MOVE UPWARD
3.
Arms extended horizon- Same as day signal Conforms to
tally sideways, palms with wands held as ICAO signal.
downward.
extension of arms.
HOVER
Arms extended horizon- Same as day signal Conforms to
tally sideways beckoning with wands held as ICAO signal.
down- wards, with palms extension of arms.
turned down. Speed of
movement indicates rate
of descent.
4.
MOVE DOWNWARD
Right arm extended hori- Same as day signal Conforms to
zontally sideways in di- with wands held as ICAO signal.
rection of movement and extension of arms.
other arm swung over the
head in the same direct i on, i n a r epeat i ng
movement.
5.
MOVE TO LEFT
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 2 of 6)
9A-2
ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
DAY
NIGHT
REMARKS
Left arm extended hori- Same as day signal Conforms to
zontally in direction of with wands held as ICAO signal.
movement and other arm extension of arms.
swung over the head in
the same direction, in a
repeating movement.
6.
MOVE TO RIGHT
W hen ai r cr af t ap- Same as day signal Conforms to
proaches director with with wands held as ICAO signal.
landing gear retracted, extension of arms.
marshaler gives a signal
by side view of a cranking
circular motion of the
hands.
7.
LOWER WHEELS
8.
Waving of arms over the Same as day signal Conforms to
head.
with wands held as ICAO signal.
extension of arms.
WAVE-OFF
9.
Arms crossed and ex- Same as day signal Conforms to
tended downwards in
with wands held as ICAO signal.
front of the body.
extension of arms.
LAND
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 3 of 6)
9A-3
ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
DAY
NIGHT
REMARKS
When rotor starts to “Run Same as day signal
down,” marshaler stands with wands held as
with both hands raised extension of arms.
above head, fists closed,
thumbs pointing out.
10.
DROOP STOPS OUT
11.
When droop stops go in, Same as day signal
marshaler turns thumbs with wands held as
inwards.
extension of arms.
DROOP STOPS IN
12.
Left hand above head, Same as day signal Conforms to
right hand pointing to indi- with wands held as ICAO signal.
vidual boots for removal. extension of arms.
REMOVE BLADE TIEDOWNS
13.
Circular motion in horizon- Same as day signal
tal plane with right hand with wands held as
above head.
extension of arms.
ENGAGE ROTOR(S)
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 4 of 6)
9A-4
ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
14.
DAY
NIGHT
REMARKS
Rope climbing motion with Same as day signal
hands.
with wands held as
extension of hands.
HOOK UP LOAD
Left arm extended forward Same as day signal
horizontally, fist clenched, with wands held as
right hand making vertical extension of hands.
pendulous movement with
fist clenched.
15.
RELEASE LOAD
Bend left arm horizontally Same as day signal Conforms to
across chest with fist with wands held as ICAO signal.
clenched, palm down- extension of hands.
ward; open right hand
pointed up vertically to
center of left fist.
16.
LOAD HAS NOT BEEN RELEASED
17.
Left arm horizontal in front
of body with fist clenched;
right hand with palm
turned upwards making
upward motion.
Same as day signal
with wands held horizontally, perpendicular to aircraft.
WINCH UP
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 5 of 6)
9A-5
ORIGINAL
ATP 16(D)/MTP 16(D)
SIGNAL
18.
DAY
NIGHT
Left arm horizontal in
front of body with fist
clenched; right hand with
palm turned downwards
making downward
motion.
Same as day signal
with wands held horizontally, perpendicular to aircraft.
REMARKS
WINCH DOWN
Right arm extended for- Same as day signal
ward horizontally with fist with wands held as
clenched; left arm mak- extension of arms.
ing horizontal slicing
movements below the
r i ght f i st w i t h pal m
downward.
19.
CUT CABLE
Bend elbow across chest Same as day signal
with palm downward. Ex- with wands held as
tend arm outward to hori- extension of arms.
zontal position, keeping
palm open and facing
down.
20.
SPREAD PYLON
21.
Extend right arm hori- Same as day signal
zontally, palm down- with wands held as
ward. Bend arm across extension of arms.
chest, keeping palm
down.
FOLD PYLON
Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 6 of 6)
9A-6
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX 9B
VERTREP Equipment
0900B VERTREP Equipment Specifications
1.
Some of the equipment commonly used in VERTREP operations is described in the following
paragraphs for each NATO nation. The agreed NATO standard dimensions are provided as follows:
a. Cargo sling extension strop and pendant attachment — See Figure 9B-1.
b. Cargo sling, stirrup, ring, and shackle attachment — See Figure 9B-2.
9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
CENTIMETERS
A
6.35 MIN
B
4.45 MIN
C
2.54 MIN
Figure 9B-1. Cargo Sling Extension Strop and Pendant Attachment
9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
CENTIMETERS
A
6.35 MIN
B
4.45 MIN
C
2.54 MIN
Figure 9B-2. Cargo Sling, Stirrup, Ring, and Shackle Attachment
9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
9B-4
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX A
Glossary
A
abeam replenishment/ravitaillement à couple. The transfer at sea of personnel and/or supplies
by rigs among two or more ships proceeding side by side.
alongside replenishment/ravitaillement à couple. See abeam replenishment.
approach/présentation. The phase of replenishment at sea between the moment when the ship leaves
her stand-by or waiting station to make for her replenishment station and the moment the first line
is passed.
approach lights/feux de présentation. The lights displayed by the ship upon which the approach is
being made.
approach ship/bâtiment en présentation. The ship that is to carry out the approach maneuver, or
which is in the process of carrying it out.
astern fueling/ravitaillement en flèche. The transfer of fuel at sea during which the receiving
ship(s) keep station astern of the delivering ship.
B
back suction/aspiration. An operation to drain the liquid remaining in a transfer hose back onto the
supplying ship by reverse pumping, Venturi, or gravity-syphon effects.
bitter end/extrémité libre d’une manoeuvre courante. The free end of a running rope, the other
end of which is under tension.
blow through/chasse d’air. An operation to drain a liquid remaining in a transfer hose into the customer ship’s tanks by means of a charge of air.
blown down/chasse d’air. See blow through.
bolo line/système lance-amares. A light line, with a weight at the end that is whirled and let go to
pass the first line between ships.
bowsing-in line/brin de retenue. A rope used to hold a hose to the deck or to the side of the ship.
breakable spool coupling/raccord à manchon de rupture. A swing bolt hose coupling having
one spool which is weakened by a groove and can be broken with a sledgehammer for an emergency breakaway.
bridle/patte d’oie. Two or more legs of rope, wire or chain connected by means of a link or ring.
Burton rig/gréemont Burton. A rig for the transfer of solids, in which the load, suspended at the
meeting point of two cables, is winched from one ship to another, one winch being in the delivering
ship and the other in the receiving ship.
A-1
ORIGINAL
ATP 16(D)/MTP 16(D)
C
cargo drop reel/touret d’affalage. A drum carrying the wire used to lower the transferred load onto
the unloading area. See also traveler reel.
close-in rig/gréemont à courte distance. A light rig for the transfer of liquids at a close distance.
conical cap/coiffe conique. A conical metal cap with a ring at its apex that is attached to the end of a
hose for astern fueling.
contour lights/feux de contour. The lights displayed by the ship upon which station is kept during
replenishment at sea at night, to indicate her outline and position relative to the ship keeping
station.
customer ship/bâtiment ravitaillé. The ship in a replenishment unit that receives the transferred
personnel and/or supplies.
D
deck elbow/col de cygne. A 90 degree flanged and valved pipe fitting that directs a flow of liquid
from the horizontal plane to the vertical. Used in conjunction with a breakable spool coupling.
delivering ship/bâtiment fournisseur. The ship in a replenishment unit that delivers the rigs(s).
distance line/ligne de distance. A line with marks and/or agreed lights at 6 meter intervals kept taut
between the delivering and receiving ships during abeam replenishment to act as a constant measure of the lateral distance between the ships.
dolly/berceau. A cradle for the movement aboard and the transfer at sea of awkward or fragile loads.
double Burton rig/gréement Burton double. A Burton rig for the transfer of heavy loads, in
which the cables are replaced by double whips.
double probe rig/gréement probe double. A rig for the transfer of fuel fitted with twin probes.
E
easing-out line/ligne de raccompagnement. A rope passed through a pendant of the rig for the
purpose of steadying the movement as it is being eased out.
elongated shackle/manille garcette. The special fueling-at-sea shackle is a galvanized forged steel
safety chain shackle with the throat opening of a 7/8 inch shackle but with the elongated body of a
1/2 inch shackle.
emergency breakaway/séparation d’urgence. Those actions to be carried out to restore individual freedom of movement to the ships replenishing in the shortest possible time.
eye plate/piton à oeil ou plaque à oeil. A base plate secured to the deck or superstructure upon
which is fixed an eye or ring.
F
fairlead/chaumard. A suitably placed roller or sheave that serves to guide or lead a running line in a desired direction.
A-2
ORIGINAL
ATP 16(D)/MTP 16(D)
fairlead block/poulie de renvoi. A block for altering the direction of a running line.
fairlead roller/chaumard à rouleaux. See fairlead.
faked, flaked/lové à longe plis, à longs plets. Laid flat on the deck in elongated bights with adjacent loops close together.
flange/bride. A flat part fitted to the end section of a hose or pipe to enable them to be connected.
float method/méthode par flotteur. An astern fueling procedure where the hose line is towed astern
with a float at the end for the receiving ship to grapple.
flounder plate/plaque de liaison. A perforated metal plate enabling the various parts of rig to be
interconnected.
flow-through saddle/gouttière-raccord. A curved length of metal pipe provided with an attachment feature for suspension, to both ends of which transfer hose lengths are connected.
frapping line/brin de retenue. See bowsing-in line.
fueling/ravitaillement en combustible. An operation consisting of filling the fuel tanks of a ship up
to a predetermined level.
fueling trunk/puits de ravitaillement. An opening in the superstructure or deck into which a fueling
hose is inserted for filling the ship’s tanks.
G
grommet strop/estrope à erseau. A grommet bound by a flat seizing to form a figure-of-eight.
gunline method/méthode par lance-amarres. In astern fueling, the procedure where the hose line
is sent over to the receiving ship by means of a gunline.
gypsy head/treuil. A smooth, winch-mounted drum for heaving the ropes, wires, and hawsers.
H
hard eye/oeil à cosse. A thimbled eye.
heavy jackstay rig/gréement câble support lourd. A rig for the transfer of heavy loads that uses
a wire support line.
high line rig/gréement ligne haute. A rig for the transfer of solids or personnel that uses a rope or
wire support line.
high point/point haut de fixation. A mobile or fixed attachment point for the replenishment rig,
strong enough to withstand its tension and high enough to allow its use.
hogging-in line/ligne de manutention. A line used on board the receiving ship to handle and to line
up the hose before attaching it.
hose clamp/agrafe de manche. A detachable collar equipped with plates, brackets, or hooks that is
fitted on a hose for the purpose of making the latter easier to handle.
A-3
ORIGINAL
ATP 16(D)/MTP 16(D)
hose line/ligne ou touline de passage de manches. A line passed to the receiving ship to enable the latter to heave in the supply hose attached to the end of it.
hose messenger/ligne ou touline de passage de manches. See hose line.
hose stirrup/emport de manche. A canvas sling that can slide along a support line and which holds
a lightweight hose.
housefall rig/gréement housefall. A rig for the transfer of solids, in which the load is suspended at
the meeting point of two cables controlled, one directly and one via a block in the receiving ship, by
winches in the delivering ship.
I
Inglefield clip/mousqueton Inglefield. A clip composed of two links each of which has a bevelled
opening on one side to receive the other link.
inhaul line/hâle-à-bord. A line by which the delivering ship controls the movement of a traveler block.
J
jackstay fueling rig/gréement câble support de manches. A rig for the transfer of liquids that
uses a wire support line to carry the hose(s).
jackstay line/ligne ou touline de passage du câble support. A line passed to the receiving
ship to enable the latter to heave in the jackstay attached to it.
jigger tackle/palan de manoeuvre. A lightweight general purpose tackle.
K
kingpost/mâtereau. A fixed mast fitted with one or more high points. It may be retractable.
Klein Chicago gripper/griffe Klein Chicago. Articulated clamp which tightens under the effect of
traction; this clamp, shackled to a messenger, is used for passing a wire support line.
L
large derrick rig/gréement grand mât de chargé. A rig for the transfer of liquids that uses a large
derrick to support the hose(s) outboard.
latch indicator flag/indicateur visuel de verrouillage. A mechanical indicator, as used on the
probe receiver, to show whether the probe is latched or not.
lead(ing) block/poulie de renvoi. See fairlead block.
light jackstay rig/gréement câble support léger. A rig for the transfer of light loads or personnel
that uses a rope support line.
lightline/ligne légère de passage. A lightweight line passed between ships for the transfer of small
items.
A-4
ORIGINAL
ATP 16(D)/MTP 16(D)
M
manifold/collecteur. A large pipe, valve-chest, or distribution box from which several pipelines lead
and a flow of liquid products may be directed from one to another.
manila/synthetic highline rig/gréement ligne haute en chanvre ou synthetique. A hi ghline rig that uses a rope or synthetic support line.
marker buoy/bouée de tenue de poste. In astern fueling, a buoy towed by the delivering ship to
serve as a distance marker for the receiving ship.
messenger/ligne ou touline de passage. A line to pass a heavier line or the rig.
modified housefall rig/gréement housefall modifié. A housefall rig modified by using the
outhaul line as a support line for a traveler block which carries the load.
monkey plate/plaque triangulaire à trois trous. See tie plate.
N
NATO 1 fueling rig/à couple. 178 mm, abeam, fuel, probe/probe receiver.
NATO 2 fueling rig/par l’arrière. 152 mm, astern, fuel, breakable spool coupling.
NATO 3 fueling rig/à couple. 65 mm, abeam, fuel, delivery nozzle/receiving coupling.
NATO 4 fueling rig/par l’arrière. 65 mm, astern, fuel, delivery nozzle/receiving coupling.
NATO 5 water rig/à couple/par l’arrière. 65 mm, abeam/astern, water, threaded couplings.
NATO hose coupling/raccord de manche OTAN. Any standardized connection permitting the
transfer of liquids between ships of different nationalities.
NATO standard long link/maille longue OTAN. A long link that was standardized to enable rigs
for replenishment to be connected between ships of different nationalities.
O
outhaul line/hâle-dehors. A line by which the movement of the traveler block is controlled by the receiving ship or by the delivering ship via a lead block in the receiving ship.
P
padeye/piton à oeil. See eye plate.
pelican hook/croc à échappement. An articulated hook which is held closed by means of a mousing link, and which can be opened while under tension.
pendant/pantoire. A length of wire or rope used to take the strain of a rig or the weight of an object.
probe coupling/probe. A hose coupling consisting of a probe on the delivering ship’s hose designed
to fit automatically into a receiver cone in the receiving ship.
pumping rate/taux de pompage. The quantity of liquid product that can be delivered based on
pump capacity and hose diameter. It is measured in tons or cubic meters per hour.
A-5
ORIGINAL
ATP 16(D)/MTP 16(D)
Q
quick release coupling/raccord à largage rapide. A device which permits the connection of
hoses and their rapid disconnection while in use.
R
ram tensioner/installation de tensionnement automatique à piston. A piston operated device used to maintain a preset tension on a cable stretched between two ships, in spite of their relative movements and the weight of the transferred load.
receiving ship/bâtiment récepteur. The ship in a replenishment unit that receives the rig(s).
reception station/poste de réception. A transfer station in the customer ship.
recovery line/ligne ou touline de récupération. Line used by the delivering ship to haul back the
outer end of the hose rig.
remating line/ligne de réemboîtage. A line used by the receiving ship to engage the probe with the
receiver in the event of disconnection.
replenishment at sea/ravitaillement à la mer. Those operations required to make a transfer of
personnel and/or supplies when at sea.
replenishment course and speed/route et vitesse de ravitaillement. The course and speed
ordered by the OTC for the replenishment unit guide.
replenishment unit/unité de ravitaillement. A group of ships consisting of one or more delivering
ships with one or more receiving ships replenishing and ships in waiting and/or lifeguard stations.
rescue strop/sangle de sécurité. A piece of rescue equipment which is placed around a person’s
chest to secure that person to a rescue line or helicopter hoist cable. Also called a horse collar.
retrieving line/ligne ou touline de récupération. See recovery line.
riding hook/bec de retenue. A hook on a hose end clamp around which is rove the riding line.
riding line/ligne de manoeuvre. A line, used by the receiving ship and controlled by a tackle, for
handling the hose end and taking its strain.
riser/colonne montante. The part of the system of piping that extends vertically, as from one deck to
another.
S
saddle/gouttière de manche. A curved metal gutter shaped tray which supports the transfer hose.
saddle whip/ligne de manoeuvre de gouttière. A wire used by the delivering ship to control the
saddle.
safe working load/charge maximum utile. In sea operations, the maximum load that can be safely
applied to a fitting, and normally shown on a label plate adjacent to the fitting. See also static test
load.
senhouse slip/croc à échappement. See pelican hook.
A-6
ORIGINAL
ATP 16(D)/MTP 16(D)
shut-off valve/vanne à fermeture rapide. A quick action valve for stopping the flow of a liquid instantly. In replenishing rigs such a valve should be integrated in the coupling of the transfer hose to
prevent spillage on disconnection.
skip box/benne de transfert. A rectangular, low-sided, box-shaped sling for transferring small cases
or packages in loading or discharging cargo.
sliding block/chariot coulissant. A vertically movable high point block in the delivering ship.
sliding padeye/piton à oeil coulissant. A vertically movable high point in the receiving ship.
spanwire rig/gréement ligne haute pour manches. A rig for the transfer of liquids that uses a
wire support line to carry the hose(s).
static test load/charge d’épreuve statique. In sea operations twice the safe working load. See
also safe working load.
STREAM/STREAM. A U.S. acronym which stands for Standard Tension Replenishment Alongside
Method, and which covers several U.S. replenishment systems.
supplying ship/bâtiment ravitailleur. A ship in a replenishment unit that provides the personnel
and/or supplies to be transferred.
support line/câble support. A wire or rope, stretched between the delivering and receiving ships,
and used as an overhead support for one or more traveler blocks in the transfer of materiel or personnel. General term for: highline (US), jackstay (UK), spanwire (US).
swing bolt/boulon basculant. A threaded fastener that can be swung clear of the fitting for unobstructed access to the opening. See breakable spool coupling.
T
tie plate/plaque triangulaire à trois trous. A triangular metal plate with three holes, enabling various parts of a rig to be interconnected.
transfer station/poste de transfert. A ship’s designated area equipped for replenishment at sea.
transfer station marker/marqueur de poste de transfert. A visual indication of a transfer station number or the nature of the commodities ready to be transferred from this station: a panel by
day, a light box by night.
traveler block/poulie trolley. A sheaved assembly which can be moved along a support line and beneath which is carried the load to be transferred.
traveler reel/touret trolley. An assembly consisting of a traveler block and a cargo drop reel.
trolley block/poulie trolley. See traveler block.
trough/gouttière de manche. See saddle.
trough wire/ligne de manoevre de gouttière. See saddle whip.
U
underway replenishment/ravitaillement à la mer. See replenishment at sea.
A-7
ORIGINAL
ATP 16(D)/MTP 16(D)
V
vertical replenishment/ravitaillement vertical. The use of a helicopter for the transfer of materiel
to or from a ship.
W
weak link/maille de rupture/de sécurité. A link designed to break when subjected to a given stress.
wire highline rig/gréement ligne haute en acier. A rig for the transfer of heavy loads that uses a
wire support line.
A-8
ORIGINAL
PART II
NATIONAL INFORMATION
INTENTIONALLY BLANK
AUSTRALIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER AU2
Scheduling Replenishment at Sea — Australia
AU0230 Australian Rigs
See Table AU2-1.
AU0240 Australian Ships
See Table AU2-2 and Figures AU2-1 through AU2-8.
AU2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table AU2-1. Rigs Used by Australia (Sheet 1 of 2)
Australia
Ship Type or
Class
FUEL RIG
Crane or
Derrick
STREAM
Tensioned
Span Wire
Close In
Astern
Nontensioned
Span Wire
VERTREP
Oilers:
SUCCESS
R-D
R-D
WESTRALIA
R
DDG
R
R
FFG
R
R-D
ANZAC FFH
R
TOBRUK
R
R-D
LPA
R
R-D
R
R
Submarines
R
MHC
R-D
R
MHI
R
Patrol Boats
R
LCH
R
Code: R—Receive
D—Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
AU2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table AU2-1. Rigs Used by Australia (Sheet 2 of 2)
Australia
Ship Type or
Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Jackstay
Manila
Highline
STREAM
Tensioned
Highline
Oilers:
SUCCESS
D
R
WESTRALIA
R
R-D
DDG
R
R-D
FFG
R
R-D
ANZAC FFH
R
R-D
TOBRUK
R
R-D
LPA
R
R-D
Submarines
MHC
R
MHI
R-D
Patrol Boats
R-D
LCH
R-D
Code: R— Receive
D— Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
AU2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table AU2-2. Australian Ship-Specific Data (Sheet 1 of 2)
Ship Class
Length of Ship (meters)
DURANCE
158.5
ADELAIDE
ANZAC
LEAF
138.1
118
170.7
Beam (meters)
14.3
14.8
25.9
Mean Draught (meters)
7.9
6.2
11.8
Full Load Displacement
(metric tons)
4,026
3,600
40,870
Full Speed (knots)
29
27
16
Economical Speed (knots)
20
18
RAS Speed (knots)
As Required
As Required
Height of RAS Point from
Water Level (meters)
10 to 14
12
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
2.1 to 10.3
Water
<6.9
AVCAT
<6.9
Adaptor Type:
Lub. Oil
Diesel
7-inch Standard
NATO Probe
Water
2½-inch Hydra
Search
AVCAT
2-inch JC Carter
Coupling
AU2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
Table AU2-2. Australian Ship-Specific Data (Sheet 2 of 2)
Ship Class
SUCCESS
TOBRUK
KANIMBLA
Length of Ship (meters)
157.3
126.7
168.2
Beam (meters)
21.3
17.9
21.2
Mean Draught (meters)
8.6
4.3
5.7
Full Load Displacement
(metric tons)
17,965
6,066
8,585
Full Speed (knots)
20
18
20
Economical Speed (knots)
15
15
15
RAS Speed (knots)
13 to 17
12
As Required
Height of RAS Point from
Water Level (meters)
Heavy Station: 10 to 20
Light Station: 14
Heavy Station: 10.7
Light Station: 11.8
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
10.3
Water
6
AVCAT
Adaptor Type:
Lub. Oil
2.5 BSP Male Thread
(Not Transferred at Sea)
Diesel
STREAM
7-inch Hose
NATO A or B
QRC
ROBB
Probe QRC or 6-inch
Water
2½-inch BIC
2-inch Hose into Open
Tape Filling Lines
AVCAT
AU2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
561
348
249
0
171
106
76
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
WESTRALIA
Name of Ship
Nom du Bâtiment
WESTRALIA
0195
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-1. WESTRALIA
AU2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
DURANCE (P.R.E.)
Name of Ship
Nom du Bâtiment
MUSE
VAR
5,500
1,300 m3
2,800
150
A607
A608
DURANCE
A629
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
680 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
1.7 t
Maximum Lift Capacity
Capacité Maximum de
Levage 0.5 t
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-2. DURANCE
AU2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
ADELAIDE (FFG)
Name of Ship
Nom du Bâtiment
OLIVER H. PERRY
OEP
QMD
OX27
780 m3
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
11,355
4,485
540
33.8
227 kg
1t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-3. ADELAIDE
AU2-8
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
ANZAC
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
4.5 m3
441 m3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
280 kg
ANZAC (FFH)
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
56.1 m3
1t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-4. ANZAC
AU2-9
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
LEAF (AOR)
Name of Ship
Nom du Bâtiment
LEAF
37,000 m3
576 m3
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
1,400 m3
65 m3/hr
900 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
20 m3/hr
Solids Replenishment Station
Poste de Ravitaillement (Solides)
5t
8t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-5. LEAF
AU2-10
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
SUCCESS
SUCCESS
304 DURANCE
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
9,960 m3
115 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
680 m3/hr
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Personnel, Light Stores
1.9 t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-6. SUCCESS (Page 1 of 3)
AU2-11
CHANGE 1
ATP 16(D)/MTP 16(D)
63 meters
90.6 meters
98 meters
147 meters
Figure AU2-6. SUCCESS (Page 2 of 3)
AU2-12
CHANGE 1
ATP 16(D)/MTP 16(D)
STN
1
2
DIST.
FROM
STEM
63 meters
63 meters
LOCATION
STBD FWD
GANTRY
PORT FWD
GANTRY
COMMODITY
and
HOSE SIZE
RIG
RATE
or
CAPACITY
STREAM fuel (Single Probe,
QRC, NATO A/B, Robb)
F76 - 178 mm
H2O - 64 mm BIC
680 m³/hr
50 m³/hr
STREAM/SURF
Stores, Ammunition, Missiles
1.86 T
(at CDR
hook)
STREAM fuel (Single Probe,
QRC, NATO A/B, Robb)
F76 - 178 mm
¹ F44 - 178 mm
H2O - 64 mm BIC
680 m³/hr
340 m³/hr
50 m³/hr
¹ Station 2 requires reconfiguration and hose flushing to provide
AVCAT, and therefore requires a minimum of 24 hours’ notice.
AVCAT is not normally provided from Station 2.
2A
3
4
5
5A
6
7
61 meters
PORT FWD
GANTRY
Probe receiver (receive only)
F44 & F76 - 178
mm
90.6 meters
STBD C/L
KINGPOST
Light jackstay (receive only)
Personnel or light
stores
-
90.6 meters
PORT C/L
KINGPOST
Light jackstay (receive only)
Personnel or light
stores
-
98 meters
STBD AFT
GANTRY
STREAM fuel (Single Probe,
QRC, NATO A/B, Robb)
F76 - 178 mm
F-44 - 102 mm
H2O - 64 mm BIC
680 m³/hr
173 m³/hr
50 m³/hr
98.5 meters
STBD AFT
GANTRY
Probe receiver, QRC (receive
only)
F76 - 178 mm
600 m³/hr
98 meters
PORT AFT
GANTRY
STREAM fuel (Single Probe,
QRC, NATO A/B, Robb)
F-76 - 178 mm
H2O - 64 mm BIC
680 m³/hr
50 m³/hr
STREAM SURF
Stores, Ammunition,
Missiles
1.86 T
(at CDR hook)
VERTREP
Personnel, Stores,
Ammunition, Missiles
-
147 meters
FLIGHT
DECK
600 m³/hr
SUCCESS is capable of day and night underway replenishment. Ammunition, solid cargo, and liquid cargo can
be supplied simultaneously to ships connected alongside, with concurrent VERTREP operations.
Figure AU2-6. SUCCESS (Page 3 of 3)
AU2-13
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
TOBRUK (AHLS)
Name of Ship
Nom du Bâtiment
TOBRUK
24.33 m3
778.52 m3
L50
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
732.86 m3
300 m3/hr
3 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
40 m3/hr
Solids Replenishment Station
Poste de Ravitaillement (Solides)
227 kg
1t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-7. TOBRUK
AU2-14
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
0
551
STATION DATA NOT AVAILABLE
0
168
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KANIMBLA
Name of Ship
Nom du Bâtiment
LPA KANIMBLA
LPA MANOORA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
325 m3
32.1 m3
115 m3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure AU2-8. KANIMBLA
AU2-15
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
AU2-16
CHANGE 1
BELGIUM
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER BE2
Scheduling Replenishment at Sea — Belgium
BE0230 Belgian Rigs
See Table BE2-1.
BE0240 Belgian Ships
See Figures BE2-1 and BE2-2.
BE2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table BE2-1. Rigs Used by Belgium (Sheet 1 of 2)
BELGIUM
FUEL RIG
Crane or Small
Derrick
Close In
Fishery Protection
Vessel and Mine
Countermeasures
Tender
GODETIA (1)
D (2)
R
Mine
Countermeasures
Tender
ZINNIA
D
R
R-D
R (3)
R
Ship Type or Class
Minehunters (MHC)
Flower Class (CMT)
Frigates
WIELINGEN Class
(E-71)
Large Derrick
R (4)
Span Wire
R (5) (6)
Astern
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) BNS Godetia (A960) uses a slipping clutch as a protective device.
(2) Preferred delivering station on starboard side.
(3) Preferred receiving station on port side.
(4) Preferred receiving station on starboard side.
(5) In case of NATO breakable-spool coupling, attachment point for the span wire at 5 meters above fueling
connection.
(6) Possible to change probe fueling side within 10 minutes (1 probe available either side).
BE2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table BE2-1. Rigs Used by Belgium (Sheet 2 of 2)
BELGIUM
Ship Type or Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Fishery Protection
Vessel and Mine
Countermeasures
Tender
GODETIA
Mine
Countermeasures
Tender
ZINNIA
Light
Jackstay
Tensioned
Highline
R-D
R (2)
R-D
R-D
R-D
Minehunters (MHC)
Flower Class (CMT)
Frigates
WIELINGEN Class
(E-71)
Manila
Highline
R - D (3)
R (1)
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Preferred receiving station on starboard side.
(2) Capability is for STREAM rig with traveling SURF (US).
(3) Preferred delivering station on starboard side.
BE2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A960
BNS GODETIA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
440 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
154 m3
Double Hose
Manche Double
Solids Replenishment Station
Poste de Ravitaillement (Solides)
102 mm Hose
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
51 mm Hose
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
Maximum Lift Capacity
Capacité Maximum de
Levage 249 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure BE2-1. BNS GODETIA
BE2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
A961
Name of Ship
Nom du Bâtiment
BNS ZINNIA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
607 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
333 m3
Double Hose
Manche Double
Solids Replenishment Station
Poste de Ravitaillement (Solides)
102 mm Hose
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
51 mm Hose
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
Maximum Lift Capacity
Capacité Maximum de
Levage 249 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure BE2-2. BNS ZINNIA
BE2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
BE2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX BE9B
VERTREP Equipment — Belgium
1.
Aircraft Cargo Hooks. The Belgian Navy uses a conforming strap type of cargo hook, the
Cargo Swing Type SIREN A90. The cargo hook, shown in Figure BE9B-1, is used on the Alouette III helicopter. Maximum allowable weight is 750 kg, but normal operating weight is restricted to 400 kg. The
strap, after passing through the appropriate fitting on the load, is positioned in the rear slot. The hook is
then closed manually by pulling on the red trigger in the handle. The hook is opened manually by pushing
the button in the housing on top of the handle.
2.
Pendants and Slings. The Belgian Navy uses two sling types. The older model is Strap
Type MEILI AL-1. Dimensions of this sling’s eyes are given in Figure BE9B-2. The straps come in different lengths (1, 2, 3, 4, and 5 meters) and can be shackled together to form the appropriate length. The
smaller eye can be passed through the slit in the larger one to form a loop. The working load depends on
the configuration used, as given in Figure BE9B-3. The newer model of sling is steel, 15 feet (4.572
meters) in length, and displayed in Figure BE9B-4.
3.
Cargo Rings, Stirrups, and Shackles. The Belgian Navy uses a snaphook, shown in Figure
BE9B-5, to connect the eyelets of the net. The sling is connected to the snaphook with a (Type SKT) half
link (Figure BE9B-6) and swivel joint (Figure BE9B-7). Figure BE9B-8 displays how these components
interconnect.
4.
Nets and Pallets. The Belgian Navy uses one size of net, as shown in Figure BE9B-9. The capacity and dimensions are:
LOADS HANDLED
Loose Cargo
CAPACITY
750 kg
LENGTH
4m
WIDTH
4m
WEIGHT
20 kg
ASSOCIATED
EQUIPMENT
Connecting Shackle,
Strap Type MEILI AL-1
BE9B-1
CHANGE 1
ATP 16(D)/MTP 16(D)
C A
B
DIMENSION
CENTIMETERS
A
14.0
B
1.6
C
0.8
Figure BE9B-1. Cargo Swing Type SIREN A90
D
C
F
B
A
G
F
DIMENSION
CENTIMETERS
A
51
B
50
C
17
D
14
E
54
F
19
G
50
E
C
Figure BE9B-2. Sling Strap Type MEILI AL-1
BE9B-2
CHANGE 1
ATP 16(D)/MTP 16(D)
WORKING LOAD
90º
KG
1,000
900
2,000
1,250
Figure BE9B-3. Strap Configuration and Working Load
4.572 m
Figure BE9B-4. Steel Sling
BE9B-3
CHANGE 1
ATP 16(D)/MTP 16(D)
A
B
C
F
G
D
E
DIMENSION
MILLIMETERS
A
13
B
32
C
168
D
29
E
25
F
44
G
44
WEIGHT: 1.5 KG
Figure BE9B-5. Connecting Snaphook
BE9B-4
CHANGE 1
ATP 16(D)/MTP 16(D)
B
A
C
LOCKING SET
DIMENSION
MILLIMETERS
A
34
B
26
C
25
WEIGHT: 0.2 KG
Figure BE9B-6. Half Link
A
B
DIMENSION
MILLIMETERS
A
96
B
59
WEIGHT: 1.4 KG
Figure BE9B-7. Swivel Joint
BE9B-5
CHANGE 1
ATP 16(D)/MTP 16(D)
EYE OF SLING
HALF LINK
LOCKING SET
SWIVEL JOINT
LOCKING SET
HALF LINK
SNAPHOOK
Figure BE9B-8. Complete Sling Assembly
BE9B-6
CHANGE 1
ATP 16(D)/MTP 16(D)
19 STRINGEN
A
B
C
19 STRINGEN
DIMENSION
CENTIMETERS
A
50
B
80
C
21
Figure BE9B-9. Cargo Net
BE9B-7
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
BE9B-8
CHANGE 1
BULGARIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER BX2
Scheduling Replenishment at Sea — Bulgaria
BX0230 Bulgarian Rigs
See Tables BX2-1 and BX2-2.
BX0240 Bulgarian Ships
See Figures BX2-1 and BX2-2.
BX2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table BX2-1. Replenishment Receiving Station Data — SMELI
Item
Fuel Receiving Station Data Sheet
1
Fuel receiving station (meters from bow)
21
87
2
Fuel receiving station location (port/starboard)
Starboard
Port
3
Maximum offstation angle (degrees forward/aft
of attachment point)
30/30
-
4
Rig attachment point height (meters above
water line)
5
3.8
5
Rig attachment point (meters above deck)
0
0
6
Attachment point maximum strength (kilograms)
40,000
-
7
Attachment point working strength (kilograms)
22,000
-
8
Attachment type (e.g., pelican hook, link)
-
-
9
Attachment point size (millimeters)
-
-
10
Hose interface details (e.g., thread, flange, split
clamp) for each hose
“B” end breakable spool
coupling
64 mm adapter-receiver
“B” end breakable spool
coupling
64 mm adapter-receiver
102 mm standard coupling
102 mm standard
coupling
Diesel Fuel (F76)
Diesel Fuel (F76)
Fresh Water
Fresh Water
11
Fuel or liquid type(s) that can be received (F44,
F76, etc.)
12
Minimum pumping pressure (kiloPascals)
250
250
13
Maximum pumping pressure (kiloPascals)
600
600
14
Maximum flow rate (meters3 per hour) —
FUEL
100
100
BX2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table BX2-2. Replenishment Delivery Station Data — ATYA
ITEM
Fuel Delivery Station Data Sheet
1
Fuel delivery station (meters from bow)
35.8
84.00
2
Fuel delivery station location
(port/starboard)
Port/Starboard
Port/Starboard
3
Maximum offstation angle (degrees forward/aft of attachment point)
30/30
30/30
4
Rig used at station
Board-to-board
Astern
5
Normal rig support line tension
(kilograms)
-
-
6
Rig support line attachment type (e.g.,
pelican hook, link)
-
-
7
Rig support line attachment size
(millimeters)
-
-
8
Preferred distance between ships during
replenishment (meters)
Board-to-board
60-80
9
Minimum distance between ships during
replenishment (meters)
Board-to-board
40
10
Maximum distance between ships during
replenishment (meters)
10
100
11
Number and sizes (millimeters) of hoses
that can be delivered
2 x 100
2 x 100
2 x 65
2 x 65
12
Hose interface diameter for each hose
(millimeters)
100; 65
100; 65
“B” end breakable spool
coupling
“B” end breakable spool
coupling
13
Hose interface details (e.g., thread,
flange, split clamp) for each hose
14
65 mm delivery nozzle
65 mm delivery nozzle
102 mm standard coupling
102 mm standard coupling
Diesel Fuel (F76)
Diesel Fuel (F76)
Motor Oil
Motor Oil
Fresh Water
Fresh Water
Fuel or liquid type(s) that can be delivered
by each hose (F44, F76, etc)
15
Minimum pumping pressure for each hose
(kiloPascals)
250
250
16
Maximum pumping pressure for each hose
(kiloPascals)
1,000:1,500:800
1,000:1,500:800
17
Maximum flow rate for each hose (meters3 )
120; 9; 40
120; 9; 40
BX2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
DISTANCE
DE L’ÉTRAVE
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
SMELI, FRIGATE
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
9 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
40 m3/hr
Double Hose
Manche Double
100 m3/hr
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Triple Hose
Manche Triple
300
35
12
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure BX2-1. SMELI
BX2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
DISTANCE
DE L’ÉTRAVE
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
ATYA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
Manche Simple
40 m3/hr with
65 mm hose
9 m3/hr
Double Hose
Manche Double
100 m3/hr
Triple Hose
Manche Triple
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
20
200
1300
Solids 150
Maximum Lift Capacity
Capacité Maximum de
Levage
REMARKS:
1. Only astern method
2. “B” end breakable spool coupling
3. 64 mm delivery nozzle
4. 102 mm standard coupling
Deck crane has a
lifting capacity of
3 tons
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure BX2-2. ATYA
BX2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
BX2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
CHAPTER BX6
Transfer of Liquids — Bulgaria
BX0670 Bulgarian Navy Fueling Rigs
1.
SMELI
a. Capabilities. SMELI is equipped with two fuel reception stations: No.1 at the forecastle for
fuel reception astern and No. 2 for fuel reception at anchor or at pier. The ship has trained for the
reception of fuel, motor oil and fresh water at sea astern (in column) between 8 and 10 knots, with
a distance between ships of 60 to 80 meters and a seat state of 3. Underway refueling is accomplished either by the towing line method or the marker buoy method. The gunline method is preferred. Usually the ship receives fuel and fresh water underway. Lack of onboard desalinization
equipment limits maximum endurance for fresh water to 4 or 5 days.
b. Equipment. The ship is not equipped with systems and stations for replenishment at sea
abeam. Available onboard are the NATO standard “A”- end Breakable Spool Coupling, the 65
mm Adapter-Receiver 6958ACH and a 102 mm standard coupling. For water transfers a 65 mm
bore hose coupling is also available.
2.
ATYA
a. Capabilities. ATYA is equipped with systems for delivering fuel, motor oil, and water
astern between 8 and 10 knots and at anchor. ATYA is not equipped with delivering stations for replenishment at sea abeam. Delivery stations No. 1 and 2 (starboard and portside) are used mainly
for replenishment at anchor. The ship uses 102 mm fuel hoses and 65 mm water and motor oil
hoses. All hoses are 20 meters in length.
b. Replenishment Stations. Stations No. 3 and 4 (starboard and port) are used mainly for
underway replenishment. They are equipped with 2 hydraulic reels and 102 mm lightweight and
nonrigid fuel hoses of 160 meters in length. The water and motor oil hoses are 65 mm and 160 meters in length. They are lightweight and nonrigid and are streamed separately.
c. Equipment. Available onboard are the NATO “B”-end Breakable Spool Coupling, 65 mm
delivery nozzle 64348BF3X7K and a 102 mm standard coupling for fuel and 65 mm bore hose
coupling for water.
d. Methods. Two astern replenishment methods are available: by towline and gunline. The
gunline method is preferable for the NATO ships. This method is similar to the German Astern
Replenishment-GE0684. ATYA can stream the astern replenishment hose by either port or starboard astern station.
3.
Fuel. The diesel fuel “DS” used by the Bulgarian Navy is similar to NATO diesel F-76.
BX6-1
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
BX6-2
CHANGE 1
ATP 16(D)/MTP 16(D)
CHAPTER BX7
Transfer of Solids — Bulgaria
BX0755 Bulgarian Navy Solids Rigs
1.
ATYA. As the universal replenishment ship, ATYA (AOL 302) can carry aboard different categories of solid cargo (ammunition, spare parts, food stuffs) in special holds. The cargoes are offloaded by
means of containers and a 3-ton deck crane. Delivery to the recipient ship is executed at full-stop
board-to-board or by the ship’s motor boat.
2.
SMELI. The frigate SMELI (FF11) is not capable of receiving solid cargo underway at this time.
Cargo can be received on board at full stop board-to-board or by the ship’s motor boat.
3.
Other Capabilities. Both ships can transfer light freight and mail by messenger line or by
helicopter.
BX7-1
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
BX7-2
CHANGE 1
CANADA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER CA2
Scheduling Replenishment at Sea — Canada
CA0230 Canadian Rigs
See Table CA2-1.
CA0240 Canadian Ships
See Figure CA2-1.
CA2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table CA2-1. Rigs Used by Canada (Sheet 1 of 2)
CANADA
Ship Type or Class
FUEL RIGS
Span Wire
Astern
Combination Liquids/Solids
Replenishment
AOR PROTECTEUR
AOR PRESERVER
D (1)
D (1)
Helicopter Destroyer
280 thru 283
R (2)
R
Helicopter Frigate (FFH)
330 thru 341
R (3)
R
Crane or
Small Derrick
Close In
Large
Derrick
Submarine (Note 4)
Maritime Coastal
Defence Vessel
MM 700 - 711 (Note 4)
Code: R — Receive
D — Deliver
Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.
(1)
(2)
(3)
(4)
All four stations tensioned highline automatic transfer system.
Receive probe or breakable spool fitting midship.
Retractable kingpost forward.
MCDV and submarine, light line only.
CA2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table CA2-1. Rigs Used by Canada (Sheet 2 of 2)
CANADA
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Heavy
Jackstay
Housefall
Light
Jackstay
Tensioned
Highline
Combination Liquids/Solids
Replenishment
AOR PROTECTEUR
AOR PRESERVER
R
R
D
D
R
R
R-D
R-D
R - R (1)
R - D (1)
Helicopter Destroyer
280 thru 283
R
R (2)
R
R-D
R - D (2)
Helicopter Frigate (FFH)
330 thru 341
R
R (3)
R
R-D
R (3)
Ship Type or Class
Submarine (Note 4)
Maritime Coastal
Defence Vessel
MM 700 - 711 (Note 4)
Code: R — Receive
D — Deliver
Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.
(1)
(2)
(3)
(4)
All four stations tensioned highline automatic transfer system.
Retractable kingpost forward and sliding padeye midships.
Portable Samson Post forward and sliding padeye midships.
MCDV and submarine, light line only.
CA2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
AOR 509
Name of Ship
Nom du Bâtiment
HMCS PROTECTEUR
AOR 509
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
Manche Simple
590
12,872
436
Double Hose
Manche Double
238 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
568 m3/hr
238 m3/hr
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
HMCS PRESERVER
AOR 510
Helicopters
Hélicoptères
3
Double Hose
3 Capabilities
Manche Double
3 Possibilités
Maximum Lift Capacity
Capacité Maximum de
Levage 1,815 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure CA2-1. PROTECTEUR
CA2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
CHAPTER CA6
Transfer of Liquids — Canada
CA0670 Abeam Fuel Rigs
Note: The following paragraphs present details of CA rigs and procedures used with or in addition to fuel
STREAM rig. Paragraph numbering does not therefore parallel that of Chapter 6.
CA0671 Fuel Rigs (Basic Equipment)
1.
Liquids replenishment in AOR 509/510 is carried out at all four transfer stations. Figure CA6-1
shows the general arrangement of the fueling stations in AOR 509/510.
2.
Hose and Hose Fittings.
a. The hoses for F-76 are 178 mm; for F-44, they are 65 mm. These hoses are suspended from the
tensioned support line during the replenishment operation.
b. Fuel hose, 178 mm, is lightweight and nonrigid (collapsible). The hose is used in lengths of 9.1
meters and 4.6 meters. The fueling rig consists of 91 meters of hose. AOR 509/510 is fitted with a
double configuration of 178 mm hose at all four transfer stations.
c. Fuel hose, 65 mm (x2), is light-weight and rigid (non-collapsible). In AOR 509/510 a 65 mm
hose is connected to the outboard end of the 178 mm hose for transferring F-44.
d. Double saddles of the over and under flow-through type are used with the double 178 mm
hose configuration.
e. Hose couplings for the 65 mm and 178 mm hoses are split-clamp type couplings consisting of a
male coupling and a female half-coupling. The female end incorporates a rubber “O” ring for sealing the coupling. The split clamp and band assembly are used to attach the male and female
half-couplings together. The band is tightened or loosened with a screwdriver. These couplings
conform to US Military Specification MIL-H-22240B.
3.
Wire Line.
a. A single support line with maximum tension to 7,200 kg is employed. AOR 509/510 is fitted
with 144 meters of 22 mm wire. The support line is made of extra special flexible steel wire rope
(ESFSWR).
b. Saddle whips for the control of the hose saddles in AOR 509/510 are 13 mm.
4.
Klein Chicago Gripper (Figure CA6-2) is a specialized fitting used to secure the inboard end of
the heavy messenger (approximately 1.2 meters on HFX Class and approximately 0.6 meters on IRO
Class) from the outboard end of the support line when it is passed to the receiving ship. The gripper uses
the sliding wedge principle to grip the support line. The light messenger is passed with the heavy messenger attached. The gripper is attached to the inboard end of the heavy messenger and clamped to the outboard end of the support line. The support line and gripper are then hauled to the receiving ship which
connects the elongated shackle (attached to the support line end fitting) to the highpoint of the receiving
ship. The gripper is then released and passed back to the delivering ship with the messengers.
CA6-1
CHANGE 1
ATP 16(D)/MTP 16(D)
5.
Breakable-Spool Coupling (NATO 1 Alternate) can be used by all Canadian AORs to supply fuel and all Canadian escort vessels can receive fuel by this method.
6.
Single Probe Carrier (NATO 1) (Figure CA6-3) is mounted in the tube of the probe assembly.
The probe, tube, and carrier form a single probe assembly. The carrier is fitted on the support line that
passes between two pair of sheaves mounted on the carrier. The single probe assembly is used to transfer
fuel to NATO ships fitted with probe receivers.
7.
Single/Double Probe Carrier (Figure CA6-3) is used to carry a single assembly on the
tensioned support line. The probe is secured in the middle of the carrier directly below the sheaves running on the support line. The probe will engage a single receiver fitted in a NATO receiving ship.
8.
Standard Fueling Probe and Tube is attached to the 178 mm fueling hose and is secured to
the probe carrier that travels on the tensioned support line. The probe incorporates a sliding sleeve valve
that opens to pass fuel upon proper engagement with the receiver and automatically closes upon
disengagement.
9.
Standard Fueling Receiver consists of a bellmouth and a quick-release attachment. The probe
must lock in before fuel can be passed, and visual latch indicators are mounted on each side of the receiver
to indicate proper engagement. When fueling is completed, the probe is disengaged by the receiving ship
by operating the disengaging lever on the receiver (also see Emergency Breakaway). All Canadian vessels are equipped with single receivers and can receive fuel (F-76) by this method. (See Table CA2-1 for
receiving positions.)
10. Swivel Arm Assembly (SAA) (Figure CA6-4) is bolted to the top of the receiver and attaches
the receiver assembly to the highpoint in the receiving ship.
11. The Weak Link (Figure CA6-2) on the end of the support line is slipped over the open pelican
hook of the quick-release attachment which is then secured by the shackle arm. The support line can then
be tensioned and the probe can engage the receiver.
12. To Mate Receiver and Probe when fueling destroyers and frigates the catenary of the support
line will allow the probe to ride down the support line under its own momentum. The probe must be
stopped short of the receiver to prevent damage due to mating with excessive force. The final “free fall” is
controlled by the saddle winch operator and must not be more than 4.5 meters. When fueling large ships
where the catenary of the support line will not allow “free fall,” a hose messenger is used to haul the probe
into the receiver.
13. Support Line Winches fitted in AOR 509/510 can be operated in either the autotension or
manual speed modes. After the support line is connected and tensioned, the support line winch is normally
operated in the autotension mode.
14. Saddle Winches control the lateral movement of the hose saddles beneath the tension support
line. In AOR 509/510 the winches are controlled in manual speed or autotension mode.
CA6-2
CHANGE 1
ATP 16(D)/MTP 16(D)
15. Emergency Breakaway is completed as follows: the AOR will pull the probe out of the receiver by hauling in on number 4 saddle whip. The support line winch operator in the AOR will then veer
the support line as rapidly as possible. Full tension will remain on the support line until the ram tensioner
is fully extended and the support line operator must continue to veer until the support line has been disconnected in the receiving ship. As soon as it is clear that the support line is slack, it is then safe to disconnect
the pelican hook at the receiving ship’s highpoint or receiver quick release attachment.
WARNING
Disconnecting the receiver pelican hook while the support line is in tension may cause
serious injury to personnel in both receiving and delivering ships.
CA6-3
CHANGE 1
406 mm Steel Blocks
Recovery Wire
No. 2 & 3 Saddle
Monkey Plate
No. 4 Saddle Recovery Wire
Wire
Highline
No. 1 Saddle
No. 4 Saddle
Probe Carrier
No. 2
Saddle
NATO 1
Nozzle
NATO 3
Nozzle
No. 3
Saddle
No. 3
Saddle
hl
in
e
Stress
Wire
ig
Saddles
Hose
Double
H
CA6-4
Connection
To Deck
Saddles
2&3
To Nos.
65 mm Hose
Hose
178 mm Double
To Hand Winch
No. 4 Saddle
Level
Upper
Level
Lower
No. 02 Deck
S.S. Sheaves
406 mm Dia Fixed
No. 01 Deck
Lead of Wires
To Allow Unobstructed
Deck Cut Away P & S
Replenishment
Starboard Side Fuel
S.S. Sheaves
203 mm Dia Fixed
ATP 16(D)/MTP 16(D)
CHANGE 1
Figure CA6-1. General Arrangement for Replenishment at Sea (AOR 509/510 (Liquids))
(CA Specification)
203 mm Steel Blocks
Notes
CA6-5
Engage/Release Lever
Contour
Inside Jaw
(B) Engage
(A) Release
Jaws
19 mm Heavy Messenger
Weak Link
Support Line
End Fitting
Shackle
Support Line
29 mm or 25 mm
Outboard
CHANGE 1
Approx. 122 cm HFX Class
Approx. 61 cm IRO Class
ATP 16(D)/MTP 16(D)
Figure CA6-2. Klein Chicago Gripper (CA Specification)
1. To Release: Hold Lower Jaw and Push Lever
Towards Jaws. See (A)
2. To Engage: Hold Lower Jaw, Release Jaws,
Place Span Wire between Jaws and Pull
Lever Away from Jaws. See (B)
3. The Klein Chicago Gripper is Used when
Passing the Support Line for Replenishment
at Sea, Liquids.
ATP 16(D)/MTP 16(D)
TENSIONED
SUPPORT LINE
SINGLE - DOUBLE PROBE CARRIER - SINGLE CONFIGURATION
SHEAVE
UPPER
TENSIONED
SUPPORT LINE
PROBE
TUBE
SHEAVE
LOWER
SINGLE PROBE CARRIER
Figure CA6-3. Single Probe Carrier
CA6-6
CHANGE 1
SHACKLE ARM
CA6-7
PELICAN HOOK
IN THE CLOSED
POSITION
PELICAN HOOK
IN THE OPEN
POSITION
ELONGATED SHACKLE
FITTED TO OUTBOARD
END OF TENSIONED
SUPPORT LINE
PIN
SECURING POINTS FOR
THE PROBE RECEIVER
CHANGE 1
ATP 16(D)/MTP 16(D)
Figure CA6-4. Swivel Arm Assembly (CA Specification)
SECURING POINT
OF QRA TO SHIP’S
HIGHPOINT
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
CA6-8
CHANGE 1
ATP 16(D)/MTP 16(D)
CHAPTER CA7
Transfer of Solids — Canada
CA0760 Solids Rigs
Note: The following paragraphs present details of CA rigs and procedures in addition to missile/cargo
STREAM rig. Paragraph numbering does not therefore parallel that of Chapter 7.
CA0761 Tensioned Highline Automatic Transfer Rig
1.
The winch system at all four transfer stations in AOR 509/510 (Figure CA7-1) employs three separate winches. One electrohydraulic winch, in conjunction with a ram tensioner, controls the tension of the
support lines. The other two electrohydraulic winches fitted with tension transducers and position sensors
(which monitor the position of the traveler block) operate the inhaul/outhaul line.
2.
Rigging.
a. The single wire support line for AOR 509/510 has a length of 144 meters of 29 mm extra special
flexible steel wire rope (ESFSWR). The support line working tension is 7,200 kg.
b. The inhaul/outhaul lines fitted are 13 mm ESFSWR with a length to accommodate ship separation distances up to 91 meters.
3.
Flounder Plate (see Figure CA7-2).
a. The support line (highline) and the pelican hook assembly are passed to the receiving ship attached to the heavy messenger. Also attached to the heavy messenger is a light messenger, which is
attached to the flounder plate. When the highline is received the pelican hook is attached to the receiving ship’s strongpoint and the highline is tensioned.
b. The flounder plate is allowed to slide down the highline with the receiving ship maintaining a
light tension on the flounder plate messenger. Once the flounder plate is received, ensure there are
no twists in the outhaul wire, and attach the snap hook on the bail of the pelican hook. The attached
messenger will allow the receiving ship to pull the flounder plate across if necessary and to help
prevent twists when passing and retrieving the gear.
c. When returning the flounder plate, the AOR will detension the outhaul/inhaul winches. The receiving ship will unhook the flounder plate and the AOR will haul over the flounder plate while the
receiving ship maintains a light tension on the attached messenger. When the flounder plate is
back, or as directed by the AOR, the messenger can be let go.
4.
The traveler block (Figure CA7-3) travels between the ships on the tensioned support line. The
traveler block can be controlled in a manual or automatic mode as desired by the operator and will support loads up to a maximum capacity of 1,350 kg with variable speeds up to 300 meters per minute. In
the automatic mode, the traveler block will change speed to a lower landing velocity when it reaches a
distance of 6.1 meters from the customer ship. Transfer speeds and landing speeds can be adjusted at the
operator’s console.
CA7-1
CHANGE 1
ATP 16(D)/MTP 16(D)
5.
The sliding block is fitted to the supplying ship’s goal post at each solids transfer station. When the
traveler block is at the delivering ship, it can be lowered or raised by the sliding block so that cargo can be
attached or removed from the traveler block.
6.
The sliding padeye fitted to the kingpost of the receiving ship lowers the traveler block and the
support line to the deck of the receiving ship to permit the up-hooking of loads from the traveler block.
The eyeplate is then raised up the kingpost to its maximum height for transfer of traveler block back to the
delivering ship.
7.
The pelican hook assembly (Figure CA7-2) is fitted to the highpoint/strongpoint on the receiving
ship’s NATO standard long link.
8.
MKII Cargo Drop Reel (CDR) (see Figure 7-13).
a. Canadian AORs are also capable of delivering stores and ammunition to ships not equipped
with a sliding padeye. This is accomplished by installing the CDR on the highline. When delivering to fixed padeyes, the CDR is used to lower cargo from the tensioned highline to the deck of the
receiving ship. Loads weighing 400 to 5700 pounds can be transferred and lowered with the CDR.
Loads weighing up to 150 pounds can be lifted from the deck by the drop reel for return to the AOR.
An operator stationed in the load landing area of the delivery/receiving ship controls the CDR. The
operator pulls a nylon lanyard to release the brake and lower the load. See tables below and Figure
7-22 for additional information (all measures approximate).
b. Weight:
ITEM
WEIGHT (lb)
CDR and Cradle
810
CDR
650
Cradle
160
ITEM
SIZE
Short Lanyard
15 ft
Long Lanyard
30 ft
c. Lanyard size:
Note:
The 3-strand nylon line has a 3-inch circumference
and a 1-inch diameter.
CA7-2
CHANGE 1
ATP 16(D)/MTP 16(D)
d. Capacity:
LOAD
CAPACITY
Max Working Load on Hook
5700 lb
Min Load Lowering Capacity
400 lb
Lanyard Pull Force
50 lb
Note:
The maximum drop distance is 30 ft.
e. Speed:
CONDITION
SPEED
Drop Speed
(5700 lb on Hook)
120 ft/min
Drop Speed
(500 lb on Hook)
75 ft/min
Rewind Speed
(Empty Hook)
75 ft/min
Rewind Speed
(100 lb on Hook)
70 ft/min
CA0762 Retractable Kingpost and Sliding Padeye
1.
The retractable kingpost (Figure CA7-4) is fitted on the forecastle of DDH 280 and HFX Class
ships. HFX Class ships also have a bulkhead mounted sliding padeye port and starboard midships. The
equipment will permit tensioned support line transfer of solid stores up to a maximum of 60 meters separation. The stores are lowered to the deck by means of the electrically powered sliding padeye. The maximum working load of the system is 1,750 kg. The maximum eyeplate/post tension is 9,000 kg.
2.
The retractable kingpost can be raised and lowered by the use of the driving mechanism that is
housed inside the post. When fully extended, the breech type locking device secures the post in position.
The top is supported by four detachable stay wires to help support the post when the support line is in tension. HFX Class ships are fitted with two rigid backstays. The sliding padeye travels up and down the
kingpost during the replenishment cycle. The kingpost assembly stows in a watertight compartment below deck level when not in use.
3.
The sliding padeye is the securing point of the support line to the kingpost. The eyeplate moves up
and down the kingpost during the replenishment cycle utilizing the same driving mechanism inside the
post that erects and retracts the kingpost itself.
4.
The sliding padeye fitted to the kingpost of the receiving ship lowers the traveler block and the
support line to the deck of the receiving ship to permit the up-hooking of loads from the traveler block.
The eyeplate is then raised up the kingpost to its maximum height for transfer of traveler block back to the
delivering ship.
5.
The pelican hook assembly (Figure CA7-2) is fitted to the highpoint/strongpoint on the receiving
ship’s NATO standard long link.
CA7-3
CHANGE 1
CA7-4
RAM TENSIONER
INHAUL LINE WINCH
FLOUNDER
PLATE
OUTHAUL LINE
SUPPORT LINE
(TENSIONED)
SLIDING
PADEYE
TRAVELER
BLOCK
INHAUL LINE
SLIDING BLOCK
RETRACTABLE
KINGPOST
HOOK
PELICAN HOOK
(QUICK RELEASE)
ROPE ACCUMULATOR
(FITTED TO OUTHAUL LINE ONLY)
GOALPOST
3 DRUM CONTROL
DELIVERING SHIP
RECEIVING SHIP
OUTHAUL LINE WINCH
ATP 16(D)/MTP 16(D)
CHANGE 1
Figure CA7-1. Tensioned Highline Automatic Transfer Rig (CA Specification)
SUPPORT LINE WINCH
ATP 16(D)/MTP 16(D)
PELICAN HOOKS
38 mm MAX FOR NATO LINK
END FITTING
HIGHLINE
FLOUNDER PLATE
OUTHAUL LINE
OUTHAUL LINE
Figure CA7-2. Flounder Plate (CA Specification)
CA7-5
CHANGE 1
SHEAVES
CA7-6
Figure CA7-3. Traveler Block (CA Specification)
TENSIONED
SUPPORT
LINE
INHAUL LINE
OUTHAUL LINE
CHANGE 1
Note: Traveler block is used with the tensioned highline automatic transfer rig.
ATP 16(D)/MTP 16(D)
CARGO HOOK
ATP 16(D)/MTP 16(D)
HELICOPTER DESTROYER 280 CLASS
STAY
FITTINGS
INITIAL RIGGING LINE TO
SECONDARY ATTACHMENT POINT
SUPPORT LINE
HIGHPOINT
SLIDING
PADEYE
STAYWIRES
STAYWIRES
KINGPOST
EYEPLATE IN NORMAL
OPERATING POSITION
LOWER MANUAL
OPERATING STATION
BREECH NUT
OPERATING NUT
WATERTIGHT
HATCH
AUTOMATIC
BREECH
SAFETY
LOCK
DECK
DECK
DECK
FITTING
TRUNK
SHIPS
TRUNKING
BREECH
MOTOR
REPLENISHMENT POST
STOWED
REPLENISHMENT POST
ERECTED
Figure CA7-4. Retractable Kingpost and Sliding Padeye (CA Specification)
CA7-7
CHANGE 1
ATP 16(D)/MTP 16(D)
FORWARD
KINGPOST
SLIDING
PADEYE
BACKSTAY
REMOTE
CONTROL
REMOTE
CONTROL
SLIDING
PADEYE
DECK
TRUNK
BULKHEAD MOUNTED
SLIDING PADEYE
RETRACTABLE KINGPOST
Figure CA7-5. Bulkhead Mounted Sliding Padeye and Retractable Kingpost and Sliding Padeye
(HFX Class) (CA Specification)
CA7-8
CHANGE 1
ATP 16(D)/MTP 16(D)
ANNEX CA9B
VERTREP Equipment — Canada
0902B Canada
1.
Aircraft Cargo Hooks. The Canadian Forces (CF) use a medium class of cargo hook, shown
in Figure CA9B-1, on their light- and medium-weight helicopters. A heavier class of hook, used on the
CH-147 (Chinook) helicopter, has dimensions which agree with the minimum and maximum of the
NATO agreement. The CF does not use the strop type of helicopter cargo hook.
NOTE
The CF CH-124 (Sea King) helicopter is not equipped with a fixed cargo hook.
When load slinging is required, a 4.6 meter, specially manufactured, cargo sling is
mated to the helicopter’s haul-down system. The safe working load (SWL) of the
complete system is 2,250 kg. The sling hook is of a commercial design and the overall dimensions will be compatible with the types and sizes of attachment devices required to connect loads to the hook. Release of the load can only be done manually,
unless the load is released from the helicopter end.
B
D
A
C
DIMENSION
CENTIMETERS
A
2.54 MIN
B
6.35 MAX
C
3.81 MIN
D
4.45 MAX
Figure CA9B-1. Medium Cargo Hook
CA9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Pendants and Slings. The CF uses the steel wire rope pendant shown in Figure CA9B-2. Figure CA9B-3 provides the CAF 11,250 kg nylon rope swivel pendant.
a. For slinging systems, it is generally agreed that the system must have an ultimate minimum
strength of 4.3 g’s in the vertical direction. The CF uses/provides a safety factor of 5 to 1 in all
components of the slinging system. The maximum lifting capability of the system is established
for CF at 2,250 kg for the CH-124 (Sea King) and 1,350 kg for the CH-135 helicopter.
DIMENSION
CENTIMETERS
DIMENSION
CENTIMETERS
A
6.35 MIN
A
6.35 MIN
B
4.45 MIN
B
4.45 MIN
C
2.54 MAX
C
5.54 MAX
Figure CA9B-2. CF Steel Wire Rope Pendant
Figure CA9B-3. CAF 11,520 kg Nylon Rope
Pendant
CA9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Cargo Rings, Stirrups, and Shackles. See Figure CA9B-4.
STIRRUP
DIMENSIONS
CENTIMETERS
A
6.35 MIN
B
4.45 MIN
C
2.54 MAX
DIMENSIONS
CENTIMETERS
A
6.35 MIN
B
4.45 MIN
C
2.54 MAX
DIMENSIONS
CENTIMETERS
A
6.35 MIN
B
4.45 MIN
C
2.54 MAX
RING
SHACKLE
Figure
CA9B-4. Cargo Rings, Stirrups, and Shackles
CA9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
4.
Nets and Pallets. The CF utilizes mainly steel cable mesh nets with capacity ranges of 1,125 kg,
2,250 kg, and 4,500 kg. Dimensions and associated equipment are given in Table CA9B-1. Nets manufactured from nylon and other synthetic materials are also available in ranges of 1,350 kg and 4,500 kg.
The CF does not have in its inventory a particular pallet used for slinging with a net or for any other
slinging purpose.
Table CA9B-1. Cargo Nets
TYPE
BOX NET
OCTAGON NET
BOX NET
CAPACITY
1,125 kg
2,250 kg
4,500 kg
DIMENSIONS
1.83 meters X 2.44 meters
1.27 meters X 1.52 meters X
1.77 meters
1.73 meters X 1.73 meters
WEIGHT
9.5 kg
16 kg
25 kg
ASSOCIATED
EQUIPMENT
2 or 4 Leg Steel Cable Sling,
Minimum Capacity of 4,500 kg
4 Leg Steel Cable Sling,
Capacity of 9,000 kg
4 Leg Double Strand Steel
Cable Sling, SWL 18,000 kg
CA9B-4
ORIGINAL
CHILE
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER CH2
Scheduling Replenishment at Sea — Chile
CH0230 Chilean Rigs
See Table CH2-1.
CH0240 Chilean Ships
See Table CH2-2 and Figures CH2-1 and CH2-2 .
CH2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table CH2-1. Rigs Used by Chile
CHILE
Ship Type or Class
FUEL RIGS
Span Wire
Astern
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Heavy
Jackstay
Housefall
Light
Jackstay
Frigate
LEANDER Class
R
R-D
Destroyer
COUNTY Class
R
R-D
Tensioned
Highline
Code: R — Receive
D — Deliver
Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.
CH2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table CH2-2. Chilean Ship-Specific Data
Ship Class
PFG
DLH
Length of Ship (meters)
113
158
Beam (meters)
13.3
16.3
Mean Draught (meters)
13.5
20
Full Load Displacement
(metric tons)
3,270
6,370
Full Speed (knots)
28
30
Economical Speed (knots)
14
14
RAS Speed (knots)
12
14
Height of RAS Point from
Water Level (meters)
7.3
10
Lub. Oil
Not Available
Not Available
Diesel
Not Available
Not Available
Water
Not Available
Not Available
AVCAT
10
4.1
Lub. Oil
Not Available
Not Available
Diesel
Elbow Probe (M450-1)
NATO Stock 0249/525-7297
Elbow Probe (M450-1)
NATO Stock 0249/525-7297
Water
2¾-inch Quick Coupling (Male/Female)
2¾-inch Quick Coupling (Male/Female)
AVCAT
Not Available
Not Available
Hose Pressure Rate (Bars):
Adaptor Type:
CH2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
371
305
118
59
0
113
93
36
18
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
LEANDER (FFG)
Name of Ship
Nom du Bâtiment
PFG CONDELL
06
PFG LYNCH
07
PFG ZENTENO
08
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3.7
59.6
668
120
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
100
Solids Replenishment Station
Poste de Ravitaillement (Solides)
0.25 t
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
1t
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure CH2-1. LEANDER
CH2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
518
443
190
89
0
158
135
58
27
0
MÈTRES
Class
Type
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
PRAT (DDG)
Name of Ship
Nom du Bâtiment
DLH PRAT
11
DLH COCHRANE
12
DLH BLANCO 14
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
26
103
857
150
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
200
13.6
200
10
Solids Replenishment Station
Poste de Ravitaillement (Solides)
0.25 t
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
1t
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure CH2-2. PRAT
CH2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
CH2-6
CHANGE 1
DENMARK
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER DA1
Concept of Replenishment at Sea — Denmark
DA0131 Planning Factors
Fuel and ammunition may not be received simultaneously in DA vessels under any circumstances unless
there is an imminent operational necessity and then only with the approval of the OTC. When transfer is approved, a distance of 18 meters is to be maintained between the reception points.
DA1-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
DA1-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER DA2
Scheduling Replenishment at Sea — Denmark
DA0230 Danish Rigs
See Table DA2-1.
DA0240 Danish Ships
See Figure DA2-1.
DA2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table DA2-1. Rigs Used by Denmark (Sheet 1 of 2)
DENMARK
Ship Type or Class
FUEL RIG
Crane or Small
Derrick
Close In
Large Derrick
R
R
Span Wire
Astern
Frigate
THETIS Class
BESKYTTEREN
Class
Corvette
NIELS JUEL Class
Minelayer
FALSTER Class
LINDORMEN Class
Patrol Craft/Missile
Boat/Minehunter
FLYVEFISKEN
Class
Torpedo Boat
WILLEMOES Class
Minesweeper
SUND Class
R
Submarine
TUMLEREN Class
NARHVALEN Class
Fleet Oiler
FAXE Class
Code: R — Receive
D — Deliver
Note: All rigs are both port and starboard unless otherwise noted.
DA2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table DA2-1. Rigs Used by Denmark (Sheet 2 of 2)
DENMARK
Ship Type or Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Manila
Highline
Light
Jackstay
Frigate
THETIS Class
BESKYTTEREN Class
R-D
Corvette
NIELS JUEL Class
R-D
Minelayer
FALSTER Class
LINDORMEN Class
R-D
Tensioned
Highline
Patrol Craft/Missile
Boat/Minehunter
FLYVEFISKEN Class
Torpedo Boat
WILLEMOES Class
R-D
Minesweeper
SUND Class
Submarine
TUMLEREN Class
NARHVALEN Class
Fleet Oiler
FAXE Class
Code: R — Receive
D — Deliver
Note: All rigs are both port and starboard unless otherwise noted.
DA2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
FAXE
Name of Ship
Nom du Bâtiment
RIMFAXE
A558
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
SKINFAXE
A559
Remarks:
1. Only equipment on board
for 65 mm hose and only for
delivering to ship when
moored abeam.
1,000 m3
2. 65 mm hose to aft end for
fueling small craft under tow.
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
300 m3/hr
with 150 mm hose
100 m3/hr
with 65 mm hose
Ship Data:
Length
Breadth
Draught
Speed
53 meters
10.13 meters
2.83 meters
10 knots
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure DA2-1. FAXE Class
DA2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX DA9B
VERTREP Equipment — Denmark
0903B Denmark
1.
Aircraft Cargo Hooks. See Figure DA9B-1.
2.
Pendants and Slings. See Figures DA9B-2 and DA9B-3.
3.
Cargo Rings, Stirrups, Shackles. See Figure DA9B-4.
4.
Nets and Pallets. See Figure DA9B-5.
DIMENSION
CENTIMETERS
A
2.8
B
6.3
C
2.5
D
3.8
Figure DA9B-1. Cargo Hook
DA9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
A
5.8 cm
B
3.2 cm
C
1.9 cm
D
10.5 cm
E
6.0 cm
F
7.0 cm
G
15.5 cm
H
5.6 cm
I
4.5 cm
J
2.6 cm
Figure DA9B-2. Cargo Pendant (33 cm)
DA9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
A
9.0 cm
B
10.0 cm
C
1.9 cm
Figure DA9B-3. Cargo Sling (2.4 meters)
DA9B-3
ORIGINAL
Figure DA9B-4. Cargo Ring and Shackle
DA9B-4
CENTIMETERS
A
6.0
B
4.3
C
1.7
D
1.9 DIA
DIMENSION
CENTIMETERS
A
15.2
B
7.6
C
1.9
ATP 16(D)/MTP 16(D)
ORIGINAL
DIMENSION
SAFE WORKING
LOAD
1380 kg
Figure DA9B-5. Cargo Net (2.9 meters)
DA9B-5
ORIGINAL
ATP 16(D)/MTP 16(D)
340 cm
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
DA9B-6
ORIGINAL
FRANCE
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER FR2
Scheduling Replenishment at Sea — France
FR0230 French Rigs
See Table FR2-1.
FR0240 French Ships
See Figure FR2-1.
FR2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table FR2-1. Rigs Used by France (Sheet 1 of 2)
FUEL RIG
FRANCE
Ship Type or
Class
Crane or Small
Derrick
Close In
Large Derrick
Span Wire
Astern
R
R - D (1)
D (2)
D
R
R
R
D-R
R
R
R
Guided Missile
Cruisers
R
R
R
R
Frigates
Destroyers
Avisos
R
R
R
R
R
R
R
R
R
R
R
R
LSM (BATRAL)
R
R
R (2), R (3)
Minesweepers
R
Oilers MEUSE
Carriers
Helicopter Carrier
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard, except carriers (starboard only).
(1) Double hose with probe on portside.
(2) Quick release coupling.
(3) NATO hose coupling only.
Hose Coupling Receiving Ships:
Abeam: Probe — NATO — Quick Release Mk II.
Astern: Quick Release Mk II — NATO (A-End).
Heavy Loads: Maximum weight 1.7 metric tons.
Light Loads: Maximum weight 300 kg.
FR2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table FR2-1. Rigs used by France (Sheet 2 of 2)
FRANCE
Ship Type or
Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Oilers MEUSE
Carriers
R (1)
R
Manila
Highline
Light
Jackstay
Tensioned
Highline
R-D
D
R-D
R
Helicopter Carrier
R
R-D
R
Guided Missile
Cruisers
R
R-D
R (2)
R
R
R-D
R-D
R-D
R
R
Frigates
Destroyers
Avisos
LSM (BATRAL)
D
Minesweepers
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard, except carriers (starboard only).
(1) Maximum weight 3 metric tons.
(2) Sliding padeye.
Hose Coupling Receiving Ships:
Abeam: Probe — NATO — Quick Release Mk II.
Astern: Quick Release Mk II — NATO (A-End).
Heavy Loads: Maximum weight 1.7 metric tons.
Light loads: Maximum weight 300 kg.
FR2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
PR/BCR
Name of Ship
Nom du Bâtiment
MEUSE
VAR
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
5,500
1,300 m3
2,800
150
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
680 m3/hr
A607
A608
MARNE
SOMME
A630
A631
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
1.7 T
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
370
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 0.5T
Helicopters
Hélicoptères
1
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure FR2-1. MEUSE
FR2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER FR6
Transfer of Liquids — France
FR0600 Transfer of Liquids
FR0611 Abeam Fueling
See Figures FR6-1 through FR6-4.
FR0612 Astern Fueling
See Figures FR6-5 through FR6-8.
FR0675 Fueling Rigs
RAS rigs used by France and listed in Table FR2-1 are similar to those used by the Canadian Navy.
FR6-1
ORIGINAL
FR6-2
TRAVELER BLOCK
(PROBE TROLLEY)
ASSEMBLY
MESSENGER/REMATING LINE
ATTACHMENT HOOK
SUPPORT
LINE
SUPPORT LINE
END FITTING
STRESS
WIRE
PROBE
PROBE TUBE
MESSENGER
OUTHAUL LINE
LATCHING
MECHANISM
RECEIVER
BELL
MOUTH
MANUAL
RELEASE
LEVER
RELEASE
LANYARD
MESSENGER
FAIRLEAD BLOCK
PELICAN
HOOK
SWIVEL
ARM
SWIVEL
JOINT
RECEIVER
HOUSING
RECEIVER
HOSE
EYEPLATE
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure FR6-1. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver
EYEPLATE
ATP 16(D)/MTP 16(D)
SPANWIRE
WEAK-LINK
END FITTING
FOR 19 mm
AND 22 mm
SPANWIRE
NOTE:
STENCIL
MARKS
ATTACHMENT
POINT FOR
EASING-OUT
LINE
STENCIL MARKS INDICATE
APPROPRIATE SIZE (DIAMETER) OF WIRE ROPE
Figure FR6-2. Spanwire End Fitting for NATO 1 Probe Fueling Rigs
FR6-3
ORIGINAL
REMATING LINE
Figure FR6-3. Securing the Hose
FR6-4
ATP 16(D)/MTP 16(D)
ORIGINAL
REMATING LINE/MESSENGER ATTACHMENT
HOOK WITH REMATING LINE
ATP 16(D)/MTP 16(D)
Figure FR6-4. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor
(Left) and Delivery Nozzle (Right)
FR6-5
ORIGINAL
SPOUT FLOAT
WIRE PENDANT
Figure FR6-5. Float Used in Astern Fueling
FR6-6
SWIVEL
GRAPNEL
LINK
HOSELINE
SWIVEL HOOK
ORIGINAL
ATP 16(D)/MTP 16(D)
Metal Spout Float Assembly
FR6-7
HOSELINE
HOSE
PENDANT
PROTECTOR
CAP
1.83 m
1.05 m
Bridle
Securing Clamp
RING AND LINK
ASSEMBLIES
4.57 m HOSE
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure FR6-6. Hose End Arrangement for Astern Fueling
2.9 m
GASKET
FR6-8
CONICAL CAP
DROP BOLT
MODIFIED B-END OF BREAKABLE
SPOOL COUPLING
(a) Standard Conical Cap
(b) Conical Cap with Air Valve
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure FR6-7. Conical Caps as Fitted to Astern Fueling Rigs
AIR VALVE
FR6-9
HOSE RIG MESSENGER
(Approx. 94 meters)
Securing Adapter
Securing Adapter Clamp
HOSE BRIDGE ASSEMBLY
(Approx. 5.5 meters)
Conical Cap on Modified B-end of Breakable Spool Coupling
13 mm Dia Wire Rope 6 x 37
Thimble - for 13 mm Wire Rope
Wire Rope Clamp for 13 mm Dia Wire Rope
Shackle - 16 mm Anchor Safety
Jaw End Swivel 19 mm Size
Grapnel
Swivel Hook - 3 Ton
Link
94 meter Messenger - 60 mm Double-Braided
Nylon Rope
10. Link - 25 mm Dia Rod
11. Shackle - 19 mm Anchor Safety
12. Thimble for 20 mm Dia Nylon Rope
1.
2.
3.
4.
5.
6.
7.
8.
9.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Swivel
12 mm Dia Wire Rope 6 x 37
Thimble - for 12 mm Wire Rope
Wire Rope Clamp for 12 mm Dia Wire Rope
Wire Rope Socket for 12 mm Dia Wire Rope
Flounder Plate - 12 mm thick
Securing Link - 16 mm Dia Rod
Pear-shaped Link - 25 mm Dia Rod
Shackle - 12 mm Anchor Safety
12 mm Chain - Type 1
12 mm Rivet Link
16 mm Pear-shaped Rivet Link
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure FR6-8. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification)
Spout-Type Float
(Messenger Body)
FLOAT ASSEMBLY
(Approx. 3.3 meters)
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
FR6-10
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER FR7
Transfer of Solids — France
FR0700 Transfer of Solids.
See Figure FR7-1.
FR0770 Solids Rigs
All ships are using wire and manila support lines according to Table FR2-1. Future replenishment ships
will use tensioned support line.
FR7-1
ORIGINAL
ATP 16(D)/MTP 16(D)
MK II
CARGO DROP
REEL 2585 kg
CAPACITY
SAFETY CHAIN
CABLE
(LOWERING
LOAD)
POSITIVE
LOCK PIN
CABLE DROP
REEL HOOK
LANYARD
Figure FR7-1. Cargo Drop Reel
FR7-2
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX FR9B
VERTREP Equipment — FRANCE
0904B France
1.
Aircraft Cargo Hooks. France uses five different conforming models of aircraft cargo devices:
two hook types used for the Dauphin and Panther (shown in Figure FR9B-1) and three strap types (shown in
Figure FR9B-2). All five are operated with a hand release lever.
B
C
A
DIMENSION
CENTIMETERS
A
2.5
B
3.7
C
1.4
Figure FR9B-1. Cargo Hook (Hook Type) Dauphin (SA365)/
Panther (AS565) (FR)
FR9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
MODEL
SIREN 240B
SIREN 90B
SIREN 21A
HELICOPTER
SUPER FRELON
SA-321
ALOUETTE III
SA-316, SA-319B
ALOUETTE II
SE-313B
DIMENSION
A
12.5 cm
12.5 cm
12.5 cm
B
4.0 cm
4.0 cm
2.0 cm
Figure FR9B-2. Cargo Hook (Strap Type)
2.
Pendants and Slings. France uses three different nonconforming models of sling. The dimensions and capacities of each are shown in Figure FR9B-3.
3.
Cargo Rings, Stirrups, and Shackles. Not in use in the French Navy.
4.
Nets and Pallets. France uses two sizes of net. The capacities and dimensions of each are
shown in Table FR9B-1.
FR9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
MODEL
321A860044041
AS62
800-300-22
HEIGHT
5.3 meters
4.5 meters
1.2 meters
A
10.0 cm
7.7 cm
4.2 cm
B
5.0 cm
2.4 cm
2.0 cm
C
3.3 cm
1.0 cm
1.3 cm
4,500 kg
1,100 kg
750 kg
DIMENSION
CAPACITY
Figure FR9B-3. Cargo Slings
FR9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table FR9B-1. Cargo Nets
NET SIZE
3 X 3 meters
5 X 5 meters
LOADS
HANDLED
Loose Cargo
Loose Cargo
CAPACITY
1,500 kg
2,000 kg
LENGTH
3 meters
5 meters
WIDTH
3 meters
5 meters
10 kg
40 kg
Hoist Slings AL II, AL III,
WG-13
Hoist Slings SA-321
WEIGHT
ASSOCIATED
EQUIPMENT
FR9B-4
ORIGINAL
GERMANY
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER GE2
Scheduling Replenishment at Sea — Germany
GE0230 German Rigs
See Table GE2-1.
GE0240 German Ships
See Figures GE2-1 through GE2-5.
GE2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GE2-1. Rigs Used by Germany (Sheet 1 of 2)
GERMANY
FUEL RIG
Crane or Small
Derrick
Close In
Large Derrick
Span Wire
Astern
R
R
R - D (4)
R - D (1)
R-D
R
R (3)
R (3)
D (1) (2)
R
R (2)
R (2) D (2) (4)
R (2)
R (3) D (2) (3)
R - D (1)
Cargo Ship (Naval)
(AK) Class:
WESTERWALD
R
R
R
R
R
Frigate Class:
BREMEN
BRANDENBURG
R
R
R
R
R
R
R (3)
R (3)
R
R
Destroyer Class:
LÜTJENS
R
R
R
R
R
Ship Type or
Class
Oilers class:
RHÖN
WALCHENSEE
Combat Stores
Ship (AFS) Class:
GLÜCKSBURG
FREIBURG
Tender Class:
ELBE
R - D (1) (2)
Minesweepers and
Minehunters
R (1)
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1)
(2)
(3)
(4)
NW 65 only.
One dispensing point starboard or port only.
One ton deliver and/or highest tension at highpoint 80 KN.
Close-in method possible. Change of rigs needs approximately 4 hours.
GE2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GE2-1. Rigs Used by Germany (Sheet 2 of 2)
GERMANY
TRANSFERRING SOLIDS AND PERSONNEL
Wire
Highline
Heavy
Jackstay
R (2)
R (2)
Combat Stores
Ship (AFS) Class:
GLÜCKSBURG
FREIBURG
Cargo Ship (Naval)
(AK) Class:
WESTERWALD
Manila
Highline
Light
Jackstay
Tensioned
Highline
R (2)
R - D (1)
R
R
R
R (2)
R (1) (2) D (1) (2)
R (1) (2)
R (1) (2) D (1) (2)
R (1)
R (1) (2) D (1) (2)
R - D (1) (2)
R (2)
R - D (2)
R (1)
R - D (1) (2)
Frigate Class:
BREMEN
BRANDENBURG
R
R
R
R
R-D
R-D
R
R
R
R
Destroyer Class:
LÜTJENS
R
R
R-D
R
R
Ship Type or
Class
Oilers class:
RHÖN
WALCHENSEE
Burton
Housefall
R
Tender Class:
ELBE
Minesweepers and
Minehunters
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) One dispensing point starboard or port only.
(2) One ton deliver and/or highest tension at highpoint 55 KN.
(3) Close-in method possible. Change of rigs needs approximately 4 hours.
GE2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
AO
SPESSART
A1442
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
RHON
A1443
Rigs for Liquids (Liquides)
Large Derrick
Astern Fueling (65 mm)
170 m3
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
10,650 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
400 m3/hr NW 150
120 m3/hr
50 m3/hr
50 m3/hr
871 m
3
170 m
NW 65
3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Lubrication Oil:
O-274 25 drums
O-250 15 drums
50 m3/hr
Remarks:
Only breakable-spool
coupling (150 mm hose)
Rigs for Solids (Solides)
Manila Highline
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure GE2-1. SPESSART Class A1442 (AO)
GE2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
AOL
WALCHENSEE
AMERSEE
A1424
A1425
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
TEGERNSEE
WESTENSEE
A1426
A1427
Rigs for Liquids (Liquides)
Small Derrick
1,200 m3
60 m3
Lubrication Oil:
O-270
10 drums
O-250
10 drums
400/60 m3/hr
Stowage Capacity of Oil
Drums: 380 ea
Remarks: Pumping Rate
Abeam by Hose 150 mm
2 X 200 m3/hr
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure GE2-2. WALCHENSEE Class A1424 (AOL)
GE2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
AK
WESTERWALD
A1435
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
ODENWALD
A1436
Rigs for Solids (Solides)
Manila Highline
Wire Highline
1,490 AMMUNITION
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure GE2-3. WESTERWALD Class A1435 (AK)
GE2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
AFS
GLÜCKSBURG
A1414
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Rigs for Liquids (Liquides)
Span Wire
Close In (65 mm)
Astern Fueling (65 mm)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
840 m3
Lubrication Oil:
131 m3
O-274 12 drums
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
2 X 100/50 m3/hr
By Hose 65 mm
50 m3/hr
By Hose 150 mm 2 pumps
each 100 m3/hr
Remarks:
Only breakable-spool
coupling (150 mm hose)
Rigs for Solids (Solides)
Manila Highline
Wire Highline
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Remarks:
Rigs Normally Tackled —
Wire Highline Station 3
Fuel Oil Dieso Station 2
248/2000 AMMUNTION
100 SOLIDS
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure GE2-4. GLÜCKSBURG Class A1414 (AFS)
GE2-7
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
AFS
FREIBURG
A1413
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Rigs for Liquids (Liquides)
Span Wire
Close In (65 mm)
Astern Fueling (65 mm)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
712 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
2 X 100/50 m3/hr
202 m
131 m3
By Hose 65 mm
50 m3/hr
By Hose 150 mm 2 pumps Remarks :
Rigs Normally Tackled —
each 100 m3/hr
By Hose 65 mm 50 m3/hr Wire Highline Station 3
Fuel Oil Dieso Station 2
Fuel Aviation Station 2
Only breakable-spool
coupling (150 mm hose)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Rigs for Solids (Solides)
Manila Highline
Wire Highline
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
291 AMMUNITION
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift
Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
0
Lubrication Oil:
O-274 12 drums
3
100 SOLIDS
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure GE2-5. FREIBURG Class A1413 (AFS)
GE2-8
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER GE6
Transfer of Liquids — Germany
GE0680 Abeam Fueling Methods
Note: The following paragraphs present details of GE rigs and procedures used in lieu of fuel STREAM
rig. Paragraph numbering therefore does not parallel that of Chapter 6.
GE0681 Spanwire Rig
The German spanwire rig (Figure GE6-1) corresponds to the US type (see US national section) but includes the following variations:
a. The transfer hose consists of the following sections:
3 x 15 meter (pressure hose)
4 x 6 meter (suction hose)
b. The hose is hooked only to the outboard saddles with traveler blocks on the support line. The
hose end with hose end rig is attached to the hose line only during transfer of rig using manila
straps and is clear of the support line during fueling.
c. Only one riding line is used.
GE0682 Close-In Rig
The German close-in rig (Figure GE6-2) corresponds to the US type (see US national section). One inboard saddle and one riding line, however, are used. Hose lengths are the same as used with the German
spanwire rig.
GE0683 Large Derrick Rig
The German large derrick rig corresponds to the UK type (see UK national section) with regard to the rigging. The hose lengths are different and arranged as follows:
2 x 6 meter suction hose
1 x 6 meter suction hose
1 x 6 meter suction hose
1 x 6 meter suction hose
1 x 15 meter pressure hose
1 x 15 meter pressure hose
1 x 15 meter pressure hose
75 meter total length
GE6-1
ORIGINAL
DELIVERING SHIP
RECEIVING SHIP
GE6-2
Figure GE6-1. Spanwire Rig (GE Specification)
Inboard Saddle Line
Recovery Line
To Secondary
Winch
Support Line
Highpoint
Outboard Saddle Whip
Traveler Block
Support Line
Inboard
Saddle
To Main Winch
(Constant Tension)
To Auxiliary Winch
Outboard Saddle
Transfer Hose NW 150
Transfer Hose NW 65
Hose Clamp
Hose Double Clamp
ORIGINAL
ATP 16(D)/MTP 16(D)
To Secondary Winch
(with Tension Limit)
Pelican Hook
DELIVERING SHIP
RECEIVING SHIP
GE6-3
Figure GE6-2. Close-In Rig (GE Specification)
Secondary Winch
Inboard Saddle Whip
Outboard Saddle Whip
Outboard Saddle
Inboard
Saddle
Double Hose Clamp
To Auxiliary Winch
Recovery Line
Hose Clamp
ORIGINAL
ATP 16(D)/MTP 16(D)
To Secondary Winch
(with Tension Limit)
Transfer Hose NW65
ATP 16(D)/MTP 16(D)
GE0684 Astern Fueling Methods
Two astern replenishment methods are available: the float method and the gunline method. The float
method corresponds to the UK system (see UK national section). However, the gunline method is preferred. Tables GE6-1 and GE6-2 summarize the procedures.
GE0685 Gunline Method
1.
The gunline method has been devised for use by ships fitted with fixed sonar domes. The chief differences between this method and the float method are:
a. The float and grapnel are not fitted to the hose line and it is essential to use the hose recovery wire.
b. The hose line is passed from the receiving ship to the tanker by gunline and messenger. The receiving ship provides the gunline and hose line and the tanker provides the messenger.
c. The method of disengaging is by sliprope and the hose line is retained in the receiving ship.
2.
Streaming the Hose (see Figure GE6-3).
a. The bridge marker buoy is streamed to the appropriate distance.
b. The hose is streamed in a bight with the recovery wire hove in on the tanker’s quarter rollers for
access to the bridle ring.
3.
Rigging the Receiving Ship. The arrangements for rigging the forecastle of the receiving
ship are shown in Figure 6A-23. In addition, the receiving ship provides the gunline and the hose line (100
meters of 28 mm manila).
4.
Passing and Securing the Rig (see Figure GE6-3).
a. The receiving ship fires the gunline to which the tanker attaches the messenger. The messenger
is hauled across to the receiving ship.
b. The hose line hard eye and shackle are hauled across to the tanker’s quarter and shackled to the
bridle ring.
c. The tanker veers the easing-out/recovery wire as soon as the hose line has been attached, so that
the hose end drops aft on the tanker’s quarter.
d. The receiving ship takes down the slack on the hose line as the easing-out/recovery wire is
veered, but no weight is taken on the hose line and no attempt is made to bring the hose inboard until the ship is on station with the marker buoy.
e. When the hose comes inboard, the link on the bridle ring is secured to the spring hook of the
hose hanging pendant.
f. The protector cap can now be removed from the hose end, the hose connected to the fueling connection, and pumping commenced. When pumping starts, the hose line is unshackled and the
sliprope is rigged.
GE6-4
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GE6-1. Gunline Method — Passing the Gear
DELIVERING SHIP
RECEIVING SHIP
1. Hoist flag Romeo close up when ready for receiving ship to approach.
1. Hoist flag Romeo close up when commencing
approach.
2. Close the quarter on the side from which hose will
be passed.
2. Pass hose line by a gunline and messenger to receiving ship.
3. Bring the hose line to the capstan but do not heave
in.
4. Drop back until in station on the marker buoy.
3. Veer hose recovery line as soon as escort has the
hose line on board.
5. Heave in the hose line. This should not be done until
in station on the marker buoy in order to prevent excessive strain on the hose or hose line.
4. Haul down flag Romeo when receiving ship’s flag
Romeo is hauled down.
6. Haul down flag Romeo when hose is on deck.
7. Hang hose by the hose hanging link on the ship,
and rack hose line on the capstan as a preventer.
8. Remove conical cap and connect up the hose.
5. Acknowledge customer ship’s signal to start
pumping.
9. Signal supplying ship to start pumping.
6. Start pumping and hoist flag Bravo.
10. Hoist flag Bravo when oil starts to flow.
5.
Disengaging the Astern Hose.
a. When within about 8 tons of the required amount of fuel, the receiving ship signals “Stop
pumping.” The tanker stops pumping and clears the hose by blowing through, which takes 5 minutes. The receiving ship orders “Blow through” and “Stop blow through.”
b. The shut-off valve is now closed, the hose disconnected, and the protector cap replaced on
the hose.
c. The sliprope is hove in and the hose securing pendant slipped. The sliprope is then surged until
the hose end is clear of the roller fairlead.
d. The signal is given for the tanker to heave in. When the easing-out/recovery wire begins to take
the weight, the sliprope is surged until the hose end is in the water and the sliprope is then cut.
e. The receiving ship drops astern and recovers the sliprope while the tanker heaves in on the recovery wire until the bridle ring is back on her quarter ready for the next ship.
GE6-5
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GE6-2. Gunline Method — Disengaging
DELIVERING SHIP
1. Stop pumping, on receipt of signal from
customer ship.
2. Blow through hose with compressed air.
3. On receipt of signal, stop blowing through.
4. Haul down flag Bravo.
5. When conical cap has been replaced, inflate
hose.
6. Heave in the hose recovery line as soon as
the receiving ship begins to veer the hose
line. This will avoid undue strain on the
hose line and enable the receiving ship to
begin coming ahead at the earliest possible
moment.
RECEIVING SHIP
1. Hoist flag Prep at the dip 15 minutes before time of expected completion of fueling.
2. When within about 8 tons (8 m3) of the desired amount of
fuel, signal “Stop pumping” to leave room for the 2 to 3
tons (2 to 3 m3) of fuel left in the hose to be blown to the
customer ship by compressed air.
3. When hose is clear of oil, signal “Stop blowing through.”
4. Haul down flag Bravo.
5. Hoist Prep close up.
6. Disconnect hose and replace conical cap. Signal delivering ship when cap is replaced.
7. Take weight on the hose line by capstan.
8. Slip the hose hanging link.
9. Veer the hose line.
10. Close the quarter of the delivering ship.
11. Pass hose line and messenger back to delivering ship by
the gunline. Or, if ordered, the hose line may be passed
by gunline and messenger to the next receiving ship to
be fueled.
7. Pass gunline to receiving ship and recover
hose line. Or, if another receiving ship is
waiting to fuel, delivering ship may request
that the gunline and messenger be passed
directly to it by the receiving ship disengaging. In this case the delivering ship does not
heave in the hose recovery line, but after
inflating the hose awaits new receiving ship
to signal, “Start pumping.”
GE6-6
ORIGINAL
A
A
A
E
A
A
A
E
E
C
GE6-7
Figure GE6-3. Astern Rig — Gunline Method
D
E
E
E
F
F
F
D
B1
D
B1
MB
MB
F
B1
RECEIVING SHIP
APPROACHING.
HOSE AND RECOVERY
LINE STREAMED.
RECEIVING SHIP
HEAVING IN
HOSELINE.
ORIGINAL
ABCD-
TANKER
RECEIVING SHIP
MESSENGER
HOSELINE
F
B1
MB
B2
B1
FUELING IN PROGRESS.
HOSE HELD ON HOSESECURING PENDANT.
SLIPROPE ROVE.
EFFMB -
MB
FUELING COMPLETED.
SLIPROPE SURGED.
RECOVERY LINE
BEING HOVE IN.
RECOVERY LINE
HOSE
SLIPROPE
MARKER BUOY
ALL RECOVERED.
NEXT RECEIVING
SHIP APPROACHING.
ATP 16(D)/MTP 16(D)
PASSING GUNLINE
AND MESSENGER
FROM TANKER TO
TAKE RECEIVING
SHIP’S HOSELINE.
F
MB
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
GE6-8
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER GE7
Transfer of Solids — Germany
GE0775 Solids Rigs
1.
The German Navy uses a wire highline rig that is run at constant tension during the transfer phase
of the load. The rig corresponds to the UK heavy jackstay 1-ton rig as shown in the UK national section.
2.
During replenishment at sea, gun ammunition and depth charges will be delivered in crate pallets
from the supplying ship to the ship to be supplied; missiles, rockets, and torpedoes must be delivered/received as single items. For measurements and weights of types of ammunition, see Table GE7-1.
GE7-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GE7-1. Ammunition Dimensions and Weights (GE Specification)
Type of Ammunition
Tube Weapons:
Length X Width X Height (mm)
Weight (kg)
In crate pallets,
1480 x 900 x 935
Depending on size of container:
40 mm
76 mm
100 mm
127 mm
475 to 972
775 to 890
702 to 750
Propellant charge
As above
374 to 393
Tube Weapons, 127 mm
As above
949 to 1001.6
Projectiles
As above
Depth Charge, DM 11
705 x 400 0 mm
As above
162
per depth charge
5144 x 712 x 723
Volume: 2.648 m3
1002
As above
1002
5430 x 1163 x 1211
Volume: 7.47 m3
1750
Rocket, Decoy, 110 mm
Window Rocket
1900 x 170 x 158
54
Torpedo, Wire-Guided,
DM 11
7430 x 810 x 819
1753
Torpedo, Wire-Guided,
DM 21
7430 x 810 x 819
2303
Torpedo, A/S, DM 31
7430 x 810 x 819
2130
Missile, ASROC
4940 x 728 x 825
717
1900 x 375 0
315
Guided Missile,
Air Target
Guided Missile, TIM
66 A-4
Guided Missile, Ground Target,
Exocet MM 38
Rocket, A/S, 75 mm
GE7-2
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX GE9B
VERTREP Equipment — Germany
0905B Germany
1.
Aircraft Cargo Hooks. The cargo hooks used on the Mk 88 Sea Lynx and Mk 41 Sea King helicopters are shown in Figures GE9B-1 and GE9B-2 respectively.
A
B
C
D
DIMENSION
CENTIMETERS
A
2.6
B
6.5
C
2.4
D
3.6
STOCK NO.
1670-12-341-1732
Figure GE9B-1. Mk 88 Sea Lynx Cargo Hook (GE)
GE9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
A
B
C
D
DIMENSION
CENTIMETERS
A
5.0
B
7.5
C
2.4
D
4.1
STOCK NO.
1680-99-6484482
Figure GE9B-2. Mk 41 Sea King Cargo Hook (GE)
GE9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Pendants and Slings. Germany uses a cargo pendant with swiveling hook as shown in Figure
GE9B-3 for both helicopter types. The cargo ring strap assembly in Figure GE9B-4 is only used by the
Sea King Mk41.
B
A
C
D
Protection
Cover
DIMENSION
CENTIMETERS
A
8.5
B
6.5
C
2.0
D
3.5
E
3.0
LENGTH
340-750
STOCK NO.
1670-12-322-0983
Swiveling hook
E
Figure GE9B-3. Cargo Pendant (with Swiveling Hook) (GE)
GE9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Flexible Cargo Ring
(Covered)
Diameter: 25cm
STRAP
Length: 2.5 meters
BAYONET
HOOK (x4)
MK41 SEA KING ONLY
STOCK NO. 1670-12-157-9332
Note: This equipment is authorized to carry a boat used by GE Navy Seals only.
Currently efforts are being made to define other loads which can be lifted
by means of this equipment.
Figure GE9B-4. Cargo Ring and Strap Assembly (GE)
GE9B-4
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Cargo Rings, Stirrups, and Shackles. Germany does not use any separate cargo rings, stirrups, or shackles.
4.
Nets and Pallets. Germany uses a cargo assembly in conjunction with a self-closing net. Figure GE9B-5 gives capacities and dimensions of the cargo net assembly for the Mk 88 Sea Lynx and Mk 41
Sea King helicopters.
C
A
B
CARGO STRAP ASSEMBLY
MK41 Sea King and MK88 Sea Lynx
Stock No. 1670-12-140-2504
(Only used in combination with cargo net,
Stock No: 1670-12-137-7727)
DIMENSION
CENTIMETERS
A
6.5
B
10.0
C
2.8
LENGTH
300
CARGO NET
MK41 Sea King and MK88 Sea Lynx
Stock No. 1670-12-137-7727
LOADS HANDLED
BOXES AND
PACKAGES
CAPACITY
2,500 kg
DIAMETER
4.0 meters
WEIGHT
31 kg
Figure GE9B-5. Cargo Strap Assembly
GE9B-5
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
GE9B-6
ORIGINAL
GREECE
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
Chapter GR2
Scheduling Replenishment at Sea — Greece
GR0230 Greek Rigs
See Table GR2-1.
GR2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GR2-1. Rigs Used by Greece (Sheet 1 of 4)
GREECE
Ship Type or Class
DDs:
ASPIS
LONGHI
APOSTOLIS
SFENDONI
KRIEZIS
VELOS
SAGHTOURIS
MAOULIS
KOUNTOUROTIS
TOBAZIS
KANARIS
THEMISTOCLES
DEs:
AETOS
IERAX
LEON
PANTHER
AIGAION
LSD:
NAFCRATOUSA
LSMs:
DANIOLOS
GREGOROPOULOS
KRYSTALIDIS
ROUSSEN
TOURNAS
FUEL RIG
Crane or Small
Derrick
R
R
R
R
R
R
R
R
R
R
R
Close In
Large Derrick
Span Wire
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R-D
D
R
R
R (1)
R (1)
R (1)
R (1)
R (1)
Astern
R
R
R
R
R
R (1)
R (1)
R (1)
Minelayers:
AKTION
AMVRAKIA
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise indicated.
(1) Port only.
GR2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GR2-1. Rigs Used by Greece (Sheet 2 of 4)
GREECE
FUEL RIG
Crane or Small
Derrick
Span Wire
Astern
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R-D
R-D
R
R
R-D
R-D
LSTs:
OINOUSAI
KOS
KRITI
SYROS
IKARIA
LESVOS
RODOS
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
FFs:
ELLI
LIMNOS
R
R
R
R
R
R
R
R
Ship Type or Class
MSSs (U. S. Type):
AIDON
AIGLI
DAPHNI
DORIS
KICKLI
KISSA
ADIOPI
ADKYON
THALIA
FAIDRA
NIOVI
PLIAS
AVRA
ARGO
ATALANT
Oilers:
ARETHOUSA
ARIADNI
Close In
Large Derrick
R
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise indicated.
GR2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GR2-1. Rigs Used by Greece (Sheet 3 of 4)
GREECE
TRANSFERRING SOLIDS AND PERSONNEL
Wire
Highline
Heavy
Jackstay
Housefall
Manila
Highline
Light
Jackstay
DDs:
ASPIS
LONGHI
APOSTOLIS
SFENDONI
KRIEZIS
VELOS
SAGHTOURIS
MAOULIS
KOUNTOUROTIS
TOBAZIS
KANARIS
THEMISTOCLES
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R
R
R
R
R
R
R
R
R
R
R
R
DEs:
AETOS
IERAX
LEON
PANTHER
AIGAION
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R-D
R-D
R-D
R-D
R-D
R
R
R
R
R
R-D
R-D
R (1)
R (1)
R (1)
R (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R (1) - D (1)
R
R
R
R
R
R
Ship Type or Class
Burton
LSD:
NAFCRATOUSA
LSMs:
DANIOLOS
GREGOROPOULOS
KRYSTALIDIS
ROUSSEN
TOURNAS
Minelayers:
AKTION
AMVRAKIA
R
Tensioned
Highline
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise indicated.
(1) Port only.
GR2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
Table GR2-1. Rigs Used by Greece (Sheet 4 of 4)
TRANSFERRING SOLIDS AND PERSONNEL
GREECE
Ship Type or Class
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Manila
Highline
MSSs (U. S. Type):
AIDON
AIGLI
DAPHNI
DORIS
KICKLI
KISSA
ADIOPI
ADKYON
THALIA
FAIDRA
NIOVI
PLIAS
AVRA
ARGO
ATALANT
Oilers:
ARETHOUSA
ARIADNI
LSTs:
OINOUSAI
KOS
KRITI
SYROS
IKARIA
LESVOS
RODOS
FFs:
ELLI
LIMNOS
Light
Jackstay
Tensioned
Highline
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R (1)
R (1)
R
R
R
R
R
R
R-D
R-D
R-D
R-D
R
R
R-D
R-D
R (1)
R (1)
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R-D
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise indicated.
(1) Port only.
GR2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
GR2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX GR9B
VERTREP Equipment — Greece
0906B Greece
1.
Aircraft Cargo Hooks. Greece uses two conforming models of aircraft cargo hook: one of the
hook type and one of the strop type. The Cargo Suspension Hook Release Unit (shown in Figure GR9B-1)
is fitted to AB-212 helicopters. It is operated electrically and with a foot release lever. The SIREN A90B
Release Unit (shown in Figure GR9B-2) is fitted in Alouette III helicopters. It is operated electrically and
with a hand release lever.
DIMENSION
CENTIMETERS
A
4.8
B
7.4
C
4.0
D
4.45
Figure GR9B-1. Cargo Suspension Hook Release Unit
DIMENSION
CENTIMETERS
A
8.0
B
1.7
Figure GR9B-2. SIREN A90B Release Unit
GR9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Pendants and Slings. Greece uses one conforming extension strop type of cargo sling. Dimensions of the sling are shown in Figure GR9B-3. The sling is 1.2 meters in height and has a capacity of 750 kg.
DIMENSION
CENTIMETERS
A
6.35
B
4.45
C
1.00
Figure GR9B-3. Extension Strop Type Cargo Sling
3.
Cargo Rings, Stirrups, and Shackles. Not in use by the Greek Navy.
4.
Nets and Pallets. Greece uses one size of net for handling loose cargo:
CAPACITY
2,000 kg
LENGTH
2.74 meters
WIDTH
2.74 meters
WEIGHT
15 kg
COLOR CODE
Green
GR9B-2
ORIGINAL
INDONESIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
Chapter ID2
Scheduling Replenishment at Sea — Indonesia
ID0240 Indonesian Ships
See Table ID2-1 and Figures ID2-1 through ID2-3.
ID2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table ID2-1. Indonesian Ship-Specific Data
Ship Class
FATAHILLAH
AO EX ROVER
EX VAN SPEIJK
Length of Ship (meters)
84.4
140.7
113.4
Beam (meters)
11.2
19
12.5
Mean Draught (meters)
3.4
7.3
4
Full Load Displacement
(metric tons)
1,482
11,522
2,835
Full Speed (knots)
30
19
28
Economical Speed (knots)
12
12
13
RAS Speed (knots)
12 to 18
8 to 17
12 to 16
Height of RAS Point from
Water Level (meters)
10
12
8
Lub. Oil
None (Drums)
None (Drums)
None (Drums)
Diesel
Elbow Probe
Elbow Probe
Elbow Probe
Water
T-Type
T-Type
T-Type
AVCAT
None (Drums)
None (Drums)
None (Drums)
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
Water
AVCAT
Adaptor Type:
ID2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
IMAGE NOT AVAILABLE
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KRI FATAHILLAH
Name of Ship
Nom du Bâtiment
KRI FATAHILLAH
KRI MALAHAYATI
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
361
362
KRI NALA
363
ADAPTORS:
Available in Drums
3
Capacity Metric Ton (m )
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Elbow Probe
100
50
20
2
Solids Replenishment Station
Poste de Ravitaillement (Solides)
1t
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
Available in Drums
T-Type
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure ID2-1. KRI FATAHILLAH
ID2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
IMAGE NOT AVAILABLE
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
A O EX ROVER
Name of Ship
Nom du Bâtiment
KRI ARUN
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
903
ADAPTORS:
Available in Drums
3
Capacity Metric Ton (m )
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
4
8
7,255
795
200
50
Solids Replenishment Station
Poste de Ravitaillement (Solides)
2t
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
Elbow Probe
Available in Drums
T-Type
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure ID2-2. AO EX ROVER
ID2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
IMAGE NOT AVAILABLE
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
EX VEN SPEIJK
Name of Ship
Nom du Bâtiment
KRI AMY
351
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
ADAPTORS:
Available in Drums
3
Capacity Metric Ton (m )
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
1.8
2
550
30
20
2
Solids Replenishment Station
Poste de Ravitaillement (Solides)
1t
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
Elbow Probe
Available in Drums
T-Type
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure ID2-3. EX VEN SPEIJK
ID2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
ID2-6
CHANGE 1
INDIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
Chapter IN2
Scheduling Replenishment at Sea — India
IN0240 Indian Ships
See Table IN2-1.
IN2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table IN2-1. Indian Ship-Specific Data
Ship Class
INS ADITYA
INS JYOTI
INS SHAKTI
Length of Ship (meters)
172
179
168
Beam (meters)
23
25
23
Mean Draught (meters)
9.2
11.4 (Full Load)
6.8 (Normal)
9.5
Full Load Displacement
(metric tons)
24,612
39,670
Full Speed (knots)
20
15
19
Economical Speed (knots)
16
12
13
RAS Speed (knots)
14
12
12
Height of RAS Point from
Water Level (meters)
24
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
Water
AVCAT
Adaptor Type:
Lub. Oil
Diesel
NATO/QSV Modified
Triangular Swing Bolt
Coupling
NATO/QSV
Water
Male Coupling
Male Coupling
AVCAT
NATO/QSV Modified
Triangular Swing Bolt
Coupling
Male Coupling
IN2-2
QSV
Male Coupling
CHANGE 1
ITALY
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER IT2
Scheduling Replenishment at Sea — Italy
IT0230 Italian Rigs
See Table IT2-1.
IT0240 Italian Ships
See Figures IT2-1 to IT2-3.
IT2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table IT2-1. Rigs Used by Italy (Sheet 1 of 2)
ITALY
FUEL RIG
Crane or
Small Derrick
Span Wire
Astern
D (1) - R
D
Cruisers and Guided Missile
Cruisers
R
R
Destroyer Types
Including Guided Missile
Destroyers and Frigates
R
R
Ship Type or Class
Close In
Large Derrick
AOR STROMBOLI
Combination Oil/Solids
Replenishment
Carriers
Submarines
R
LPD
Minesweepers
Ammunition, Refrigeration,
and Stores Ships (AFS)
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Fitted with fuel STREAM rigs.
IT2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table IT2-1. Rigs Used by Italy (Sheet 2 of 2)
ITALY
Ship Type or Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Heavy
Highline Jackstay
Housefall
AOR STROMBOLI
Combination Oil/Solids
Replenishment
Manila
Highline
Light
Jackstay
Tensioned
Highline
R-D
R-D
D
Carriers
Cruisers and Guided Missile
Cruisers
R-D
R
Destroyer Types
Including Guided Missile
Destroyers and Frigates
R-D
R
Submarines
LPD
R-D
Minesweepers
R - D (1)
Ammunition, Refrigeration,
and Stores Ships (AFS)
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Only MSO.
IT2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A5327
STROMBOLI
A5327
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
1,356 m3
523 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
650 m3 or 480 m3
(see Note)
120 m3 (1)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Single Hose
2 Capabilities
Manche Simple
2 Possibilités
Double Hose
2 Capabilities
Manche Double
2 Possibilités
Double Hose
3 Capabilities
Manche Double
3 Possibilités
No capacity to transfer boiler
maintenance water during
navigation.
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage 1,815 kg
Note: Pumping Rate for
Astern Fueling.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure IT2-1. STROMBOLI (A5327) (AORL)
IT2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A5329
VESUVIO
A5329
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3,340 m3
523 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
650 m3 or 480 m3
(see Note)
120 m/hr3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Single Hose
2 Capabilities
Manche Simple
2 Possibilités
Double Hose
2 Capabilities
Manche Double
2 Possibilités
Double Hose
3 Capabilities
Manche Double
3 Possibilités
No capacity to transfer boiler
maintenance water during
navigation.
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage 1,815 kg
Note: Pumping Rate for
Astern Fueling.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure IT2-2. VESUVIO (A5329) (AOL)
IT2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A5326
ETNA
A5326
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Triple Hose
3 Capabilities
Manche Triple
3 Possibilités
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
5,600 m3
160 m
1,500 m3
3
3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
300 m/hr
650 m/hr
450 m/hr3
(see Note)
3
178 mm
102 and
64 mm
64 mm
50 m/hr3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
50 T oil drums or ammo, 12 containers, 30,000 victuals ration
Helicopters
Hélicoptères
1 (EH101) or
2 (AB212)
Maximum Lift Capacity
Capacité Maximum de
Levage 272 kg
Note: Pumping rate for
astern fueling
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure IT2-3. ETNA (A5326) (AORL)
IT2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER IT6
Transfer of Liquids — Italy
IT0685 Fueling Rigs
IT0686 Spanwire Rig
The spanwire rig corresponds to the fuel STREAM rig double hose with single probe and Robb coupling.
A tailpiece for trunk fueling can be fitted instead of the probe. Rigging with double probe is also used. See
US national section in Part II and Annex 2-A.
IT0687 Astern Replenishment Method
The astern fuel rig using the float method corresponds to the UK system, with Quick-Release Coupling Mk
II assembly. See UK national section in Part II.
IT6-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
IT6-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER IT7
Transfer of Solids — Italy
IT0780 STREAM Rig
The rig used is the STREAM rig with tensioned inhaul/outhaul lines and flounder plate. The traveler block
can be fitted with cargo drop reel Mk II. See Chapter 7.
IT7-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
IT7-2
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX IT9B
VERTREP Equipment — Italy
0907B Italy
1.
Aircraft Cargo Hooks. Dimensions of cargo hooks used on Italian AB-212 and SH-3D helicopters are shown in Figure IT9B-1.
A
B
C
D
DIMENSION
CENTIMETERS
A
4.6
5.0
B
6.3
7.9
C
6.0
2.5
D
5.2
3.8
AIRCRAFT
AB-212
SH-3D
Figure IT9B-1. Cargo Hooks
2.
Pendants and Slings. Italy uses the Mk 105 Mod 0 hoisting sling shown in Figure IT9B-2.
This sling, sometimes called the multileg pole pendant, is approved for all types of VERTREP load up to
2,720 kg in weight. The Mk 105 Mod 0 hoisting sling consists of two parts: the pendant, made of 29 mm
diameter nylon rope, approximately 3.6 meters in length, with an eye at one end; and the legs, made of
color-coded, 22 mm double-braided nylon, with an open eye splice at one end and a positive-closing,
self-locking cargo hook at the other end. Regular legs (orange) are 1.8 meters in length and long legs
IT9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
NO. 4 NEWCO
HOOK
(DETAIL)
ATTACHING LEG TO PENDANT
WITH A CHOKER HITCH
REGULAR LEG (ORANGE)
1.8 meters
THIMBLE
22 mm NYLON LEG
LEG(S)
3.5 cm
C
PENDANT
35.7 cm
9.2 cm
B
CHOKER HITCH
(SEE DETAIL AT LEFT)
138 cm
LOWER EYE
29 mm NYLON ROPE
24.3 cm
A
A
B
C
POLE (REACH TUBE)
UPPER EYE (ENCASED IN
POLYURETHANE TUBING)
(DIMENSIONS AT LEFT)
178 cm
31 cm
PENDANT
(green) are 3.0 meters in length. As many as six legs may be attached to the lower pendant eye by means of
choker hitches. The number of legs used is determined by the number of attachment points on the load.
The safe working load (SWL) for a single leg is 1,360 kg.
Figure IT9B-2. Hoisting Sling Mk 105 Mod 0
IT9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
(D)
LOAD LIFTING
POINT
DIRECTION OF
MOVEMENT FOR
CLOSING
STEP 2
PULL TO THE FULL OPEN POSITION.
(C)
(A)
TO OPEN
STEP 1
TWIST HOOK AND YOKE IN OPPOSITE DIRECTIONS,
PULLING YOKE AT THE SAME TIME.
(B)
HOOK SIDE
MOVEMENT
WASHER
LOCKING LUG
PIVOT PIN
O-RING
HOOK
HOOK RADIAL
MOVEMENT
GATE
BAIL
LUG
3.
Cargo Rings, Stirrups, and Shackles. The Newco safety hook assembly, shown in Figure
IT9B-3, incorporates a self-locking gate arrangement which requires two distinct manual movements to
open the hook. The first, a sideway movement, allows the hook to clear the locking lug; the second, a radial motion away from the gate, opens the assembly for attachment to the load lifting point. The pressure
and movement required for opening may be applied by using two hands or by holding the safety hook assembly in one hand and using the load lifting point as an anchor and pivot point, applying the required
pressure and movement. A sharp upward movement of the bail, using the hook and the load lifting point as
an anchor, will close and lock the safety hook assembly.
Figure IT9B-3. Newco Safety Hook
IT9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
4.
Nets and Pallets. Italy uses the cargo net and Mk 105 hoisting sling shown in Figure IT9B-4.
The capacity and dimensions are:
LOADS HANDLED
Loose Cargo
CAPACITY
2,041 kg
LENGTH
3.6 meters
WIDTH
3.6 meters
WEIGHT
21.3 kg
ASSOCIATED
EQUIPMENT
Hoisting Sling Mk 105
COLOR CODE
Green
Figure IT9B-4. Sling, Cargo Net, Nylon Webbing, Type 1
IT9B-4
ORIGINAL
JAPAN
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER JA2
Scheduling Replenishment at Sea — Japan
JA0230 Japanese Rigs
See Table JA2-1.
JA0240 Japanese Ships
See Table JA 2-2 and Figures JA2-1 and JA2-2.
JA2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table JA2-1. Rigs Used by Japan (Sheet 1 of 2)
JAPAN
Ship Type or Class
FUEL RIG
Crane or
Small Derrick
Close In
Large Derrick
Span Wire
DD
MURASAME Class
R
R
DD
ASAGIRI Class
R
R
DDG
KONGO Class
R
R
LST
OSUMI Class
R
R
MST
URAGA Class
R
R
AOE
SAGAMI Class
R-D
R-D
AOE
TOWADA Class
R-D
R-D
TV
KASHIMA Class
R
R
Astern
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
JA2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table JA2-1. Rigs Used by Japan (Sheet 2 of 2)
JAPAN
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Ship Type or Class
Wire
Heavy
Housefall
Highline Jackstay
Manila
Highline
DD
MURASAME Class
R
R
R-D
DD
ASAGIRI Class
R
R
R-D
DDG
KONGO Class
R
R
R-D
LST
OSUMI Class
R
Light
Jackstay
Tensioned
Highline
R-D
MST
URAGA Class
R-D
AOE
SAGAMI Class
R-D
R-D
R-D
AOE
TOWADA Class
R-D
R-D
R-D
TV
KASHIMA Class
R
R
R-D
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
JA2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table JA2-2. Japanese Ship-Specific Data
Ship Class
SAGAMI
TOWADA
TOKIWA
HAMANA
Length of Ship (meters)
146
167
167
167
Beam (meters)
19
22
22
22
Mean Draught (meters)
7.4
8.1
8.1
8.1
Full Load Displacement
(metric tons)
10,800
15,800
15,800
15,800
Full Speed (knots)
22
22
22
22
Economical Speed (knots)
6 to 9
6 to 9
6 to 9
6 to 9
RAS Speed (knots)
12
12
12
12
Height of RAS Point from
Water Level (meters)
21.6
22
22
22
Diesel
6.3
6.3
6.3
6.3
Water
4.4
4.4
4.4
4.4
AVCAT
7.2
7.3
7.3
7.3
Lub. Oil
None (Drums)
None (Drums)
None (Drums)
None (Drums)
Diesel
Single Probe
(NATO Standard)
Single Probe
(NATO Standard)
Single Probe
(NATO Standard)
Single Probe
(NATO Standard)
Water
MS Coupling
(Japan Standard)
MS Coupling
(Japan Standard)
MS Coupling
(Japan Standard)
MS Coupling
(Japan Standard)
AVCAT
Cam Coupling
(Japan Standard)
Cam Coupling
(Japan Standard)
Cam Coupling
(Japan Standard)
Cam Coupling
(Japan Standard)
Hose Pressure Rate (Bars):
Lub. Oil
Adaptor Type:
JA2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
479
253
177
108
0
146
77
54
33
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
JDS SAGAMI (AOE)
Name of Ship
Nom du Bâtiment
JDS SAGAMI
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Note:
1
501
1701
3,8001
3401
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
0.5
Solids Replenishment Station
Poste de Ravitaillement (Solides)
2t
Helicopter
Platform
Plateforme pour
Hélicoptère
421
For logistic use only.
0.1
Helicopters
Hélicoptères
1
< 0.05
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure JA2-1. JDS SAGAMI
JA2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
548
272
226
151
0
167
83
69
46
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
JDS TOWADA (AOE)
Name of Ship
Nom du Bâtiment
JDS TOWADA
JDS TOKIWA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
JDS HAMANA
424
Note:
1
For logistic use only.
501
2001
5,1001
2101
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
0.5
Solids Replenishment Station
Poste de Ravitaillement (Solides)
2t
Helicopter
Platform
Plateforme pour
Hélicoptère
422
423
0.1
Helicopters
Hélicoptères
1
<0.5
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure JA2-2. JDS TOWADA
JA2-6
CHANGE 1
KOREA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER KS2
Scheduling Replenishment at Sea — South Korea
KS0230 Korean Rigs
See Table KS2-1.
KS0240 Korean Ships
See Table KS2-2 and Figures KS2-1 thru KS2-8.
KS2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table KS2-1. Rigs Used by Korea (Sheet 1 of 2)
KOREA
Ship Type or Class
FUEL RIG
Crane or
Small Derrick
Close In
Large Derrick
Span Wire
Astern
R-D
CHUN JEE Class
(AOE-57)
UL SAN Class
(FF-951)
R
R
OPKO Class
(DDG-971)
R
R
SING SUNG Class
(PCC-783)
R
R
R
R
R
R
CHUNG HAE JIN Class
(ASR-21)
WON SAN Class
(MLS-560)
EDENTON Class
(ATS-27)
ALLIGATOR Class
(LST-685)
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
KS2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table KS2-1. Rigs Used by Korea (Sheet 2 of 2)
KOREA
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Ship Type or Class
Wire
Heavy
Housefall
Highline Jackstay
Manila
Highline
R-D
R-D
UL SAN Class
(FF-951)
R
R-D
OPKO Class
(DDG-971)
R
R-D
SING SUNG Class
(PCC-783)
R
R-D
CHUNG HAE JIN Class
(ASR-21)
R
R-D
WON SAN Class
(MLS-560)
R
R-D
EDENTON Class
(ATS-27)
R
R-D
ALLIGATOR Class
(LST-685)
R
R-D
CHUN JEE Class
(AOE-57)
Light
Jackstay
Tensioned
Highline
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
KS2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table KS2-2. Korean Ship-Specific Data (Sheet 1 of 2)
Ship Class
CHUN JEE
UL SAN
OPKO
SIN SUNG
Length of Ship (meters)
130
102
135
88.3
Beam (meters)
17.5
11.5
14.2
10
Mean Draught (meters)
6.5
3.5
4.2
2.9
Full Load Displacement
(metric tons)
7,500
2,180
3,855
1,220
Full Speed (knots)
20
34
30
32
Economical Speed (knots)
15
15
15
15
RAS Speed (knots)
15
10
10
10
Height of RAS Point from
Water Level (meters)
6
5.5
6
5
Lub. Oil
3
150
Diesel
10
Water
7
AVCAT
10
Hose Pressure Rate (Bars):
Adaptor Type:
Lub. Oil
Elbow Probe
Elbow Probe
Elbow Probe
Elbow Probe
Diesel
Elbow Probe
Elbow Probe
Elbow Probe
Elbow Probe
Water
T-Type
T-Type
T-Type
T-Type
AVCAT
Elbow Probe
Elbow Probe
Elbow Probe
Elbow Probe
KS2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
Table KS2-2. Korean Ship-Specific Data (Sheet 2 of 2)
Ship Class
CHUNG HAE JIN
WON SAN
EDENTON
ALLIGATOR
Length of Ship (meters)
102.8
103.8
86.1
112.5
Beam (meters)
16.4
15
15.2
15.3
Mean Draught (meters)
4.6
3.4
4.6
3
Full Load Displacement
(metric tons)
4,300
3,300
2,929
4,278
Full Speed (knots)
18
22
16
16
Economical Speed (knots)
15
15
13
12
RAS Speed (knots)
Height of RAS Point from
Water Level (meters)
10
5.4
5
Lub. Oil
Elbow Probe
Elbow Probe
Diesel
Elbow Probe
Elbow Probe
Water
T-Type
T-Type
AVCAT
Elbow Probe
Elbow Probe
8
4.5
4.4
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
Water
AVCAT
Adaptor Type:
KS2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
427
322
217
115
0
130
98
66
35
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
CHUN JEE
Name of Ship
Nom du Bâtiment
CHUN JEE
DAE CHUNG
AOE-57
AOE-58
HWA CHUN
AOE-59
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
20.7
16.8
5,513
132
684
11.3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-1. CHUN JEE
KS2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
335
210
167
135
0
102
64
51
41
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
UL SAN (FFG)
Name of Ship
Nom du Bâtiment
UL SAN
SEOUL
CHUNG NAM
MASAN
KYON BUK
FF-951
FF-952
FF-953
FF-955
FF-956
CHONG NAM
CHE JU
BUSAN
CHUNG JU
FF-957
FF-958
FF-959
FF-961
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
11.5
277.8
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
11.3
None
132
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-2. UL SAN
KS2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
443
279
249
108
0
135
85
76
33
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
OPKO (DDG)
Name of Ship
Nom du Bâtiment
KWANG GAE TO
EULJIMUNDOK
YANGMANCHUN
DDG-971
DDG-972
DDG-973
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
8.5
3.4
392
150
11.3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-3. OPKO
KS2-8
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
289
210
138
52
30
0
88
64
42
16
9
0
MÈTRES
Class
Type
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
SIN SUNG
SIN SUNG
PCC-783
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2.7
None
164
40.9
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-4. SIN SUNG
KS2-9
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
338
164
103
50
161
0
49
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
CHUNG HAE JIN
Name of Ship
Nom du Bâtiment
CHUNG HAE JIN
ASR-21
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
14.8
39.6
979.2
42.9
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-5. CHUNG HAE JIN
KS2-10
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
341
207
138
118
59
0
104
63
42
36
18
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
WON SAN
WON SAN
MLS-560
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
8
3.4
397.5
140
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-6. WON SAN
KS2-11
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
282
190
131
118 115
0
86
58
40
36 35
0
MÈTRES
Class
Type
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
EDENTON
PYONG TAEK
KWANG YANG
ATS-27
ATS-28
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
17
659
658.6
11.3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-7. EDENTON
KS2-12
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
371
276
243
240
0
113
84
74
73
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
ALLIGATOR (LST)
Name of Ship
Nom du Bâtiment
KOJOON BONG
BIRO BONG
681
682
HYANGRO BONG
SEONG IN BONG
683
685
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
5.6
26.6
380.5
389
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure KS2-8. ALLIGATOR
KS2-13
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
KS2-14
CHANGE 1
MALAYSIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER MS2
Scheduling Replenishment at Sea — Malaysia
MS0240 Malaysian Ships
See Table MS2-1 and Figures MS2-1 through MS2-8.
MS2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table MS2-1. Malaysian Ship-Specific Data (Sheet 1 of 2)
Ship Class
HANG TUAH
SRI INDERA SAKTI SRI INDERAPURA
JEBAT
Length of Ship (meters)
104
103
171
106
Beam (meters)
12
15
21
123.7
Mean Draught (meters)
5
5
3
5.5
Full Load Displacement
(metric tons)
2,525
4,300
8,450
2,270
Full Speed (knots)
21
16
22
27.5
Economical Speed (knots)
15
12
14
RAS Speed (knots)
12
10
12
Height of RAS Point from Water
10
Level (meters)
12
10
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
3
10
10
Water
7
AVCAT
10
Adaptor Type:
Lub. Oil
Not Available
Elbow Probe
Diesel
Quick Release
Pat. No. 5303
Water
Not Available
T-Type
AVCAT
Not Available
Elbow Probe
Stripping/DFM
Elbow Probe
Pump (American
Standard Screw) or
Clip Coupling
Attached to DFM
Pump
MS2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table MS2-1. Malaysian Ship-Specific Data (Sheet 2 of 2)
Ship Class
KASTURI
MAHAWANGSA
MUSYTARI
RAHMAT
Length of Ship (meters)
97
103
75
97.3
Beam (meters)
11
15
11
10.7
Mean Draught (meters)
4
4.6
4
3
Full Load Displacement
(metric tons)
1,850
4,900
1,300
1,615
Full Speed (knots)
28
14
22
26
Economical Speed (knots)
14
12
15
14
RAS Speed (knots)
12
10
12
12
Height of RAS Point from
Water Level (meters)
13
10.4
3
1.5
Locally
Manufactured
Coupling
2-inch
Standard Pipe
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
Water
AVCAT
Adaptor Type:
Lub. Oil
Diesel
Quick Release
Pat. No. 0153015346 (NATO)
Male - Filling
Deck Connection
(Elbow)
Pat. No. 1047
Quick Release
Pat. No. 02630263061 (NATO)
6-inch
Quick Release
Water
FemaleInstantaneous
Coupling
Pat No. 0143-x1745 (NATO)
Female
FemaleInstantaneous
Coupling
Pat No. 0254-x1532 (NATO)
3-inch
Standard Pipe
AVCAT
MS2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
341
0
STATION DATA NOT AVAILABLE
104
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD HANG TUAH (FF)
Name of Ship
Nom du Bâtiment
KD HANG TUAH
76
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
15
75
230
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
1.2
30
2
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-1. KD HANG TUAH
MS2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
351
118
92
0
107
36
28
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD SRI INDERA SAKTI
(MPCSS)
Name of Ship
Nom du Bâtiment
KD SRI INDERA SAKTI
1503
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
750
70
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
2.4
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-2. KD SRI INDERA SAKTI
MS2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
561
289
95
85
0
171
88
29
26
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
KD SRI INDERAPURA
(LST)
KD SRI INDERAPURA
1505
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
160
2,637
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
3.2
11.4
2.3
78
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-3. KD SRI INDERAPURA
MS2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
525
295
161
43
0
160
90
49
13
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD JEBAT
(FFG)
Name of Ship
Nom du Bâtiment
KD JEBAT
29
KD LEKIU
30
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
8.5
34
217
80
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
200
13.6
8
6.1
Solids Replenishment Station
Poste de Ravitaillement (Solides)
2t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-4. KD JEBAT
MS2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
318
75
0
97
23
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD KASTURI
(Corvette)
Name of Ship
Nom du Bâtiment
KD KASTURI
25
KD LEKIR
26
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
208
75
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
2t
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-5. KD KASTURI
MS2-8
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
338
272
0
103
83
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD MAHAWANGSA
(MPCSS)
Name of Ship
Nom du Bâtiment
KD MAHAWANGSA
1504
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
12
300
790
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
15
30
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
10 t
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-6. KD MAHAWANGSA
MS2-9
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
246
210
59
0
75
64
18
0
MÈTRES
Class
Type
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
KD MUSYTARI
(OPV)
Name of Ship
Nom du Bâtiment
KD MUSYTARI
160
KD MARIKH
161
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
150
100
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-7. KD MUSYTARI
MS2-10
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
325
259
246
46
0
99
79
75
14
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
KD RAHMAT
(FF)
Name of Ship
Nom du Bâtiment
KD RAHMAT
24
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
501
42
220
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
10
1.4
2.4
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure MS2-8. KD RAHMAT
MS2-11
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
MS2-12
CHANGE 1
NETHERLANDS
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER NL2
Scheduling Replenishment at Sea — Netherlands
NL0230 Netherlands Rigs
See Table NL2-1.
NL0240 Netherlands Ships
See Figures NL2-1 and NL2-2.
NL2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table NL2-1. Rigs Used by Netherlands (Sheet 1 of 2)
NETHERLANDS
Ship Type or Class
FUEL RIG
Crane or
Small Derrick
Close In
Large Derrick
Span Wire
Astern
AOR
ZUIDERKRUIS
R
R
R - D (1)
D
AOR
AMSTERDAM
R
R
R - D (1)
D
LPD
ROTTERDAM
R (2)
R (2)
R (2)
R (2)
R (2)
LCFs
R
R
R
R
R
S/L/M-Frigates
R
R
R
R
R
Minehunters
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Constant tensioning gear.
(2) Starboard side only.
NL2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table NL2-1. Rigs Used by Netherlands (Sheet 2 of 2)
TRANSFERRING SOLIDS AND PERSONNEL
NETHERLANDS
Wire
Tensioned
Highline
Heavy
Jackstay
AOR
ZUIDERKRUIS
R
AOR
AMSTERDAM
Manila
Highline
Light Jackstay
R - D (1) (4)
R
R - D (3)
R
R - D(1) (4)
R
R - D (3)
LPD
ROTTERDAM
R
R (4) (7)
R
R - D (3) (7)
LCFs
R
R (2)
R
R - D (3)
S/L-Frigates
R
R (2)
R
R - D (3)
M-Frigates
R
R (4)
R
R - D (3)
R
R (3) - D (5) (6)
Burton
Ship Type or Class
Minehunters
Housefall
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
STREAM rig.
Maximum 1 ton.
Maximum 0.25 ton.
Maximum 2 ton.
Maximum 0.09 ton.
No personnel.
Starboard side only.
NL2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A832
HNLMS ZUIDERKRUIS
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
3
3
Capacity Metric Ton (m )
Capacité Tonne Mètrique (m3)
7,650 m
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
600 m/hr3
550 m
3
120 m3
64 m/hr3
Double Hose
Manche Double
Single Hose
3 Capabilities
Manche Simple
3 Possibilités
50 m/hr3
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
2
Maximum Lift Capacity
Capacité Maximum de
Levage 272 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure NL2-1. HNLMS ZUIDERKRUIS
NL2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A836
HNLMS AMSTERDAM
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
3
Capacity Metric Ton (m )
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
3
—
1,328 m
5,628 m3
175 m3
—
680 m/hr3
Double Hose
Manche Double
178 mm
152 mm
102 mm
680 m/hr3
50 m/hr3
64 mm
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
3
Maximum Lift Capacity
Capacité Maximum de
Levage 272 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure NL2-2. HNLMS AMSTERDAM
NL2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NL2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
CHAPTER NL6
Transfer of Liquids — Netherlands
NL0690 Fueling Rigs
NL0691 Spanwire Rig
1.
HNLMS AMSTERDAM (A836) and HNLMS ZUIDERKRUIS (A832) are equipped each with
four spanwire rigs, constant tensioned, for abeam replenishment. Normally three of these rigs are fitted
with a single probe, the remaining with a breakable-spool coupling. Both AMSTERDAM and ZUIDERKRUIS
use flow through saddles.
2.
Passing and Securing the Rig.
a. Normally two gunlines will be fired; one midships to pass the messenger/outhaul line of the
supportline and one on the forecastle for the combined distance/telephone line.
b. If the height of the receiving ship’s high point precludes gravity mating or easing down the
probe, a hoseline will be presented.
c. After mating of the probe, the messenger/outhaul line and hoseline (if applicable) are to be returned immediately to the delivering ship to facilitate quick return of the gear.
3.
Blow Through the Hose. On completion of fueling, the hose is to be blown through. Customer
ships must therefore leave the valves to tank vents open to permit oil and air through the hose.
NL0692 Astern Fueling
1.
Astern Refueling Stations ZUIDERKRUIS and AMSTERDAM.
a. ZUIDERKRUIS has two transfer stations for astern refueling; one port and one starboard side
on the quarterdeck. The port station is standard and rigged for immediate refueling.
b. AMSTERDAM has one transfer station for astern refueling; in the middle of the quarterdeck.
This station is always rigged for immediate fueling.
c. The hose has to be blown through only with the last ship in sequence.
NL6-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NL6-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER NL7
Transfer of Solids — Netherlands
NL0785 Transfer of Solids and/or Personnel
1.
For the transfer of heavy solids, both AMSTERDAM and ZUIDERKRUIS have four transfer stations equipped with a tensioned wire support line. This wire support line has a weak link as a ship structure protection device. The transfer stations are all fitted with sliding blocks. A cargo drop reel is used for
lowering onto the reception deck. AMSTERDAM uses an automated transfer system with controlled
outhaul and inhaul lines.
2.
For the transfer of personnel, AMSTERDAM, ZUIDERKRUIS, and ROTTERDAM prefer to be
used only as a receiving platform.
NL7-1
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NL7-2
CHANGE 1
ATP 16(D)/MTP 16(D)
ANNEX NL9B
VERTREP Equipment — Netherlands
NL0908B Netherlands
1.
Aircraft Cargo Hooks. The Netherlands uses one conforming type of aircraft cargo hook, the
Semi-Automatic Cargo Release Unit, No. 2 Mk 1, shown in Figure NL9B-1. It is fitted to Lynx helicopters
and is operated either electrically or manually. The cargo hook is not permanently installed in the Lynx
SH-14D. With the sonar installed, the cargo release unit cannot be fitted to the Lynx SH-14D.
DIMENSION
CENTIMETERS
A
2.70
B
6.30
C
2.80
D
3.30
Figure NL9B-1. Cargo Hook
NL9B-1
CHANGE 1
ATP 16(D)/MTP 16(D)
0.8
5.0
B
C
9.5
A
DIMENSION CENTIMETERS
680 kg
CAPACITY
680 kg
2.13 meters
HEIGHT
9.14 meters
PN AL 2149
TYPE
PN AL 2150
2.
Pendants and Slings. The Netherlands uses two nonconforming types of sling. The capacities
and dimensions of each are shown in Figure NL9B-2.
Figure NL9B-2. Cargo Slings
NL9B-2
CHANGE 1
ATP 16(D)/MTP 16(D)
3.
Cargo Rings, Stirrups, and Shackles. The Netherlands uses a conforming stirrup, shown in
Figure NL9B-3, to attach the net hook to the aircraft cargo hook.
C
B
A
DIMENSION
CENTIMETERS
A
8.00
B
8.00
C
1.43
Figure NL9B-3. Stirrup
4.
Nets and Pallets. The Netherlands does not use pallets and uses only one type of cargo net for
handling loose cargo:
CAPACITY
2,265 kg
LENGTH
4.57 meters
WIDTH
4.57 meters
Use of a hoisting sling with the net is required.
NL9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NL9B-4
ORIGINAL
NEW ZEALAND
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER NN2
Scheduling Replenishment at Sea — New Zealand
NN0230 New Zealand Rigs
See Table NN2-1.
NN0240 New Zealand Ships
See Table NN2-2 and Figures NN2-1 through NN2-3.
NN2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table NN2-1. Rigs Used by New Zealand (Sheet 1 of 2)
FUEL RIG
NEW ZEALAND
Ship Type or
Class
Crane or Small
Derrick
Close In
Large Derrick
Span Wire
Astern
ANZAC
(Frigate)
R
R
R
R
LEANDER
(Frigate)
R
R
R
R
R - D(1)
D
ENDEAVOR
(Tanker)
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Starboard side only.
NN2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table NN2-1. Rigs Used by New Zealand (Sheet 2 of 2)
NEW ZEALAND
TRANSFERRING SOLIDS AND PERSONNEL
Wire
Highline
Heavy
Jackstay
ANZAC
(Frigate)
R
LEANDER
(Frigate)
R
Ship Type or
Class
Burton
Manila
Highline
Light
Jackstay
R
R-D
R-D
R
R-D
R-D
R
R
Housefall
ENDEAVOR
(Tanker)
Tensioned
Highline
Code: R — Receive
D — Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
NN2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table NN2-2. New Zealand Ship-Specific Data
Ship Class
ANZAC
LEANDER
ENDEAVOR
Length of Ship (meters)
118
113.4
138
Beam (meters)
14.8
13.1
18.4
Mean Draught (meters)
4.5
5.5
7.3
Full Load Displacement
(metric tons)
3,500
2,900
12,800
Full Speed (knots)
27
28
14.5
Economical Speed (knots)
18
14
RAS Speed (knots)
12
12
Height of RAS Point from
Water Level (meters)
12
9.5
12 to 14
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
80
Water
AVCAT
7
4.5
Adaptor Type:
Lub. Oil
Elbow Probe
Elbow Probe
Diesel
Elbow Probe/QRC
NATO B Probe and QRC
Water
T-Type
T-Type
AVCAT
Elbow Probe
Elbow Probe
NN2-4
Probe (Port) and
QRC (Starboard)
37 Ton/hr
3½-inch Camlock Fitting
(10.5 Bar)
Also HIFR Bowser
(4.5 Bar)
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
ANZAC
(FFH)
HMNZS TE KAHA
F77
HMNZS TE MANA
F111
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
42.1
56.5
470.7
57.93
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
20
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
280 kg
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure NN2-1. ANZAC
NN2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
371
295
98
62
0
113
90
30
19
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
LEANDER
(FFH)
HMNZS CANTERBURY
F421
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
7
25
430
80
5
10
40
5
280 kg
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure NN2-2. LEANDER
NN2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
453
279
190
157
0
138
85
58
48
0
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
ENDEAVOR
(AO)
Name of Ship
Nom du Bâtiment
HMNZS ENDEAVOR
A11
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
8,036
170
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
504
34
Solids Replenishment Station
Poste de Ravitaillement (Solides)
2t
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure NN2-3. ENDEAVOR
NN2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NN2-8
CHANGE 1
NORWAY
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER NO2
Scheduling Replenishment at Sea — Norway
NO0230 Norwegian Rigs
See Table NO2-1.
NO2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table NO2-1. Rigs Used by Norway (Sheet 1 of 2)
NORWAY
Ship Type or
Class
Frigates
OSLO Class
FUEL RIG
Crane or Small
Derrick
Close In
Large Derrick
Span Wire
Astern
R
R
R
R
R
R
R
R
Tender
KNM HORTEN
Minelayers
VIDAR Class
Coast Guard
NORDKAPP Class
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
NO2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table NO2-1. Rigs Used by Norway (Sheet 2 of 2)
NORWAY
Ship Type or
Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Heavy
Jackstay
Housefall
Manila
Highline
Light
Jackstay
Frigates
OSLO Class
R-D
Tender
KNM HORTEN
R-D
Minelayers
VIDAR Class
Tensioned
Highline
R (1) - D
Coast Guard
NORDKAPP Class
R-D
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
(1) Not for personnel.
NO2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
NO2-4
ORIGINAL
PORTUGAL
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER PO2
Scheduling Replenishment at Sea — Portugal
PO0230 Portuguese Rigs
See Table PO2-1.
PO0240 Portuguese Ships
See Figure PO2-1.
PO2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table PO2-1. Rigs Used by Portugal (Sheet 1 of 2)
PORTUGAL
Ship Type or
Class
FUEL RIG
Crane or Small
Derrick
Close In
Large Derrick
Oilers:
Combination Oiler/
Ammunition Ship
(AOE)
Span Wire
D
Astern
D
Carriers
Crusiers and
Guided Missile
Cruisers
Destroyer Types
Including Guided
Missile Destroyers
and Frigates
R
R
R
R
Submarines
Minesweepers
Ammunition,
Refrigeration, and
Stores Ships
Code: R — Receive
D — Deliver
Note: All rigs are both port and starboard unless otherwise noted.
PO2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table PO2-1. Rigs Used by Portugal (Sheet 2 of 2)
PORTUGAL
Ship Type or
Class
Oilers:
Combination Oiler/
Ammunition Ship
(AOE)
TRANSFERRING SOLIDS AND PERSONNEL
Jackstay
Burton
Wire
Highline
Heavy
Manila
Light
Tensioned
Housefall
Jackstay
Highline Jackstay Highline
D
R-D
Carriers
Crusiers and
Guided Missile
Cruisers
Destroyer Types
Including Guided
Missile Destroyers
and Frigates
R
R
R-D
R-D
R
Submarines
Minesweepers
Ammunition,
Refrigeration, and
Stores Ships
Code: R — Receive
D — Deliver
Note: All rigs are both port and starboard unless otherwise noted.
PO2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A5120
NRP BERRIO
Name of Ship
Nom du Bâtiment
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
2,032
305
2,540
193
609 ton/hr
304
Double Hose
Manche Double
78 ton/hr
Double Hose (150 mm
with 76 mm or 65 mm)
Manche Double (150 mm
with 76 mm or 65 mm)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure PO2-1. NRP BERRIO (A5210)
PO2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX PO9B
VERTREP Equipment — Portugal
0910B Portugal
1.
Aircraft Cargo Hooks. The Portuguese Navy (PON) has one type of aircraft cargo hook, the
Semi-Automatic Cargo Release Unit (SACRU), No. 2, Mk 1, shown in Figure PO9B-1. It is fitted to the
Lynx Mk 95 only when the aircraft is in the utility configuration and can be operated electrically or manually. Release can be done electrically by the helicopter crew or manually by deck personnel by pushing to
the rear the spring-loaded keeper and removing the strop without opening the hook. Alternatively, the
hook can be opened manually by pulling the manual release knob on top of the unit and applying a downward pressure. The unit will return to its cocked position as soon as pressure is released.
DIMENSION
CENTIMETERS
A
2.7
B
6.3
C
2.8
D
3.8
Figure PO9B-1. Semi-Automatic Cargo Release Unit, No. 2, Mk 1
2.
Pendants and Slings. The PON has two types of extension strop. They are to be connected as
detailed in Figures PO9B-2 and PO9B-3.
a. Extension Strop (2.4 meters). Double nylon, 2.4 meters long, with a safe working load
of 2,720 kg.
PO9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
b. Extension Strop (9.1 meters). Flexible steel wire rope protected with nylon, with a
safe working load of 680 kg.
SACRU NO. 2 MK 1
RUBBING STRIP
ON UPPER LOOP
IDENTIFICATION/DATE LABEL
SECONDARY
(SWIVELING) HOOK
DOUBLE NYLON
WEBBING
SHACKLE
PARENT SHACKLE
2.4 METER
NYLON STRAP
ADAPTER BOLT
AND ROLLER
SPRING-LOADED
CLIP
See Figure PO9B-4 for dimensions of upper shackle.
Figure PO9B-2. Extension Strop (2.4 meters)
PO9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
B
A
C
9.1 meters
DIMENSION
CENTIMETERS
A
12.0
B
5.0
C
2.8
Figure PO9B-3. Extension Strop (9.1 meters)
3.
Cargo Rings, Stirrups, and Shackles. The PON uses one type of stirrup to attach the net
hook to the aircraft cargo hook or to one extension strop. The PON uses one type of shackle to be attached
to the SACRU. See Figure PO9B-4. It is recommended to connect the stirrup to an extension strop to reduce
risk of injury to deck personnel.
4.
Nets and Pallets. The PON does not use pallets and uses one type of cargo net for handling
loose cargo:
CAPACITY
2,265 kg
LENGTH
4.57 meters
WIDTH
4.57 meters
PO9B-3
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
CENTIMETERS
A
21.0
B
9.4
C
2.3
DIMENSION
CENTIMETERS
A
7.5
B
5.0
C
2.2
D
2.3
Figure PO9B-4. Stirrup and Shackle
PO9B-4
ORIGINAL
ROMANIA
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER RO2
Scheduling Replenishment at Sea — Romania
RO0230 Romanian Rigs
See Tables RO2-1 and RO2-2.
RO0240 Romanian Ships
See Figures RO2-1 and RO2-2.
RO2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table RO2-1. Replenishment Receiving Station Data
(MARASESTI, Destroyer) (Sheet 1 of 2)
Item
Fuel Receiving Station Data Sheet
1
Fuel receiving station location (meters from bow)
88
2
Fuel receiving station location (port/starboard)
Port/Starboard
3
Maximum offstation angle (degrees forward/aft of attachment point)
45/45
4
Rig attachment point height (meters above water line)
7
5
Rig attachment point height (meters above deck)
2
6
Attachment point maximum strength (kilograms)
16,000
7
Attachment point working strength (kilograms)
8,000
8
Attachment type (e.g., pelican hook, link)
Pelican hook
9
Attachment point size (millimeters)
25.4
10
Interface details (e.g., thread, flange, split clamp)
Probe receiver
178 mm hose
11
Fuel or liquid type(s) that can be received (F44, F76, etc.)
F75, F76
12
Minimum pumping pressure (kiloPascals)
275
13
Maximum pumping pressure (kiloPascals)
800
14
Maximum flow rate (meters3 per hour)
680
Note: The station is under implementation procedures.
RO2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table RO2-1. Replenishment Receiving Station Data
(MARASESTI, Destroyer) (Sheet 2 of 2)
Item
Fuel Receiving Station Data Sheet
1
Cargo receiving station location (meters from bow)
87
2
Cargo receiving station location (port/starboard)
Port/Starboard
3
Maximum offstation angle (degrees forward/aft of attachment point)
30/30
4
Rig attachment point height (meters above water line)
9
5
Rig attachment point height (meters above deck)
4
6
Attachment point maximum strength (kilograms)
6,000
7
Attachment point working strength (kilograms)
3,000
8
Attachment type (e.g., pelican hook, link)
NATO Long link
9
Attachment point size (millimeters)
25.4
10
Attachment point distance from deck edge (meters)
4
11
Clear cargo landing area size (meters forward/aft of attachment point)
2/4
12
Maximum size load that station can handle (length x width x height)(meters)
1.5/1/1
13
Maximum weight load that station can handle (kilograms)
250
Note: The station is under implementation procedures.
RO2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table RO2-2. Replenishment Receiving Station Data
(265, FRIGATE)
Item
Fuel Receiving Station Data Sheet
1
Fuel receiving station location (meters from bow)
88
2
Fuel receiving station location (port/starboard)
Port/Starboard
3
Maximum offstation angle (degrees forward/aft of attachment point)
45/45
4
Rig attachment point height (meters above water line)
7
5
Rig attachment point height (meters above deck)
2
6
Attachment point maximum strength (kilograms)
16,000
7
Attachment point working strength (kilograms)
8,000
8
Attachment type (e.g., pelican hook, link)
Pelican hook
9
Attachment point size (millimeters)
25.4
10
Interface details (e.g., thread, flange, split clamp)
Probe receiver
178 mm hose
11
Fuel or liquid type(s) that can be received (F44, F76, etc.)
F75, F76
12
Minimum pumping pressure (kiloPascals)
275
13
Maximum pumping pressure (kiloPascals)
800
14
Maximum flow rate (meters3 per hour)
680
Note: The station is under implementation procedures.
RO2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
MARASESTI
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
Double Hose
Manche Double
680 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
300 Liquids
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 1,000 kg
Helicopters
Hélicoptères
1
250 kg Solids
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure RO2-1. MARASESTI
RO2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
265, FRIGATE
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
2 Capabilities
Manche Simple
2 Possibilités
680 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Double Hose
3 Capabilities
Manche Double
3 Possibilités
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
112 Liquids
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 1,000 kg
Helicopters
Hélicoptères
1
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure RO2-2. 265, FRIGATE
RO2-6
ORIGINAL
SINGAPORE
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER SN2
Scheduling Replenishment at Sea — Singapore
SN0230 Singapore Rigs
See Table SN2-1.
SN0240 Singapore Ships
See Table SN2-2 and Figures SN2-1 through SN2-4.
SN2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table SN2-1. Rigs Used by Singapore (Sheet 1 of 2)
FUEL RIG
SINGAPORE
Ship Type or Class
Crane or
Small
Derrick
Close In Large Derrick
Span
Wire
Jackstay
Astern
ENDURANCE
(LST)
R-D
VICTORY
(MCV)
R-D
FEARLESS
(PV)
R-D
SEA WOLF
(MGB)
R
Code: R – Receive
D – Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
SN2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table SN2-1. Rigs Used by Singapore (Sheet 2 of 2)
SINGAPORE
Ship Type or Class
TRANSFERRING SOLIDS AND PERSONNEL
Tensioned
Highline
Wire
Highline
Heavy
Jackstay
Housefall
Manila
Highline
Light
Jackstay
ENDURANCE
(LST)
VICTORY
(MCV)
FEARLESS
(PV)
SEA WOLF
(MGB)
Code: R – Receive
D – Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
SN2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table SN2-2. Singapore Ship-Specific Data
Ship Class
ENDURANCE
VICTORY
FEARLESS
SEA WOLF
Length of Ship (meters)
141
62
57
45
Beam (meters)
21
9
9
7
Mean Draught (meters)
5
3
2
2
Full Load Displacement
(metric tons)
6,000
600
500
170
Full Speed (knots)
15
>30
23
>30
Economical Speed (knots)
15
18 to 20
15
15
RAS Speed (knots)
6
8
8
8
Height of RAS Point from
Water Level (meters)
7
2
2
Hose Pressure Rate (Bars):
Lub. Oil
Diesel
Water
AVCAT
Adaptor Type:
Lub. Oil
Instantaneous
Coupling (1.5-inch)
Threaded Piece
Direct Filling
Diesel
Instantaneous
Avery Hardoll
Avery Hardoll
Avery Hardoll
Coupling (2.5-inch) Coupling (2.5-inch) Coupling (2.5-inch) Coupling (2.5-inch)
Water
Normal Coupling
(2.5-inch)
Avery Hardoll
Evertile Male
Evertile Male
Coupling (2.5-inch) Quick-Release
Quick-Release
Coupling (2.5-inch) Coupling (2.5-inch)
AVCAT
SN2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
463
440
0
141
134
0
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
ENDURANCE
(LST)
Name of Ship
Nom du Bâtiment
RSS ENDURANCE
RSS RESOLUTION
RSS PERSISTENCE
RSS ENDEAVOR
L 207
L 208
L 209
L 210
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
600
300
5
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
30
4
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SN2-1. ENDURANCE
SN2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
203
128
82
0
62
39
25
0
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
VICTORY
(Missile Corvette)
Name of Ship
Nom du Bâtiment
RSS VICTORY
RSS VALOUR
RSS VIGILANCE
P 88
P 89
P 90
RSS VALIANT
P 91
RSS VIGOUR
P 92
RSS VENGEANCE P 93
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
80
6
5
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
30
4
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SN2-2. VICTORY
SN2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
187
112
0
57
34
0
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
FEARLESS
(PV)
Name of Ship
Nom du Bâtiment
RSS RESILIENCE
RSS UNITY
RSS SOVEREIGNTY
RSS JUSTICE
RSS FREEDOM
RSS INDEPENDENCE
82
83
84
85
86
87
RSS FEARLESS
RSS BRAVE
RSS COURAGEOUS
RSS GALLANT
RSS DARING
RSS DAUNTLESS
94
95
96
97
98
99
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
50
6
2
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
14 (at 3 bar)
Receive Only
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SN2-3. FEARLESS
SN2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
148
125
105
0
45
38
32
0
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
SEA WOLF
(MGB)
Name of Ship
Nom du Bâtiment
RSS SEA WOLF
RSS SEA LION
RSS SEA DRAGON
P 76
P 77
P 78
RSS SEA TIGER
RSS SEA HAWK
RSS SEA SCORPION
P 79
P 80
P 81
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
40
2.5
15 m3/hr
(3-bar max)
(2-bar max)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SN2-4. SEA WOLF
SN2-8
CHANGE 1
SPAIN
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER SP2
Scheduling Replenishment at Sea — Spain
SP0230 Spanish Rigs
See Table SP2-1.
SP0240 Spanish Ships
See Figures SP2-1 and SP2-2.
SP2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table SP2-1. Rigs Used by Spain (Sheet 1 of 2)
SPAIN
Ship Type or Class
FUEL RIG
Close In
Large
Derrick
Carrier:
PRINCIPE DE ASTURIAS
STREAM
Tensioned
Spanwire
Nontensioned
Spanwire
R - D(1)
R
Astern
Frigates:
SANTA MARIA Class
BALEARES Class
DESCUBIERTA Class
R
R
R
R
R
R
R
R
R
R
R
R
R(2)
R(2)
Amphibious Forces:
LPD
LST
R
R
R
R
R
R
R
R
R
Minehunters/Minesweepers:
MSO
MSC
R
R
R
R
Oiler:
MARQUES DE LA ENSENADA
R-D
R
AOR:
PATIÑO Class
R-D
R
D
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted:
(1) Probe method to be used.
(2) Forward port station only.
SP2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table SP2-1. Rigs Used by Spain (Sheet 2 of 2)
TRANSFERRING SOLIDS AND PERSONNEL
SPAIN
Burton
Ship Type or Class
Wire
Heavy
Manila
Housefall
Highline Jackstay
Highline
Light
Jackstay
Tensioned
Highline
Carrier:
PRINCIPE DE ASTURIAS
R
R
R
R-D
R-D
R
Frigates:
SANTA MARIA Class
BALEARES Class
DESCUBIERTA Class
R
R
R
R
R
R
R
R-D
R-D
R-D
R-D
R-D
R-D
R
R
Amphibious Forces:
LPD
LST
R
R
R
R
R
R
R-D
R-D
R-D
R-D
R
R
Minehunters/Minesweepers:
MSO
MSC
R-D
R-D
R-D
R-D
Oiler:
MARQUES DE LA ENSENADA
R-D
R-D
R-D
R-D
AOR:
PATIÑO Class
R
R
R
R-D
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted:
SP2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
A11
Name of Ship
Nom du Bâtiment
MARQUES DE LA ENSENADA
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
A11
Single Hose
Manche Simple
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
8,000
2,105
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
680 m3/hr
340 m3/hr
Double Hose
Manche Double
175 mm
Remarks:
Fuel STREAM
Rig
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SP2-1. MARQUES DE LA ENSENADA (AORL) (A11)
SP2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A14
Name of Ship
Nom du Bâtiment
PATIÑO
A14
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Single Hose
Manche Simple
Triple Hose
Manche Triple
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
8,067.4 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
680 m3/hr
(with 178 mm)
Stations 1,2,3,4
450 m3/hr
(with 152 mm)
Station 5
2,255.8 m3
181.8 m
3
680 m3/hr (with 178 mm)
Stations 2 and 4
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
115 m3/hr (with 102 mm)
Stations 1 and 3
50 m3/hr (with 64 mm)
Stations 1,2,3,4
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Remarks:
Fuel STREAM Rig
Astern Fuel Rig
Remarks:
Manila Highline
Stream with Traveling SURF
476 m3 Ammunition
397 m3 Solid Cargo
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SP2-2. PATIÑO (AOR) (A14)
SP2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
SP2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER SP7
Transfer of Solids — Spain
SP0790 Solids Transfer
1.
For transferring heavy solids, PATIÑO has four stations fitted with STREAM with traveling
SURF. A cargo drop reel with a capacity of 1,800 kg is used to haul down the loads. PATIÑO can receive
housefall, heavy jackstay, and STREAM with hand-tended manila outhaul line rigs.
2.
Aircraft carrier PRINCIPE DE ASTURIAS has two sliding padeyes to receive heavy cargo or to
return them to the delivering ship. Capacity is 4,086 kg.
3.
Refer to Figure SP7-1 for Missile/Cargo STREAM Safe Working Load Weight data.
SP7-1
ORIGINAL
18,144
19,958
21,772
23,587
18,144
19,958
21,772
23,587
12,701
12,701
16,329
10,886
10,886
16,329
9,072
9,072
14,515
7,257
7,257
14,515
5,443
3,629
3,629
5,443
1,814
1,814
ATP 16(D)/MTP 16(D)
18.2-30.5 m
In CVs
TO USE GRAPH
EXAMPLE (X)
EXAMPLE (Y)
Determine the strength of the
receiving ship’s highpoint (Static
Test Load) and plot down to line A or
B; then across to determine the
maximum safe working load that can
be transferred for the existing sea
conditions and/or hull separation at
the ram pressure shown
Eyeplate static test load of 16,326
kg maximum load with Burton
outhaul line is 3,673.3 kg at 18.2
to 36.5 meters of separation in sea
state 3 or less, or 2,448.9 kg at hull
separation over 36.5 meters or
seas over state 3.
When used with a tensioned outhaul
line to the same eyeplate, the maximum
safe working load would be reduced to
1,632.6 kg or 1,082.4 kg depending on
separation and sea state.
Figure SP7-1. Missile/Cargo STREAM Safe Working Load Weight Graph for AOR PATIÑO (A14)
SP7-2
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX SP9B
VERTREP Equipment — Spain
0911B Spain
1.
Aircraft Cargo Hooks. See Figure SP9B-1.
DIMENSION
CENTIMETERS
A
4.7
B
6.2
C
3.6
D
5.2
Figure SP9B-1. Cargo Hooks
SP9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Pendants and Slings. See Figures SP9B-2, SP9B-3 and SP9B-4.
A
C
B
D
DIMENSION
A
30.0 cm
B
0.6 cm
C
180 cm
D
7.0 cm
E
12.0 cm
F
7.0 cm
E
F
Figure SP9B-2. Cargo Extension Strop (3 meters)
SP9B-2
ORIGINAL
CENTIMETERS
A
11.0
B
8.3
C
1.8
D
13.5
E
9.0
F
2.5
SP9B-3
Figure SP9B-3. Cargo Pendants (4 meters)
DIMENSION
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
28 cm
175 cm
PVC REACH TUBE
550 cm
SAFE WORKING LOAD
2,720 kg
Figure SP9B-4. Hoisting Sling
SP9B-4
ORIGINAL
3.
Cargo Rings, Stirrups, and Shackles. See Figure SP9B-5.
A
B
SP9B-5
Figure SP9B-5. Shackles
C
CENTIMETERS
CENTIMETERS
A
1.9
1.2
1.0
B
12.0
8.0
6.0
C
7.8
4.6
3.8
ATP 16(D)/MTP 16(D)
CENTIMETERS
ORIGINAL
DIMENSION
4.
2 cm
3 meters
SP9B-6
Figure SP9B-6. Cargo Nets
1 cm
Nets and Pallets. See Figures SP9B-6 and SP9B-7.
3 meters
14.5 cm
3 cm
5 cm
6 cm
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
PALLET 100 X 120 cm
100 cm
126 cm
106 cm
Note
May be hoisted with Mk18, Mk 87, Mk 99, and Mk 105 slings.
Figure SP9B-7. Cargotainer
SP9B-7
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
SP9B-8
ORIGINAL
SWEDEN
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER SW2
Scheduling Replenishment at Sea — Sweden
SW0230 Swedish Rigs
See Table SW2-1.
SW0240 Swedish Ships
See Figures SW2-1 to SW2-5.
SW2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table SW2-1. Replenishment Data Sheet (Sheet 1 of 2)
Ship
HSwMS GÅLÖ
HSwMS LOKE
Hull Number
A 263
A 344
Highest point of ship
20.0 meters
14.5 meters
Top of highest radar to top of boot
15.0 meters
10.0 meters
Height of main truck above boot
topping
20.0 meters
14.5 meters
Height of main truck above stem light
12.5 meters
6.5 meters
Horizontal distance between masts
12.0 meters
-
Vertical distance between range light
and side light
4.0 meters
4.5 meters
Station number
1
1
Fuel
GAS OIL (250 metric tons)
GAS OIL (90 metric tons)
Fresh water (100 metric tons)
Fresh water (10 metric tons)
Lubricant oil (4 metric tons)
Lubricant oil (Barrels)
Receive (R) / Deliver (D)
R/D
R/D
Station location (meters from bow)
(Port/Starboard)
35.0 meters (amidship)
20.0 m (1 Starboard/1 Port)
Double/single probe (DP/SP)
2 x Single probe (1SB/PT)
3 x Single probe (3SB/3PT)
Aft location/level
tbd (to be decided)
-
Forward location/level
tbd
-
Helicopter class/type/model
tbd
-
Additional ship specific data/comments
Crane capacity is 5 tonnes.
Crane capacity is 45 tonnes.
Electric distribution capability
Electric distribution capability
4 x 125 A/3 x 440 Volts
1 x 125 A/3 x 440 Volts
Ammunition transport capability.
1 x 63 A/3 x 440 Volts
Stadimeter (in meters)
Refueling
VERTREP
Total load capacity 150 metric tonnes (70
tonnes on deck).
Deck space for six 6.1 meter containers.
SW2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table SW2-1. Replenishment Data (Sheet 2 of 2)
Ship
HSwMS UTÖ
HSwMS SLEIPNER
HSwMS ELDAREN
Hull number
A 261
A 343
A237
Highest point of ship
20.0 meters
20.0 meters
9.80 meters
Top of highest radar to top of boot
14.0 meters
16.5 meters
6.7 meters
Height of main truck above boot
topping
18.0 meters
20.0 meters
9.80 meters
Height of main truck above stern light
12.0 meters
12.0 meters
6.0 meters
Horizontal distance between masts
14.5 meters
-
20.7 meters
9.0 meters
2.1 meters
Stadimeter (in meters)
Vertical distance between range light 6.5 meters
and side light
Refueling
Station Number
1
1
1
Fuel
GAS OIL (200 metric tons)
GAS OIL (30 metric tons.
80 metric tons with extra
tank).
GAS OIL (300 metric tons)
Fresh water (70 metric
tons)
Lubricant oil (Barrels)
Fresh water (100 metric
tons)
Fresh water (100 metric tons)
Lubricant oil (Barrels)
Lubricant oil (4 metric tons)
Receive (R) / Deliver (D)
R/D
R/D
R/D
Station location (meters from bow)
(Port/Starboard)
21.0 (amidship)
40.0 (amidship)
24.5 (amidship)
Double/single probe (DP/SP)
Single Probe
2 x Single Probe
2 x Single Probe
(1SB/1PT)
(1SB/1PT)
(1SB/1PT)
Aft location/level
tbd (to be determined)
tbd
-
Forward location/level
tbd
tbd
-
Helicopter class/type/model
tbd
tbd
-
VERTREP
Additional ship specific
data/comments.
Crane capacity 5 tons at
12 meters and 15 tons at
10 meters. Total cargo capacity is 400 metric tons.
Total cargo area 775 cubic
meters. Ammunition transport capability.
SW2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
A263
HSwMS GÅLÖ
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
A263
Single Hose
Manche Simple
250
100
4
Single Probe (1
port/2 starboard)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Not Available
Maximum Lift Capacity
Capacité Maximum de
Levage
Crane capacity is 5 MT/8 meter.
Ammunition transport
capability
Swedish standard hose connection. Adaptors can be provided/made on request.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SW2-1. HSwMS GÅLÖ (ARL) (A263)
SW2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Pt Number
No. de Coque
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
A344
HSwMS LOKE A344
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
Manche Simple
10
90
Single Probe (3
port/3 starboard)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Not Available
Maximum Lift Capacity
Capacité Maximum de
Levage
Crane capacity is 45 MT.
Total load capacity 150 MT
(70 MT on deck)
Deck space for six 20-foot
containers
Swedish standard hose connection. Adaptors can be provided/made on request.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SW2-2. HSwMS LOKE (AKL) (A344)
SW2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
A261
No. de Coque
Name of Ship
Nom du Bâtiment
HSwMS UTÖ
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
A261
Single Hose
Manche Simple
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
70
200
Single Probe (1
port/1 starboard)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Not Available
Maximum Lift Capacity
Capacité Maximum de
Levage
Swedish standard hose connection. Adaptors can be provided/made on request.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SW2-3. HSwMS UTÖ (ARL) (A261)
SW2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
DISTANCE
DE L’ÉTRAVE
Pt Number
A343
No. de Coque
Name of Ship
Nom du Bâtiment
HSwMS SLEIPNER A343
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
Manche Simple
30 (80 with extra tank)
100
4
Single Probe (1
port/1 starboard)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Not Available
Maximum Lift Capacity
Capacité Maximum de
Levage
Crane capacity is 5 MT/12
meter and 15 MT/10 meter.
Total cargo capacity is
400 MT.
Total cargo area is 1,200 m3.
Ammunition transport
capacity.
Swedish standard hose connection. Adaptors can be provided/made on request.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SW2-4. HSwMS SLEIPNER (AKL) (A343)
SW2-7
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
A237
No. de Coque
Name of Ship
Nom du Bâtiment
HSwMS ELDAREN A237
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
Manche Simple
100
300
Single Probe (1
port/1 starboard)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
Not Available
Maximum Lift Capacity
Capacité Maximum de
Levage
Swedish standard hose connection. Adaptors can be provided/made on request.
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure SW2-5. HSwMS ELDAREN (AOTL) (A237)
SW2-8
ORIGINAL
THAILAND
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER TH2
Scheduling Replenishment at Sea — Thailand
TH0230 Thai Rigs
See Table TH2-1.
TH2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TH2-1. Rigs Used by Thailand (Sheet 1 of 4)
THAILAND
FUEL RIG
Crane or
Small Derrick
Close In
Large Derrick
Span Wire
R
R
R
R
Frigate
PHUTTHAYOTFA
CHULALOK Class
R
R
R
Corvette
RATTANAKOSIN Class
R
R
Frigate
TAPI Class
R
R
PINKLAO Class
R
R
Ship Type or Class
Frigate
MAKUTRAJAKUMA
RN Class
Astern
Fast Attack Craft
CHONBURI Class
Fast Attack Craft (G)
RATCHARIT Class
Fast Attack Craft (G)
PRABPARAPAK Class
Patrol Gun Boat
SATTAHIP Class
KHAMRONSIN Class
Frigate
CHAOPRAYA Class
R
(STBD)
R
(STBD)
R
(STBD)
R
(STBD)
Frigate
KRABURI Class
R
(STBD)
R
(STBD)
R
(STBD)
R
(STBD)
R
R
R
R
Frigate
NARESUAN Class
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
Light line/heaving line transfer for COHONBURI, RATCHARIT, PRABPARAK, and SATTAHIP Classes.
ROBB coupling or 2½ -inch quick release necessary for TAPI, PINKLAO, and RATTANAKOSIN Classes.
TH2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TH2-1. Rigs Used by Thailand (Sheet 2 of 4)
THAILAND
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Ship Type or Class
Frigate
MAKUTRAJAKUMA
RN Class
Wire
Heavy
Housefall
Highline Jackstay
Manila
Highline
Light
Jackstay
R-D
R-D
R-D
R
R
R
R
R-D
R-D
Corvette
RATTANAKOSIN Class
R
R
R-D
R-D
Frigate
TAPI Class
R
R
R-D
R-D
PINKLAO Class
R
R
R-D
R-D
R-D
R-D
Tensioned
Highline
Fast Attack Craft
CHONBURI Class
Fast Attack Craft
(G) RATCHARIT Class
Fast Attack Craft
(G) PRABPARAPAK Class
Patrol Gun Boat
SATTAHIP Class
Frigate
PHUTTHAYOTFA
CHULALOK Class
KHAMRONSIN Class
Frigate
CHAOPRAYA Class
R
R
R-D
R-D
Frigate
KRABURI Class
R
R
R-D
R-D
R
R
R-D
R-D
Frigate
NARESUAN Class
R
R
R
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
Light line/heaving line transfer for COHONBURI, RATCHARIT, PRABPARAK, and SATTAHIP Classes.
ROBB coupling or 2½ -inch quick release necessary for TAPI, PINKLAO, and RATTANAKOSIN Classes.
TH2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TH2-1. Rigs Used by Thailand (Sheet 3 of 4)
THAILAND
FUEL RIG
Crane or
Small Derrick
Span Wire
Stream
Helicopter Carrier
CHAKRINARUEBET Class
R
D
Replenishment Ship,
Large (AOR)
SIMILAN Class
D
Ship Type or Class
Astern
Large Derrick
Minesweeper, Ocean (MSO)
PHOSAMTON Class
Minesweeper, Coastal (MSC)
BANGKEO Class
Minehunter, Coastal (MHC)
BANGRACHAN Class
Mine Countermeasures
Support Ship (MCS)
THALANG Class
Landing Ship, Tank (LST)
SICHANG Class
R
Landing Ship, Tank (LST)
SURIN Class
R
Landing Ship, Tank (LST)
CHANG Class
R
Landing Ship, Medium (LSM)
KUT Class
Landing Ship, Infantry,
Large (LSIL)
PRAP Class
Fuel Barge (Gasoline)/
Fuel Barge (YO/YOG)
CHULA Class
(PORT)
D
D
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
All MSO, MSC, MHC, and MCS ships are capable of light line/heaving line transfer.
TH2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TH2-1. Rigs Used by Thailand (Sheet 4 of 4)
THAILAND
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Ship Type or Class
Wire
Heavy
Housefall
Highline Jackstay
Manila
Highline
Minesweeper, Ocean (MSO)
PHOSAMTON Class
Light
Jackstay
Tensioned
Highline
R-D
Minesweeper, Coastal (MSC)
BANGKEO Class
Minehunter, Coastal (MHC)
BANGRACHAN Class
Mine Countermeasures
Support Ship (MCS)
THALANG Class
R-D
Landing Ship, Tank (LST)
SICHANG Class
R-D
R-D
Landing Ship, Tank (LST)
SURIN Class
R-D
R-D
Landing Ship, Tank (LST)
CHANG Class
R-D
R-D
Landing Ship, Medium (LSM)
KUT Class
R-D
R-D
Landing Ship, Infantry,
Large (LSIL)
PRAP Class
R-D
R-D
Helicopter Carrier
CHAKRINARUEBET Class
R-D
R-D
Replenishment Ship,
Large (AOR)
SIMILAN Class
R-D
(STBD)
Fuel Barge (Gasoline)/
Fuel Barge (YO/YOG)
CHULA Class
Code: R — Receive
D — Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
TH2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
TH2-6
CHANGE 1
TURKEY
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER TU2
Scheduling Replenishment at Sea — Turkey
TU0230 Turkish Rigs
See Table TU2-1.
TU0240 Turkish Ships
See Figures TU2-1 through TU2-4.
TU2-1
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TU2-1. Rigs Used by Turkey (Sheet 1 of 2)
TURKEY
Ship Type or
Class
FUEL RIG
Crane or Small
Derrick
Large
Derrick
Close In
Astern
D
Auxiliaries (AOR)
Frigates
Span Wire
R
R
R
Submarines
Code: R — Receive
D — Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
TU2-2
CHANGE 1
ATP 16(D)/MTP 16(D)
Table TU2-1. Rigs Used by Turkey (Sheet 2 of 2)
TURKEY
Ship Type or
Class
TRANSFERRING SOLIDS AND PERSONNEL
Burton
Wire
Highline
Auxiliaries (AOR)
Frigates
R
Heavy
Jackstay
Manila
Highline
Light
Jackstay
R
R-D
R-D
R
R-D
R-D
Housefall
Tensioned
Highline
R-D (1)
Submarines
Code: R — Receive
D — Deliver
Note:
All rigs are both port and starboard unless otherwise noted.
(1) Only GUPPY Class submarines for one person or equal in size and weight.
TU2-3
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A580
Name of Ship
Nom du Bâtiment
TCG AKAR
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
203 mm
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
9,500
2,600
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
420
50
64 mm
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure TU2-1. TCG AKAR
TU2-4
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
467
215
0
143
71
0
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
DISTANCE
FROM BOW
A595
TCG YARBAY KUDRET GÜNGÖR
Name of Ship
Nom du Bâtiment
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Single Hose
9,980
2,700
7 inch
4 inch
500 m3/hr
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
100
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure TU2-2. TCG YARBAY KUDRET GÜNGÖR
TU2-5
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A570
Name of Ship
Nom du Bâtiment
TCG TASKIZAK
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
64 mm
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
778
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
30
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure TU2-3. TCG TASKIZAK
TU2-6
CHANGE 1
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A575
Name of Ship
Nom du Bâtiment
TCG INEBOLU
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
204 mm
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
853 m3
70 m3
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
200/150 m3/hr
20 m3/hr
51 mm
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure TU2-4. TCG INEBOLU
TU2-7
CHANGE 1
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
TU2-8
CHANGE 1
UNITED KINGDOM
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER UK1
Concept of Replenishment at Sea — United Kingdom
UK0131 Planning Factors
Fuel and ammunition may not be received simultaneously in UK vessels under any circumstances unless
there is an imminent operational necessity and then only with the approval of the OTC. When transfer is approved, a distance of 18 meters is to be maintained between the reception points.
UK1-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
UK1-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER UK2
Scheduling Replenishment at Sea —
United Kingdom
UK0200 General Considerations
1.
Use of More than One Jackstay Simultaneously. Care should be taken to ensure that the
distances between highpoints in the delivering ship and receiving ship are similar if more than one heavy
jackstay rig is to be passed. During multiship store replenishments, rigs that are diagonally opposed
should not be used simultaneously because of the turning moment applied to the supply ship.
2.
Royal Fleet Auxiliary (RFA) Manning Limitations (ROVER and LEAF Class). The complements of RFAs permit only the following combinations of replenishments.
a. Peace Complement.
(1) Not more than one abeam replenishment for either fuel or stores, but not both, concurrent
with one fuel replenishment astern for a period not exceeding 8 hours.
(2) The astern rig cannot be streamed or recovered, neither can a helicopter be operated, during an abeam replenishment.
b. War Complement.
(1) Two ships can be replenished abeam with fuel only, concurrent with one fuel replenishment astern. For the ROVER Class, a 15 minute gap is required between customer ships
hooking up.
(2) On LEAF Class ships, only one abeam rig can be used while streaming or recovering the
astern rig or during helicopter operations.
3.
Transfer of AVCAT from ROVER Class to Frigate. To prevent excessive interaction experienced when using the after reception position, a frigate with an AVCAT connection aft should use the
forward reception position, transferring fuel to the after connection by means of additional lengths of
hose. For this purpose ROVER Class tankers carry extra hoses, which they should transfer prior to
fueling.
UK0230 United Kingdom Rigs
See Table UK2-1.
UK0240 United Kingdom Ships
See Figures UK2-1 through UK2-11.
UK2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK2-1. Rigs Used by United Kingdom (Sheet 1 of 2)
UNITED KINGDOM
Ship Type or Class
FUEL RIG
Crane or
Small
Derrick
Close In Large Derrick
Span
Wire
Jackstay
Astern
Oilers:
OAKLEAF
ROVER Class
BAYLEAF
ORANGELEAF
BRAMBLELEAF
R (2) - D (1)
R - D (2) (3)
R - D (1)
R - D (1)
R - D (1)
R
R
R
R
R
R (2) - D (1)
R (2) - D (1)
R (2) - D (1)
R (2) - D (1)
R (2) - D (1)
R (2) - D (1)
R (2) - D
R (1) - D (2)
R (1) - D (2)
R (1) - D (2)
Reserve Tankers
R
R
R (2)
R-D
CVSs and Assault Ships
R - D (2)
R
R (2)
R (2)
R
Destroyers and Frigates
R
R
R
R
R
Submarines
R
R
MCMVs
R
R
Landing Ships Logistic
(LSL)
R
R
R
R (2)
R
R
R
R
R
R
R
R
R-D
D
R
R-D
R-D
Ammunition, Refrigeration, and Stores Ships:
AFS (H)
FORT GEORGE (AOR)
FORT VICTORIA (AOR)
Code: R – Receive
D – Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
All heavy jackstay rigs are for 2-ton transfers unless otherwise noted.
Details of the various types and quantities of lubricating oil (LO) carried by RFAs are published in
Fleet Administrative and General Orders (FLAGOs).
All supply ship tension winches are protected by Slipping Clutches.
(1) Port only.
(2) Starboard only.
(3) ROVER and all LEAF Class tankers will deliver probe by nontensioned jackstay or port side only.
UK2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK2-1. Rigs Used by United Kingdom (Sheet 2 of 2)
UNITED KINGDOM
Ship Type or Class
Oilers:
OAKLEAF
ROVER Class
BAYLEAF
ORANGELEAF
BRAMBLELEAF
TRANSFERRING SOLIDS AND PERSONNEL
Tensioned
Highline
Wire
Highline
Heavy
Jackstay
R
R
R
R
R
R
R
R
R
R
R
R - D (1)
R
R
Housefall
Manila
Highline
Light
Jackstay
R
R
R
R
R
R-D
R-D
R-D
R-D
R-D
Reserve Tankers
CVSs and Assault Ships
R-D
R
Destroyers and Frigates
R-D
R
R
R
R
R-D
R
Submarines
MCMVs
Landing Ships Logistic
(LSL)
Ammunition, Refrigeration, and Stores Ships:
AFS (H)
FORT GEORGE (AOR)
FORT VICTORIA (AOR)
R
R
R
R
R
R-D
R
R
R-D
R-D
R-D
R
R
R-D
R-D
R-D
Code: R – Receive
D – Deliver
Notes: All rigs are both port and starboard unless otherwise noted.
All heavy jackstay rigs are for 2-ton transfers unless otherwise noted.
Details of the various types and quantities of lubricating oil (LO) carried by RFAs are published in
Fleet Administrative and General Orders (FLAGOs).
All supply ship tension winches are protected by Slipping Clutches.
(1) Normally rigged on port side with capability to re-rig on starboard side. 12 hours notice required.
UK2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A269
Name of Ship
Nom du Bâtiment
RFA GREY ROVER
4,572
193 or (ou)
304
305
193
2 Grades, 25, 25
609
76
76
76
76
51
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-1. RFA GREY ROVER (AOL A269) (UK)
UK2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A271
Name of Ship
Nom du Bâtiment
RFA GOLD ROVER
4,572
193 or (ou)
304
305
193
2 Grades, 25, 25
609
76
76
76
76
51
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-2. RFA GOLD ROVER (AOL A271) (UK)
UK2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A273
Name of Ship
Nom du Bâtiment
RFA BLACK ROVER
4,572
193 or (ou)
304
305
193
2 Grades, 25, 25
609
76
76
76
76
51
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-3. RFA BLACK ROVER (AOL A273) (UK)
UK2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A109
Name of Ship
Nom du Bâtiment
RFA BAYLEAF
27,395
1,450
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
DRUMS
4,924
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
900
40
900
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-4. RFA BAYLEAF (AOT A109) (UK)
UK2-7
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A81
Name of Ship
Nom du Bâtiment
RFA BRAMBLELEAF
26,500
1,450
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
DRUMS
4,924
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
900
40
900
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-5. RFA BRAMBLELEAF (AOT A81) (UK)
UK2-8
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A110
Name of Ship
Nom du Bâtiment
RFA ORANGELEAF
19,324
1,450
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
DRUMS
4,924
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
900
—
900
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-6. RFA ORANGELEAF (AOT A110) (UK)
UK2-9
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A111
Name of Ship
Nom du Bâtiment
RFA OAKLEAF
33,700
1,450
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
DRUMS
4,924
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
—
—
—
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
Maximum (Maximale)
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-7. RFA OAKLEAF (AOT A111) (UK)
UK2-10
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
RFA FORT GEORGE
11,000
Nil
380
1,000
125
3 Grades, 50, 25 and 50
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
730
—
100
730/120
—
56
Solids Replenishment Station
Poste de Ravitaillement (Solides)
3,377 m3 EXPLOSIVES
2,941 m3 STORES
A388
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
1,360 kg
Maximum (Maximale)
2,721 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-8. RFA FORT GEORGE (AOR A388) (UK)
UK2-11
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
Name of Ship
Nom du Bâtiment
RFA FORT VICTORIA
11,000
Nil
380
1,000
125
3 Grades, 50, 25 and 50
730
—
100
730/120
—
56
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3,377 m3 EXPLOSIVES
2,941 m3 STORES
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
1,360 kg
Maximum (Maximale)
2,721 kg
A387
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Helicopters
Hélicoptères
0
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-9. RFA FORT VICTORIA (AOR A387) (UK)
UK2-12
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A385
Name of Ship
Nom du Bâtiment
RFA FORT ROSALIE
—
—
700
—
—
—
—
—
100
—
—
—
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
1,360 kg
Maximum (Maximale)
2,721 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-10. RFA FORT ROSALIE (AFS (H) A385) (UK)
UK2-13
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Pt Number
No. de Coque
A386
Name of Ship
Nom du Bâtiment
RFA FORT AUSTIN
—
—
700
—
—
—
—
—
100
—
—
—
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
1
Maximum Lift Capacity
Capacité Maximum de Levage
Standard (Normale)
1,360 kg
Maximum (Maximale)
2,721 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure UK2-11. RFA FORT AUSTIN (AFS(H) A386) (UK)
UK2-14
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER UK4
Communications, Signals, and Lighting —
United Kingdom
UK0430 Transfer Station Markers and Distance Lines
1.
Self-Tautening Day Distance Line. The distance line is to be made up in accordance with
Figure UK4-1, except that each marker is to be a 23 cm equilateral triangle of painted canvas. The line is
finished with a non-swivel Inglefield clip at each end. Once the line is passed, the ship keeping station is to
supply and attach a four-parted monkey’s fist that is then led through the forward fairlead on the engaged
side, across the forecastle, and out the fairlead on the opposite side. The end is allowed to trail freely in the
sea, where the drag on the monkey’s fist tautens the line between the delivering and receiving ships.
UK0452 Approach and Station Keeping Lights
1.
Kingpost Lighting. RFAs exhibit a hooded red light from the top of the aftermost kingpost.
The light (one-cell flashlight) is aimed downward and outward at a 45° angle and serves as a range light to
assist in abeam station keeping.
2.
Astern Fueling Lighting Measures. RFA tankers exhibit a red light on the marker buoy float.
Station keeping is aided by observing the dimmed white shaded stern light on the oiler. The wake light, contour lights, and red masthead lights are not exhibited during astern fueling operations.
UK4-1
ORIGINAL
TAILING 9 meters
UK4-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK4-1. Distance Line Markings (Daylight Operations)
TAILING 3 meters
ATP 16(D)/MTP 16(D)
CHAPTER UK5
Emergency Procedures and Safety Precautions —
United Kingdom
UK0501 Preparations for Emergency Breakaway
1.
Preparation of Lines. The sliprope required for UK fuel rigs shall be 89 mm (28 mm diameter) manila rope.
UK0506 Special Precautions for Particular Rigs
1.
Jackstay Fueling. The hose is disconnected and the hose pendant slipped from the highpoint
by the slip provided. As soon as possible, and when the tanker has the weight of the hose on the saddle
whips, the support line is detensioned and slipped from the highpoint by the slip provided. The messenger,
telephone cables, and distance lines are cast off or parted if necessary.
UK5-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
UK5-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER UK6
Transfer of Liquids — United Kingdom
UK0602 Ballasting and Deballasting
RFA tankers need to ballast to maintain stability as the cargo is discharged. Unless good warning of requirements has been given, the replenishment may need to be broken off to permit the tanker to undertake
urgent ballasting.
UK0610 General Description of Fueling Methods
UK0611 Abeam Fueling
NOTE
The limiting distances between ships operating these rigs are shown in Table 3-1.
1.
Large Derrick Rig. This is a standard rig fitted on some RFA tankers. The tankers are normally
rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses lashed
to the large hoses for transfer of auxiliary fuels or fresh water.
2.
Crane Rig, Fueling Boom Rig, and Small Derrick Rig. These rigs are used for carrying
out fueling abeam between UK warships. The crane and fueling boom will be rigged with one 152 mm
hose only for transfer of main fuel. The small derrick rig is normally rigged with one 152 mm hose. Alternatively, one 152 mm hose and one 76 mm hose, or two 76 mm hoses can be rigged and both fuels transferred simultaneously.
3.
Jackstay Fueling Rig. This is a standard rig fitted in RFA fleet tankers. The tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses
lashed to the large hoses for transfer of auxiliary fuel or fresh water. Fuels may be transferred through both
the 152 mm hoses and one small hose simultaneously.
UK0612 Astern Fueling
Astern fueling is a standard method of refueling.
NOTE
UK tankers use the Quick-Release Coupling Mk II for connection to UK receiving ships.
UK0620 Standardization of Fueling Couplings
UK0621 Quick-Release Coupling Mk II
1.
The Quick-Release Coupling Mk II (male and female) (see Figure UK6-1) and associated shut-off
valve is an acceptable alternative to the standard breakable-spool coupling. It can be used for transfer of
the following fuels:
a. F-44, Turbine Fuel, Aviation (AVCAT).
b. F-75 and F-76 Fuel, Naval, Distillate.
UK6-1
ORIGINAL
UK6-2
IN RECEIVING SHIP
SLOTS FOR “C” SPANNERS FOR SECURING
MALE COUPLING TO SHUT-OFF VALVE
QUICK RELEASE COUPLING MALE
RETAINING SLOT
SECURING CATCH
SHUT OFF VALVE
QUICK RELEASE COUPLING FEMALE
INCORPORATING SPRING-LOADED
NON-RETURN FLAP VALVE
ROTATING RIBBED
SCROLL SLEEVE
HANDWHEEL
WOOD CHOCK
EYEBOLT
PROTECTOR CAP FOR
MALE COUPLING
8 mm RETAINING WIRE FROM
HOSE TO PROTECTOR EYEBOLT
(WITH 5T SNAPHOOK ON
EYELBOLT) (NOT SHOWN)
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK6-1. Quick-Release Coupling Assembly Mk II (UK Specification)
FROM DELIVERING SHIP
ATP 16(D)/MTP 16(D)
c. F-77 and F-82 Fuel, Residual, Boiler.
NOTE
Nations that use this coupling should also provide adapters to operate with those that
use the breakable-spool coupling.
2.
The female coupling incorporates a thread suitable for connection to the customer ship’s deck elbow or
the coupling of an intermediate hose, if applicable. (The female coupling incorporates a 203 mm UNS 4
threads-per-inch female thread.)
3.
The male coupling incorporates a thread suitable for connection to the shut-off valve. (The male
coupling incorporates a 203 mm UNS 4 threads-per-inch female thread.)
4.
The shut-off valve incorporates a thread suitable for connecting to the male coupling at its outboard end
and a thread suitable for connecting to the hose coupling at its inboard end. (The shut-off valve incorporates a 203
mm UNS 4 threads-per-inch male thread at the outboard end and a 203 mm UNS 4 threads-per-inch female
thread at the inboard end.)
5.
The shut-off valve is self-holding in any position from open to shut and can therefore be used to
control the flow rate. It cannot slam shut and give rise to high impulse pressures in ships’ systems and may
be opened and shut against pressure.
CAUTION
When opening or closing the shut-off valve, care should be taken to avoid damage to
the securing catch which will protrude from the valve body assuring rotation of the
ribbed scroll sleeve.
6.
The shut-off valve is in the fully shut position when the securing catch is engaged in its retaining
slot on the valve body.
a. The valve is opened by first depressing the spring-loaded securing catch clear of its retaining
slot and turning the ribbed scroll sleeve by hand in the direction of the arrow pointing towards “O”
(for OPEN) embossed on the valve body. After rotating the sleeve through approximately 330°,
the securing catch will spring automatically into a recess on the valve body and rest against a
chamfered stop. This is the fully open position.
CAUTION
The valve does not have a recess on the body valve at 330°. It is important that this
valve is not forced round to the 360° recess.
b. The valve is shut by first depressing the securing catch clear of the valve body recess and rotating the ribbed scroll sleeve by hand in the direction of the arrow pointing to “S” (for SHUT) until
the securing catch engages automatically in its retaining slot.
UK6-3
ORIGINAL
ATP 16(D)/MTP 16(D)
UK0630 Abeam Fuel Rigs
Note: The following paragraphs present details of UK rigs and procedures used in lieu of fuel STREAM
rig. Paragraph numbering therefore does not parallel that of Chapter 6.
UK0631 Basic Equipment
1.
Inglefield Clips. Inglefield clips are fitted 2 meters apart at 36 to 42 meters from the outboard
end of the hose line for quickly attaching and taking across the distance line, telephone cables, and messenger. The hose line consists of 55 fathoms (100 meters) of 21 mm braided line tailed with 27 fathoms
(50 meters) of 12 mm polyester cordage. When securing a gunline to a hose line, the gunline should first
be thoroughfooted to a separate, loose Inglefield clip, and then clipped on to the messenger by it.
UK0632 Hoses and Markings
1.
Hoses and Markings. Liquids are transferred as follows:
a. Dieso (F-76). Dieso (F-76) by 152 mm rubber hoses. These hoses are not to be used for the
transfer of any other liquid.
b. Aviation Fuel (F-44). Aviation fuel (F-44) by 152 mm rubber hoses. Hoses marked AVCAT may also be used for AVGAS if required and vice versa after thorough draining. They should
not be used for DIESO except in an emergency. The 76 mm hoses are used for the transfer of
AVCAT to destroyers and frigates.
c. Potable Water. Potable water is transferred abeam by 76 mm general purpose hose that has
not been used for any other purpose.
d. Lubrication Oil (LO). Lubrication oil (LO) is usually transferred in drums, using the heavy
jackstay rig. However, the AOR is fitted with bulk stowages and transfers lube oil by clean 76 mm
gasoline hoses and 64 mm hoses.
(1) To provide emergency breakaway facilities, tankers are supplied with 1.2 meter cuttable
lengths of hose with suitable end fittings. A length is fitted between the ball valve at the end
of each supply hose and the deck elbow of the customer ship.
(2) Most HM ships of frigate size and above are provided with deck elbow connections or
adapters to suit the appropriate size of hose for the particular grade of LO. Ships not so fitted
are to make arrangements for the deck elbow to be modified or a suitable adapter made.
(3) In certain classes or ships, the LO filling point is situated some distance from the RAS reception position. Extra hose lengths are carried in AOR, and ROVER Class tankers for passing
to HM ships to bridge this separation.
(4) Where it is not possible for the RFA to supply the numerous grades of LO through separate
hoses, clearing of hoses after transfer of LO is to be effected by draining or sucking back by the
tanker’s pump(s). A period of 5 to 10 minutes is to be allowed for this operation before closing the
shut-off valve on the outboard end of the tanker’s hose. On completion of draining down, the RFA
will signal, “RAS completed,” and the receiving ship can commence disconnecting.
e. Marking of Hoses. To provide ready means of identification in receiving ships and to identify hoses returned to store for reissue, all hoses are marked with the name of the fuel for which
they are used. Each length of hose should be marked near the male coupling in white or luminous
paint in block letters not less than 76 mm high with DIESO, AVCAT, WATER, or LO (and grade).
UK6-4
ORIGINAL
ATP 16(D)/MTP 16(D)
f. Abeam or Astern. Abeam replenishment hoses are specified to be capable of stretching a
certain amount under tension without breaking, whereas astern hoses are specified to be virtually
non-stretchable. Abeam hoses should not be used astern, nor astern hoses abeam.
2.
Quick-Release Coupling Mk II Procedures. The standard coupling for use between UK
ships for both abeam and astern fueling of main fuels is the Quick-Release Coupling Mk II. (The exception to this is the provision of the probe receiver for diesel fuel transfers abeam.)
a. The male coupling is screwed next to the shut-off valve on the end of the supplying ship’s hose
and the female coupling is screwed to the deck elbow or receiving ship’s length of hose. This female coupling is fitted with a non-return valve. The protector cap is fitted over the male coupling
during transit of the hose rig.
b. The shut-off valve is opened and shut by first depressing the securing catch clear of its retaining
slot and returning the ribbed scroll sleeve by hand. The scroll sleeve requires turning approximately 330° from full open to shut or vice versa. The direction of turning for the open and closed positions is indicated on the body of the valve adjacent to the scroll. The valve is self-holding in any
position from open to closed and can therefore be used to control the flow. It cannot slam shut and
give rise to high impulse pressures in ships’ systems. It can be opened or shut by hand against pressure. Open and shut positions are highlighted in white paint.
Shut-Off Valve — Emergency Shutting. If there is a danger of flooding mess decks or straining tanks, shut the valve at the reception point — but only in emergency.
Note: Waterproof grease should only be used for its lubrication, and great care should be taken
not to over-grease to avoid filling the guide slots in the body.
c. The protector cap is operated by turning the center spindle eyebolt by hand about six turns to
open the engaging dogs. The cap can then be mated over the male coupling nose cone, and six turns
will engage the dogs and lock the cap over the male coupling. The protector cap must be secured to
the hose line by a suitable lashing on the abeam rig.
d. The handwheel of the female coupling on the receiving ship operates three dogs that hold the
couplings in engagement. The handwheel has two working positions, “Release” and “Engage,” in
which it is held by a spring-loaded locking lever engaging in slots in the body of the coupling. To
engage or release the coupling, the lever is gripped in the same action as that of gripping the
handwheel which is then turned through an arc of 80°, the appropriate direction of rotation being
shown by indicator plates.
e. To engage coupling, remove the protector cap from the male coupling nose cone by turning the
center spindle eyebolt. Check that the handwheel on the female coupling is in the release position.
Engage the male nose cone into the female coupling attached to the deck elbow. Grip the locking
lever and handwheel and turn to the engage position, allowing the lever to drop into the locating
slot at this position. Open the shut-off valve.
f. To release coupling, stop pumping. Close the shut-off valve. Grip locking lever and handwheel,
turn the handwheel to release position and allow the lever to drop into this locating slot. Coupling
is now free to disengage. Remate the protector cap over the nose cone on the male coupling by
turning on the center spindle eyebolt.
Note: To facilitate operation, receiving ships should ensure that the female coupling is rigged so
that the locking lever (in the release position) is as near the 12 o’clock position as possible.
UK6-5
ORIGINAL
EYEPLATE
16 mm MATERIAL
32 mm EYE
TAIL PIECE
686 mm
305 mm
SHUT OFF VALVE
PATT 0249/458-9515
TAIL PIECE
PATT 0249/520-7990
COUPLING
PATT 0249/458-9510
NATO SWING BOLT
THE TAIL PIECE IS SECURED BY THE THREE
SWING BOLTS ON THE PATT 0249/458-9510
COUPLING.
STEEL TUBE
140 mm EXT. DIA
127 mm BORE
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-2. Abeam Fuel Rigs — Tail Piece for Trunk Fueling (UK Specification)
UK6-6
3.
Tail Piece/Pigtail for Trunk Fueling. To fuel ships equipped with the open trunk system, the
pigtail shown in Figure UK6-2 can be fitted.
HOSE
ATP 16(D)/MTP 16(D)
4.
Special Liquids Fittings.
a. Lubricating Oil. Lubricating oil is transferred through 76 mm or 64 mm hose (see Figure
UK6-3). A protector plug is screwed into the outboard female end.
Note: In case of an emergency breakaway, the outboard 1.2 meter length of hose is to be severed with
an axe.
b. Fresh Water. See Figure UK6-3.
c. Antichafing Arrangements. Hoses are subject to considerable chafe when in contact with
ship’s structure and in the saddles; therefore, protective measures, usually in the form of coco matting, should be taken.
UK0633 Details of Fueling Rigs
Temporary Guardrails for All Abeam Fueling Rigs. A double temporary guardrail is recommended:
both lines stemming from the same point; one passing over the hose and one under it so that an effective
guard is provided whether the hose is high or low.
UK0634 Jackstay Fueling Rig
1.
Details of the rigging are shown in Figures UK6-4 and UK6-5. The outboard hose end arrangement is shown in Figures UK6-6/7.
2.
Tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76
mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuel or fresh water. Fuels may be transferred through both the 152 mm hoses and one small hose simultaneously.
3.
The rig consists of 8 lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. This
end length is provided with antichafe material covering. The hose is secured into each saddle by lashings.
4.
A hose line is used in conjunction with a jackstay gripper to haul over the support line and then the
hose, which is hooked to the outboard hose pendant and lashed along the hose end (see Figures UK6-6/7). This
line is made up of 60 fathoms of 21 mm (70 mm circumference) nylon line tailed with 27 fathoms (50 meters)
of 12 mm (38 mm circumference) polyester.
Note: Ships are to indicate in their RAS signal the required distance from the bitter end of the support
line to the gripper.
5.
An Inglefield clip is fitted at the outboard end for securing the gunline and at 2 meter intervals from
36 meters to 42 meters from the outboard end. Four Inglefield clips are fitted for securing the distance
line, telephone cables, and messenger.
6.
Rigging the Receiving Ship.
a. A slip is shackled into the link of the top highpoint.
b. Snatch blocks to run the outhaul to a winch are rigged as required.
c. The fueling deck elbow and appropriate hose coupling are set up in position. In some ships it
may be necessary to run fuel hose from the deck plate position to the reception station. A drip tray
is provided at the hose coupling position.
UK6-7
ORIGINAL
UK6-8
LUB OIL - OMD 113
HOSE 76 mm
PATT 0249/458-9447
A
B
ADAPTER
SHUT-OFF BALL
VALVE 76 mm
A
ADAPTER
SHUT-OFF BALL
VALVE 64 mm
C
C HOSE 76 mm - LENGTH 1.2 meters
END CONNECTION 76 mm FEMALE
WHITGAS 0249/529-7379
LUB OIL - OM 100 & OEP 69
HOSE 64 mm
PATT 0249/529-6097
6.1 meters
A
B
B A
FRESH WATER
HOSE 76 mm
PATT 0249/458-9450
A
B A
C
CIVGAS & AVCAT
HOSE 76 mm PATT 0249/458-9447
AVCAT
HOSE 152 mm
PATT 0249/458-9499
HOSE 64 mm - LENGTH 1.2 meters
END CONNECTION 64 mm FEMALE
BSP 0249/529-6098
THE 76 mm OR 64 mm HOSE IS LASHED ALONG
THE MAIN 152 mm FUEL HOSES. IN CERTAIN
RECEIVING SHIPS THE LUB OIL DECK PLATE
IS REMOTE FROM THE TRANSFER STATION.
EXTRA HOSE LENGTHS WILL BE CARRIED IN
TANKERS AND SENT TO THE RECEIVING SHIP
TO BRIDGE THIS SEPARATION.
ADAPTER PATT 0249/458-9533
76 mm MALE
WHITGAS
ADAPTER PATT
0249/458-9521
ADAPTER PATT
0249/458-9504
76 mm MALE
WHITGAS
CAPS OR PLUGS WILL BE FITTED AT THE
OUTBOARD END CONNECTIONS FOR
PROTECTION OF THREADS AND TO CLOSE
UP THE HOSE ENDS.
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-3. Abeam Fuel Rigs — Hose End Connections (UK Specification)
DETAILS OF SUPPLYING SHIPS’ OUTBOARD HOSE ENDS.
(OTHER THAN RIGS ON WHICH NATO COUPLERS ARE USED)
Figure UK6-4. Jackstay Rig (UK Specification)
UK6-9
TANKER
GANTRY
OVER
No. 1
WHIP
WINCHES
No. 4 WHIP
NORMAL WORKING DISTANCE 42-55 meters
SUPPORT LINE
A.T. WINCH
WINCH
No. 2 WHIP
B
C
D
E
SUPPORT LINE
28 mm DIA E.S.F.S.W.R.
TRAVELER BLOCK
HOSE SADDLE
ROLLER BOX
SHEAVE 4.57 mm
HOSE LENGTH
F
G
H
J
K
No. 4 SADDLE WHIP 75 FMS (137 meters)
12 mm DIA E.S.F.S.W.R
BLOCK 203 mm
No.3 SADDLE WHIP 55 FMS (100 meters)
24 mm DIA E.S.F.S.W.R
BLOCK 355 mm
No. 2 SADDLE WHIP 35 FMS (64 meters)
24 mm DIA E.S.F.S.W.R
FROM OUTBOARD END TO No. 4 SADDLE - 6 meters
FROM No. 4 SADDLE TO No. 3 SADDLE - 21 meters
FROM No. 3 SADDLE TO No. 2 SADLE - 29 meters
FROM No. 2 SADDLE TO No. 1 SADDLE - 21 meters
ORIGINAL
ATP 16(D)/MTP 16(D)
TANKER’S RAS DECK
WINCH ARRANGEMENT
AT A JACKSTAY RIG
TRANSFER STATION
A
JACKSTAY (J), LARGE DERRICK (D), AND JACKSTAY PROBE (JP) RIGS
UK6-10
ITEM
OLWEN AND TIDE
CLASS
D
JP
J
DESCRIPTION
DIESO
AVCAT
DIESO
AVCAT
HOSE 150 mm BORE
9 meters LENGTH
HOSE 150 mm BORE
4.5 meters LENGTH
BREAKABLE SPOOL COUPLING ‘B’ END & BLANKING PLATE
SHUT OFF VALVE
PROBE BODY ASSEMBLY
PROBE NOSE ASSEMBLY
8
9 or 8
9 or 8
8
7
1
1 or 2
1 or 2
1
1
1
1
1
1
1
1
PROBE COUPLING
2
2
SECURING ADAPTOR FOR USE WITH
a) SINGLE HOSE CLAMP
b) DOUBLE HOSE CLAMP
ROVER LEAF
CLASS CLASS
D
D
1
1
1
2
2
2
2
2
2
AS REQUIRED FOR DOUBLE
150 mm BORE HOSE RIGS.
1
2
2
AVCAT FW OR LO
LO ONLY
HOSE 76 mm BORE 18 meters LENGTH
HOSE 63 mm BORE 18 meters LENGTH
4*
5*
5*
4*
4*
AVCAT FW OR LO
LO ONLY
HOSE 76 mm BORE 6 meters LENGTH
HOSE 63 mm BORE 6 meters LENGTH
1*
1*
1*
1*
1*
* ADDITIONAL HOSE(S) MAY BE REQUIRED DEPENDING ON POSITION OF DECK FILLING CONNECTION
DOUBLE HOSE CLAMPS FOR 150 mm
DOUBLE HOSE RIGS J AND D
SINGLE HOSE CLAMPS FOR 150 mm
SINGLE HOSE RIGS J, D, & JP
ORIGINAL
ALL 150 mm HOSE RIGS CARRY EITHER ONE,
TWO OR THREE 150 mm or 63 mm BORE
HOSES AS APPROPRIATE.
OUTBOARD HOSE END CONECTIONS FOR 76 mm AND
63 mm BORE HOSES ARE SHOWN IN FIGURE 6-20.
J & JP RIGS - OLWEN & TIDE CLASS ONLY
ATP 16(D)/MTP 16(D)
Figure UK6-5. Abeam Fuel Rigs — Assembly of Hoses (UK Specification)
NUMBERS SHOWN ARE FOR SINGLE HOSE FLEETS
NOTE: For arrangement with Quick-Release Coupling, see Figure UK6-7.
UK6-11
RECOVERY
LINE
DOUBLE 152 mm
HOSE RIG
B
D
C
E
F
G
HOSES BEING HAULED OVER
HOSE 4.5 meters LENGTH
CORDAGE
LASHINGS
HOSES SECURED BY HOSE HANGING
PENDANT FUEL COUPLING CONNECTED
A
B
C
D
E
ORIGINAL
F
H
J
K
L
SLIP ROPE RIGGED
RECEIVING SHIP’S HOSE
HANGING PENDANT
STEADYING TACKLES
RIGGED BY RECEIVING
SHIP
HOSELINE
HOSE LINE UNHOOKED AND
COILED DOWN ON DECK
SHACKLE
ADAPTER
DOUBLE HOSE CLAMP
SHACKLE
HOSE LINE PENDANT
(20 mm DIA) LENGTH 0.9 meters
RING 32 mm (127 mm INT DIA)
G
H
J
K
L
M
HOOK
SHUT OFF VALVE
COUPLING
BREAKABLE SPOOL
ADAPTER
DECK ELBOW
M
WOOD CHOCK
ATP 16(D)/MTP 16(D)
Figure UK6-6. Abeam Fuel Rigs — Outboard Hose End (UK Specification)
A
HOSE LASHINGS
(9 mm CORDAGE)
HOSELINE
PIGTAIL (10 meters of 16 mm NATURAL FIBER ROPE)
HOSE LINE PENDANT
HOSE BEING HAULED OVER
ILLUSTRATION SHOWS ONLY ONE
152 mm HOSE WHEREAS TWO
152 mm HOSES TOGTHER WITH
TWO SMALLER HOSES (76 mm
OR 64 mm) WILL NORMALLY BE
RIGGED.
RECOVERY LINE
12 mm S.W.R.
PROTECTOR
CAP (P)
HOSE HANGING PENDANT 20 mm S.W.R.
HOSE LINE PENDANT 21 mm BRAIDED NYLON
HOSE LINE PENDANT 20 mm S.W.R.
SHUT-OFF VALVE (N)
PAUNCH MATS
QUICK RELEASE COUPLING
DECK ELBOW (R)
HOSE END AND SECURING ARRANGEMENTS IN RECEIVING SHIP
ITEM
A
B
C
D
E
F
SLIP
LINK
THIMBLE
TUFNEL SNATCH BLOCK
SHACKLE
SPRING HOOK
ITEM
G
H
J
K
L
RING
SHACKLE
THIMBLE
HOSE, 4.5 meters, ANTI-CHAFE
SECURING ADAPTER
AND CLAMP
ITEM
N
O
P
Q
R
S
SHUT-OFF VALVE
QUICK RELEASE COUPLING,
MALE, MK II
PROTECTOR CAP
QUICK RELEASE COUPLING,
FEMALE, MK II
DECK ELBOW
SHACKLE
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-7. Abeam Fuel Rigs — Derrick Rig Reception (UK Specification)
UK6-12
NOTE: For arrangement with Breakable-Spool Coupling, see Figure UK6-6.
RECOVERY LINE
ATP 16(D)/MTP 16(D)
d. Shot mats are provided, the guardrails are lowered, and temporary guardrails rigged.
e. Steadying tackles are made ready to secure the supplying ship’s hose at the deck edge.
7.
Passing and Securing the Jackstay Fueling Rig.
a. The gunline is fired and hauled over bringing the tail of the hose line to which are clipped the
distance line, telephone cables, and messenger.
b. When the distance line, telephone cables, and messenger have been unclipped and taken to their
positions, the hose line is clipped to the receiving ship’s strayline messenger that is already rove
through the highpoint block and leading blocks. The strayline messenger and hose line are then
hauled in either by the RAS winch or by hand.
c. Once the support line outboard link is secured to the highpoint in the receiving ship, the weight
is taken off the combined support line messenger/hose line and the gripper is removed by pulling
the gripper release lanyard inboard in line with the support line.
d. As the receiving ship hauls the hose, the tanker will pay out on the saddle whips as necessary.
e. When the outboard hose end comes to the receiving ship’s deck, the hose lashings to the combined support line/hose messenger are cut and the outboard hose end is lowered to the deck on the
shot mats. The hose hanging pendant is hooked into the ring.
f. The temporary guardrail is rigged and the steadying tackles are rigged each side of the hose at
the deck edge.
g. The hose can now be connected and fueling commenced.
h. A 28 mm (89 mm circumference) manila, natural or sisal sliprope is rigged as described in paragraph UK0637.5h.
i. The combined support line/hose messenger is then unhooked and coiled down on deck.
8.
Disengaging and Returning the Jackstay Fueling Rig.
a. Once the order to start pumping has been given, the hose line should be disconnected and the
sliprope quickly rigged.
b. When the messenger is no longer required, the gripper is attached to the hose line and both are
returned on the messenger to the tanker.
c. On completion of fueling, when the hose is being disconnected, the steadying tackles are removed and the telephone cables and distance line can be paid out to their bitter ends and let go. The
distance line lights, whether electric or chemical, should not be damaged by water and so the night
distance line may be paid out to the end and let go.
d. On completion, the hose end should be disconnected, the weight taken on the sliprope, and the
hose hanging pendant unhooked, taking care that the hose ends and the remaining bight of the
combined support line/hose messenger are clear of obstructions before slipping.
e. The 10 meter pigtail of 16 mm natural fiber rope that is attached to the hose end for assisting the
tanker to recover the hose must be passed outboard during the final stages of disengaging.
UK6-13
ORIGINAL
ATP 16(D)/MTP 16(D)
f. As soon as the hoses have been recovered, the tanker should slacken off the support line which
can then be slipped direct or with a sliprope by the receiving ship. In rough weather, easing out the
support line on a sliprope may prove more practicable.
g. Timing is critical if final disengagement is by cutting the sliprope. The sliprope must not be cut
until the tanker gives the “Trip pelican hook” signal.
UK0635 Jackstay Probe Fueling Rig
1.
Details of the rigging are shown in Figures UK6-5, UK6-8, and UK6-9. The outboard hose end arrangement is shown in Figures UK6-10 and UK6-11.
2.
The rig consists of eight lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end.
3.
The support line messenger/hose line, which is used to haul over the support line and then the hose,
is hooked to the probe trolley (see Figure UK6-10). This line is made up of 60 fathoms of 21 mm (70 mm
circumference) nylon braidline tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference)
polyester. An Inglefield clip is fitted at the outboard end for securing the gunline, and at 2 meter intervals
from 36 meters to 42 meters from the outboard end, four Inglefield clips are fitted for securing the distance
line, telephone cables, and messenger.
4.
The probe receiver fuel adapter link is supplied with the probe receiver (see Figure UK6-12) and is
used to convert the probe reception position to receive a rig from a tanker not equipped to supply the
probe. The link assembly is to be secured to the swivel joint in place of the swivel arm. Care must be taken
to ensure that the swivel joint is fitted into the highpoint bracket in such a way that, when in use, the protruding grease nipple will not foul the bracket when the joint swivels.
5.
Rigging the Receiving Ship. The reception arrangements are shown in Figure UK6-11.
a. A snatch block is shackled into the eyeplate above the receiver swivel joint and fairlead blocks
for the hose messenger/outhaul line are rigged as required.
b. The fueling deck elbow is set up in position and a length of 152 mm hose is rigged from the elbow to the receiver. A special adapter is required to secure the hose to the receiver.
c. Ensure that release lever retaining pin is in place.
d. Guardrails are lowered and temporary guardrails rigged.
6.
Passing and Securing the Jackstay Probe Fueling Rig.
a. The gunline is fired and hauled over bringing the tail of the hose line to hand. This is clipped on
to the receiving ship’s strayline messenger, which is already rove through the leading blocks. The
strayline messenger and hose line are then hauled in either by the RAS winch or by hand.
b. The distance line, telephone line, and messenger are unclipped as they arrive aboard.
c. The support line, the outboard end of which is attached to the support line messenger/hose line
by a gripper (see Figure UK6-10) is now hauled across as the tanker pays out on the winch. As soon
as the support line end link has been attached to the pelican hook on the receiver, the weight is
taken off the support line messenger/hose line and the gripper is removed by pulling the gripper release lanyard inboard in line with the support line. The hose is then hauled across.
UK6-14
ORIGINAL
UK6-15
No. 3 SADDLE WHIP
No. 4 SADDLE WHIP
No. 2 SADDLE
No. 1 SADDLE
SUPPORT
LINE
No. 3 SADDLE
No. 4 SADDLE
PROBE
NORMAL WORKING DISTANCE 42-55 meters
No. 4 SADDLE WHIP
HOSE LINE
SUPPORT LINE
DECK
CONNECTION
TYPICAL RECEPTION ARRANGEMENT
PROBE CONNECTED
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-8. Jackstay Probe Rig — Probe Receiver Coupling (UK Specification)
No. 2 SADDLE WHIP
UK6-16
PROBE TROLLEY
TRAVELER BLOCK
TRAVELER BLOCK
2.3 meters
2 meters
PROBE
HOSE 4.5 meters LENGTH
JACKSTAY GRIPPER FOR HOSE
OUTHAUL LINE WHEN HAULING
OVER
A
B
C
D
E
F
G
H
SUPPORT LINE 28 mm DIA 6 x 36 (14/7 & 7/7/1)
TERMINAL
HOSE MESSENGER/OUTHAUL LINE 22 mm DIA
TAILED 12 mm DIA MANILA, 110 meter & 45 meter
HOOK
RECOVERY LINE 14 mm DIA E.S.F.S.W.R.
SHACKLE
SHACKLE
HOSE SADDLE
J
K
L
M
N
O
P
STRESS WIRE 10 mm DIA E.S.F.W.R.
SHACKLE
PENDANT 16 mm DIA F.S.W.R.
SHACKLE
CLAMP
ADAPTOR
ADAPTOR HOSE TO PROBE TUBE
ORIGINAL
ONE OR TWO SMALL HOSES MAY ALSO BE LASHED ALONG THE MAIN HOSE
ATP 16(D)/MTP 16(D)
Figure UK6-9. Jackstay Probe Rig — Outboard Hose End (UK Specification)
TRAVELER BLOCK No. 4
UK6-17
A
B
C
D
E
F
G
H
J
EYEPLATE
SHACKLE
TUFNEL BLOCK
SWIVEL JOINT & BASE PLATE
SWIVEL ARM
SLIP (PELICAN HOOK)
PROBE RECEIVER
INDICATOR ARM
RELEASE LEVER
K
L
M
N
P
Q
R
S
RELEASE LEVER LANYARD
ADAPTOR
FUEL HOSE LED TO DECK CONNECTION
DELETED
SUPPORT LINE TERMINAL
ADAPTOR
PROBE
HOSE CONNECTORS WITH HOSE
MESSENGER/
OUTHAUL LINE
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-10. Jackstay Probe Rig — Reception Arrangement (UK Specification)
SUPPORT LINE
SWIVEL JOINT & BOLT
JACKSTAY OR
HOSE HANGING PENDANT
LINK ASSEMBLY
SLIP
ATP 16(D)/MTP 16(D)
SEIZING WIRE
UK6-18
ORIGINAL
Figure UK6-11. Probe Receiver Highpoint Adapted for Reception of Conventional Jackstay or
Derrick Fueling Rigs (UK Specification)
BASE PLATE
ATP 16(D)/MTP 16(D)
d. In order to achieve easy mating of the probe into the receiver, the tanker will tension the support
line to enable the probe trolley and hose end to ride down it as the recovery wire is slacked out.
e. When the probe trolley is about 4.5 meters from the receiver, it should be hauled down the
jackstay and engaged into the receiver. Care must be exercised to prevent mating the probe and receiver with excessive force.
f. When the probe is secured into the receiver, the tanker will slacken off the recovery wire and the
support line tension will be reduced. The saddle whips are hauled in or veered as necessary, to suit
any variation between ships and to keep the hose bights clear of the water.
g. As soon as pumping has commenced and the hose has pressurized, the receiving ship rigs a
remating line to the probe trolley and then unhooks the hose line. When the messenger is no longer
required, the gripper is attached to the hose line and both are returned on the messenger to the
tanker.
h. While RASing multiple commodities, replace the remating line with a remating pendant. On
completion, replace the remating pendant with the remating line.
Ships With Low Replenishment Points. Provided both ships are in agreement the drill may
be amended as follows:
i. The hose line is attached to the support line by the gripper as described earlier, but instead of being hooked to the probe trolley it is kept in hand by the tanker. When the support line has been attached to the pelican hook, the gripper is removed from the support line and secured to the hose
line. Hose line and gripper are then passed back to the tanker. The support line is tensioned and the
probe mated by gravity.
j. The ideal distance for mating is 24 meters to 30 meters.
k. A remating line should be provided in the receiving ship.
7.
Disengaging and Returning the Jackstay Probe Fueling Rig.
a. The probe is released by the receiving ship operating the manual release lever and the hose can
be hauled back to the tanker.
b. The tanker should slacken off the jackstay which can then be slipped directly or with an easing
out rope by the receiving ship.
c. At the same time, the messenger, telephone cables, and distance line can be paid out to their bitter ends and let go.
UK6-19
ORIGINAL
TYPICAL ARRANGEMENT OF WINCH DECK
UK6-20
WINCHES
WINCH REMOTE
CONTROL CABS
WINCHES
WINCH DK.
REPLENISHMENT DK.
UPPER DK.
A
B
C
D
E
ORIGINAL
F
G
H
J
TWO 152 mm DIA HOSES
AND TWO 76 mm DIA HOSES
NORMAL WORKING DISTANCE 37-43 meters
RECOVERY LINE 75 FATHOMS (137 meters) 14 mm DIA E.S.F.S.W.R.
OUTER SADDLE WIRE 55 FATHOMS (100 meters) 24 mm DIA E.S.F.S.W.R.
INNER SADDLE WIRE 35 FATHOMS (64 meters) 24 mm DIA E.S.F.S.W.R.
STATIC SADDLE TACKLE 24 mm DIA MANILA
RUNNING TOPPING PURCHASE 65 FATHOMS (118 meters)
24 mm DIA E.S.F.S.W.R.
STANDING TOPPING WIRE 9 FATHOMS (22 meters) 40 mm DIA E.S.F.S.W.R.
HOSE CONNECTIONS
HOSE SADDLE
SECURING CHAIN
K
L
M
N
O
P
Q
R
S
T
203 mm DIA BLOCK
356 mm DIA BLOCK
508 mm DIA BLOCK
381 mm DIA BLOCK
305 mm DIA BLOCK
LATCHING GEAR
MONKEY PLATE
RUNNING GUY
RIGGING SCREW AND SLIP
STANDING GUY
ATP 16(D)/MTP 16(D)
Figure UK6-12. Large Derrick Rig (UK Specification)
NOTE:
HOSE LENGTH FROM OUTER SADDLE TO OUTBOARD
HOSE END 24 meters AND BETWEEN OUTER AND
INNER SADDLES 24 meters. LENGTH BETWEEN
INNER AND STATIC SADDLE 21 meters.
ATP 16(D)/MTP 16(D)
UK0636 Large Derrick Rig
1.
Details of the rigging are shown in Figures UK6-5 and UK6-13. The outboard hose end arrangement is shown in Figure UK6-6/7. Tankers are normally rigged with double 152 mm hoses for transfer of
main fuels with one or two 76 mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuels
or fresh water.
2.
The rig consists of eight lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard
end. This end length is provided with antichafe material covering. The RFA LEAF Class tankers rig seven
lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. The hose is secured into
each saddle by lashings.
3.
The hose line that is used for hauling over the hose and that is hooked to the outboard hose pendant
is made up of 60 fathoms of 21 mm (70 mm circumference) nylon braidline tailed with 27 fathoms (50
meters) of 12 mm (38 mm circumference) polyester. An Inglefield clip is fitted at the outboard end for securing the gunline. At 2 meter intervals from 36 meters to 42 meters from the outboard end, four Inglefield
clips are fitted for securing the distance line, telephone cables, and messenger.
4.
The method for rigging the receiving ship and passing, securing, and disengaging this rig is the
same as described in Article UK0637.
UK0637 Crane Rig, Fueling Boom Rig, and Small Derrick Rig
1.
Details of the rigging are shown in Figure UK6-13. The outboard hose end arrangement is shown
in Figure UK6-6/7.
a. The crane and fueling boom will be rigged with one 152 mm hose only for transfer of main fuel.
b. The small derrick rig is normally rigged with two 152 mm hoses but only one fuel may be transferred at a time. Alternatively, one 152 mm hose and one 76 mm hose can be rigged and both fuels
transferred simultaneously.
2.
The rig consists of five lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard
end. This end length is provided with antichafe material covering. The hose is secured into each saddle by
lashings.
3.
The hose line that is used for hauling over the hose is the same as that for the large derrick fuel rig
described in paragraph UK0636.
4.
Rigging the Receiving Ship. The reception arrangements are the same for all of these abeam
fueling rigs.
a. A 20 mm (64 mm circumference) steel wire rope (SWR) hose hanging pendant is rigged to the appropriate highpoint for securing the delivering ship’s outboard hose end. This pendant is the same as
used on the jackstay fueling rig reception station and is shown in Figure UK6-8.
b. A snatch block is shackled into the eyeplate below the pendant highpoint. Lead blocks for the
outhaul line are rigged as required.
5.
Passing and Securing the Crane, Fueling Boom, and Small and Large Derrick Rigs.
a. Before the receiving ship has taken station abeam of the delivering ship, the crane, fueling
boom, or derrick will be ready in its working position outboard.
UK6-21
ORIGINAL
NOTE: HOSE LENGTH FROM OUTER
SADDLE TO OUTBOARD HOSE END IS
26 meters AND BETWEEN SADDLES
IS 15.2 meters.
A
B
C
D
E
F
NORMAL WORKING DISTANCE ABOUT 30 meters
RECOVERY LINE 40 FMS (73 meters) 12 mm DIA
F.S.W.R. OR 28 mm DIA MANILA IF BEING
MANHANDLED BY THE SUPPLYING SHIP
HOSE LINE
SECURING ADAPTOR AND CLAMP
CRANE’S HOIST WIRE
EYEPLATE
BLOCK
RECEIVING SHIP
G
H
BLOCK
SADDLE TACKLE 15 FMS (27.5 meters)
24 mm DIA MANILA
J SHACKLE
K SHACKLE
L HOSE CONNECTION
M HOSE SADDLE
N TO WINCH OR MANHANDLING POSITION
O AIR CONNECTION FOR BLOWING HOSES
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK6-13. Crane Fueling Rig (UK Specification)
UK6-22
DELIVERING SHIP
ATP 16(D)/MTP 16(D)
b. The gunline is fired and hauled aboard the receiving ship. As soon as the hose line tail comes to
hand, it is clipped to the stray-line messenger that is already rove through the highpoint block and
leading blocks. The strayline messenger and hose line are then hauled in either by the RAS winch
or by hand.
c. As the messenger, distance line, and telephone cables come to hand, they are unclipped from
the hose line and tended or connected as required.
d. As the hose line is hauled inboard, the delivering ship will pay out the recovery line and the
hose saddle whips as necessary.
e. When the outboard hose end comes to the receiving ship’s deck, the hose lashings to the hose
line are cut and the outboard hose end is lowered to the deck on the shot mats. The hose hanging
pendant is hooked into the ring.
f. The hose line should then be unhooked and coiled down on deck.
g. The temporary guardrails are rigged and steadying tackles are rigged to each side of the hose at
deck edge.
h. A 28 mm (89 mm circumference) manila sliprope is secured by the receiving ship as convenient
beneath the highpoint and is led through the ring and a fairlead block to a position where it can be
handled at the fueling position or brought to a winch. (See paragraph UK0637.6a.)
i. The delivering ship keeps the recovery line slack, once the hose is secured, and the saddle whips
are hauled in or veered as necessary to suit any variation in distance between the ships. This is essential to avoid undue strain coming on the hose or rig and also to avoid the bights of hose dropping
into the water.
j. During rough weather, in order to provide additional control for the hoses during recovery, the
RFA may pass an additional 20 mm line, attached to the bridle ring with a 3-ton spring hook, which
will be tended by the RFA throughout the replenishment. It should not be removed from the bridle
ring and care should be taken to ensure that the spring hook attaching it to the ring is not fouled by
the sliprope.
6.
Disengaging and Returning the Crane, Fueling Boom, and Large Derrick Rigs.
a. When the hose is pressurized, unhook the hose line and rig the sliprope; bring to on the capstan/drum, and take up the slack. Return the hose line to the tanker, hook end first, on the soft eye
spliced to the bitter end of the messenger. The inboard end of the sliprope, with a reduced soft eye
and served spliced, should be attached to a slip and a suitable tested eyeplate using a shackle.
b. On completion of fueling when the hose is being disconnected, the steadying tackles are removed and the telephone cables and distance line can be paid out to their bitter ends and let go. See
paragraph UK0634.7c for night distance lines.
c. The 10 meter pigtail of 16 mm natural fiber rope that is attached to the hose end for assisting the
tanker to recover the hose must be passed outboard during the final stages of disengaging.
d. After disconnecting the hose couplings, the weight is taken on the sliprope and the hose hanging pendant is unhooked. The sliprope is then surged while at the same time the delivering ship
hauls in on the recovery line. The sliprope is surged until the hose is directly underneath the delivering ship’s crane or derrick when it should be cut.
UK6-23
ORIGINAL
ATP 16(D)/MTP 16(D)
e. Timing is critical if final disengagement is by cutting the sliprope. The sliprope must not be cut
until the tanker gives the “Trip pelican hook” signal.
f. Disengaging is made safer and easier if the receiving ship closes the delivering ship as much as
sea conditions allow.
UK0638 Blowing Through Hose Procedures
When fueling abeam with Dieso, RFAs do not blow through on completion and therefore receiving ships
should not disconnect until the fuel in the hoses has drained down. On completion of draining down, the
RFA will acknowledge the “RAS completed” signal and the receiving ship can commence disconnecting.
Note: When using their crane rigs, UK CVSG, LPD, and AGH must blow through on completion, to prevent difficulty in recovery.
UK0650 Astern Fueling Methods
UK0651 Astern Fueling — Float Method
Note: RFAs use a large plastic float in lieu of the metal float. This arrangement ensures that there is no
risk of damage to the sonar domes of warships and removes the requirement for the gunline method of
astern fueling.
1.
The assembly of hoses is indicated in Figure UK6-14 and the rig arrangements are shown in Figures
UK6-15 through UK6-17.
2.
The hose fleet streamed by the tanker will consist of fifteen lengths of 9 meter hose plus one length
of 4.5 meter hose at the outboard end for transfers in fair weather.
3.
Additional hose lengths may be added to this hose fleet when supplying an aircraft carrier or for
foul weather transfers.
4.
When fueling NATO ships that do not have the UK Quick-Release Coupling Mk II, the hose may
be secured onboard the receiving ship by using the breakable-spool coupling (see Chapter 6).
5.
Figure UK6-1 shows the Quick-Release Coupling Mk II and protector cap secured at the outboard
hose end. The protector cap is similar for both the quick-release and breakable-spool couplings.
6.
The hose bridle assembly shown in Figure UK6-18 is the only bridle assembly used for the astern
fueling of RN ships. This assembly equates well with the standard astern fueling hose bridle assembly illustrated in Chapter 6.
7.
Float Method — Streaming the Hose Rig.
a. The tanker streams the marker buoy from the boom on the opposite side of the poop to the hose
rig to the appropriate distance astern.
b. The hose rig is then streamed out using the heaving out messenger until it is dragged outboard
by the water resistance when the easing-out or recovery line controls it. When the hose is out at its
full length, it is secured by the hanging-off pendants on the poop. (See Figures UK6-15 and
UK6-16.)
c. Shackled to the outboard end of the hose is the hose line and float (see Figure UK6-16). It is this
line that will be grappled by the receiving ship.
UK6-24
ORIGINAL
OLWEN, ROVER, AND LEAF CLASSES
UK6-25
DESCRIPTION
DIESO 152 mm HOSE 9.14 meters LENGTH
DIESO 152 mm HOSE 4.57 meters LENGTH
QUICK RELEASE COUPLING MK 2 PROTECTOR CAP
SHUT OFF VALVE
SECURING ADAPTOR
SECURING CLAMP
CONICAL PLUG (INBOARD END)
ORIGINAL
FOUL WEATHER EXTENSION
ATP 16(D)/MTP 16(D)
Figure UK6-14. Assembly of Hoses — Astern Fueling (UK Specification)
ITEM
ATP 16(D)/MTP 16(D)
d. For night time fueling, red chemical lights are fitted into the marker buoy float and also the hose
line float.
e. The inboard end of the hose can now be connected to the fuel discharge position and the hose inflated to about 5 to 10 psi (about 1/2 kg/cm2).
8.
Rigging the Receiving Ship. The arrangements required on the forecastle of the receiving
ship are as shown in Figure UK6-17.
a. Special fairlead rollers are provided at the deck edges through which the hose line and hose end
will be hauled.
b. A hose securing pendant and pelican hook are rigged to secure the hose.
c. A 16 mm polypropylene or a 21 mm braidline inhaul line 20 fathoms (35 meters) long with a
screw shackle at the outboard end is rigged and led to the capstan or winch.
d. The fueling deck elbow and coupling is set up in position. On some ships it may be necessary to
run a fuel hose from the deck elbow position to the point at which the end of the tanker’s hose will
come inboard.
e. At least three grapnels, each tailed with 20 fathoms (40 meters) of 51 mm circumference (16
mm diameter) cordage and fitted with a free running shackle, should be made ready near to the
roller fairlead position.
f. A 30 fathom (55 meter) 89 mm (28 mm diameter) sliprope is required for disengaging the rig.
9.
Grappling and Securing the Astern Hose Rig.
a. The receiving ship approaches the hose line float from astern. The grapnel is thrown over the
hose line and at the same time a bight of the grapnel line is dropped weighted by the free-running
shackle. This will ensure that the grapnel line will straddle the hose line.
b. When the hose line has been grappled, haul a bight up through the roller fairlead and take it in
hand. Then maneuver the float to the mouth of the roller fairlead and, with the float still outboard,
shackle the inhaul wire to the hose line link and transfer the weight to the inhaul wire.
c. The float assembly is unhooked and taken aft outside the guardrails and hung off.
d. The receiving ship now moves ahead and the inhaul wire/hose line is hove in until the hose pendant is brought through the roller fairleads and far enough inboard for the hose securing pendant to
be attached to the appropriate link on the bridle.
e. The hose line is now veered to transfer the weight to the hanging pendant, the conical cap is removed from the hose end, and the hose is connected to the fueling point. Pumping can now
commence.
f. The receiving ship will have now taken up station on the marker buoy. This will ensure that the
hose will tow in a bight of about 30 meters which must be kept as narrow as possible to avoid undue strain on the hose. (See Figure UK6-18.)
UK6-26
ORIGINAL
UK6-27
STREAMED WINCH ON
FORECASTLE DECK
A
B
C
D
E
F
G
EYEPLATE
SHACKLE
THREE CHAIN LINK
PELICAN HOOK
STEEL LINK
THIMBLE
HANGING-OFF PENDANT 64 mm (20 mm DIA)
G.F.S.W.R. APPROX 1.22 meters LONG
H
J
K
L
SECURING ADAPTOR
SECURING CLAMP
CONICAL PLUG (MALE)
RECOVERY LINE 64 mm (20 mm DIA)
G.F.S.W.R
M 152 mm HOSE - 4.57 OR 9.14 meters
AS REQUIRED TO CONNECT TO
DISCHARGE CONNECTION
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK6-15. Astern Rig — Arrangements at Inboard End of Hose (UK Specification)
TANKER’S GEAR ON POOP DECK
UK6-28
HOSE STREAMED
FLOAT
HOSELINE
OUTBOARD END OF HOSE, 4.5 meter LENGTH
SECURING ADAPTOR
HOSE HANGING OFF PENDANT
STARTING OUT MESSENGER
SNATCH BLOCK PATT 0246/521-0663
4.5 OR 9.0 meter LENGTH OF HOSE
STERN ROLLER FAIRLEAD
MARKER BUOY LINE
HOSE RECOVERY LINE
FUEL DISCHARGE CONNECTION
FLOAT AND CONNECTIONS TO HOSE LINE
HOSE READY
FOR STREAMING
MARKER BUOY
BOOM P & S
ORIGINAL
a
b
c
d
e
f
g
h
I
MODIFIED FLOAT
SHACKLE
SWIVEL
SHACKLE
KARABINER HOOK
LINK
THIMBLE
TAIL OF 14 mm DIA 6 x 36 SWR
21 mm x 80 meter POLYESTER
ATP 16(D)/MTP 16(D)
Figure UK6-16. Astern Fueling — Tanker Layout (UK Specification)
A
B
C
D
E
F
G
H
J
K
L
M
TANKER’S HOSE BEING
HAULED INBOARD
ORIGINAL
A
B
C
D
E
F
G
TANKER’S HOSE HAULED
INBOARD AND SECURED
BY HOSE SECURING PENDANT QUICK
RELEASE FUEL COUPLINGS
CONNECTED
RECEIVING SHIP’S GEAR
BOW ROLLER FAIRLEADS
H
SHACKLE
EYEPLATE
J
64 mm (20 mm DIA) F.S.W.R. LENGTH TO SUIT
SHACKLE
K
SPRING HOOK (WELLING)
ROLLER SHACKLE
L
RAS HOSE 4.5 OR 9.0 meters
EYEPLATE
M
QUICK RELEASE COUPLING MK II FEMALE
DECK ELBOW
N
SENHOUSE SLIP
HOSE SECURING POINT
P
LINK
ATP 16(D)/MTP 16(D)
Figure UK6-17. Reception Arrangement (UK Specification)
UK6-29
HOSE HANGING PENDANT
ATP 16(D)/MTP 16(D)
10.
Disengaging the Astern Hose Rig.
a. As soon as pumping has commenced, the hose line is removed from the capstan, led out through
the fairlead roller, and stopped abaft it to the guardrail.
b. The float assembly is hooked back onto the hose line and securely held over the side by a strong
strop to its tail so that it hangs below deck level.
c. A sliprope is led from the bollards through the ring on the tanker’s hose pendant to the capstan.
(See Figure UK6-19.)
d. When within about 8 tons of the required amount of fuel, the receiving ship should signal to
stop pumping. The tanker stops pumping and clears the hose of fuel by blowing through it with
compressed air. This will take at least 15 minutes. It is the receiving ship’s responsibility to order
the tanker to stop blowing through. The hose is now disconnected and the conical cap replaced.
The hose should be re-inflated by the delivering ship to about 5 to 10 psi (about 1/2 kg/cm2).
e. The sliprope is now hove in so that the hose securing pendant can be released. The rope is then
surged until the hose end is clear of the fairlead roller when the first hose line stop can be cut and
the ship’s speed gradually reduced.
f. The sliprope is surged until the hose is in the water and then it is cut.
g. As the ship drops astern, the remaining stops to the hose line are cut and the float released last.
11. Astern Fueling — Tanker Equipment. The following information applies to astern fueling
by any of the recognized methods:
a. Stern hoses should be completely clear of oil before streaming and they will normally float with
sufficient buoyancy unaided. Should hoses tend to sink, inflation with a small quantity of compressed air will assist their buoyancy.
b. On completion of fueling, sufficient time must be allowed for tankers to clear hoses by blowing
through (5 minutes).
c. On completion of an astern fueling, the quick-release coupling Mk II, the shut-off valve, and the
protector cap should be washed in fresh water and lightly greased with waterproof grease XG 286.
d. FORT VICTORIA and FORT GEORGE are fitted with the NATO stern reel. For the receiving
ship the procedures for operating this rig are similar to those described earlier for the conventional
float method. However, on completion of this type of fueling, the hoses are cleaned through with a
poly pig. (See Chapter 6.)
UK0653 Astern Fueling — Short Span Method
1.
One ship (always the smaller) is secured astern of the other (at anchor) by a short span of wire or
rope. The method envisaged is one that will enable any ship to replenish with fuel from tankers and escorts
to replenish with fuel and water from larger warships. The method can be used in exposed anchorages or
when ships cannot be berthed alongside each other in bad weather or for lack of suitable fendering. The
fueling rates will be lower than when using other methods.
2.
Method. The ship to be secured approaches to within about 32 meters of the anchored vessel and
establishes contact by gunline or by grappling a float line streamed astern. Two large hawsers are passed
by messenger from each quarter and secured on the forecastle of the approaching ship. Experience has
UK6-30
ORIGINAL
UK6-31
1.83 meters
1.05 meters
BRIDLE
HOSELINE
HOSE
PENDANT
SECURING
CLAMP
RING AND LINK
ASSEMBLIES
4.57 meter HOSE
PROTECTOR
CAP
QRC (MALE)
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK6-18. Astern Fueling Hose Bridle Assembly (UK Specification)
2.9 meters
2. HOSE SECURING PENDANT
1. HOSE HUNG ON HOSE SECURING
RELEASED. HOSE SURGED ON SLIPROPE.
PENDANT, SLIPROPE ROVE THROUGH
HOSELINE RING. FLOAT ASSEMBLY
AND HOSELINE STOPPED TO GUARDRAIL.
EYEPLATE
EYEPLATE
HOSE SECURING PENDANT
HOSELINE
SLIPROPE
F
G
H
J
ROLLER FAIRLEAD
ROLLER SHACKLE
FUELING HOSE FROM TANKER
FLOAT ASSEMBLY
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK6-19. Astern Sliprope Method of Disengaging
UK6-32
A
B
C
D
E
3. HOSELINE AND SLIPROPE BEING
PAID OUT. HOSE WILL BE RELEASED
BY CUTTING SLIPROPE.
ATP 16(D)/MTP 16(D)
shown that crossing the hawsers (i.e., quarter to opposite bow) complicates the evolution, if the anchored
ship is yawing, and lengthens the securing time when speed is essential. When secured, the fueling rig is
passed.
3.
Controlling a Yaw. Crossing the hawsers has little effect on yaw. An anchor underfoot has
proven effective with warships, but is unlikely to be of use to RFAs.
4.
Length of Hawsers and Hose. The length of hawsers should be adjusted so that the secured
vessel lies about 73 meters astern. About 90 meters of hose should be veered.
5.
Supply of Gear. The ship at anchor is to supply the securing hawsers and the hose.
6.
Lights to be Shown at Night. International Regulations do not require any special lights to
denote that one ship is secured astern of another ship that is at anchor. Both ships must show the lights for
a ship at anchor; the hawsers and hose must be illuminated.
7.
Communications. Hand signals appropriate to the astern method should be used by day and
night; a telephone can be rigged if needed. Control signals in Chapter 4 should be used to indicate that the
hawsers are secured.
8.
Ships Lacking Bow Facility. The method described above is designed for ships able to receive fuel over the bows. Fueling by the short span method has been successfully carried out by an AE
lacking the bow facility. If it is necessary to fuel such a ship, the tanker should stream her fair weather
stern hose. Distance between ships and length of hose will vary, but tankers should expect to veer considerably more than the 90 meters of hose normally recommended.
UK0660 Details of Fuel Rigs
Details of UK hose rigs for 6 inch, 5 inch, 3 1/2 inch, 76 mm bore, and 2 1/2 inch hoses are provided in Tables UK6-1 through UK6-4.
UK6-33
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 1 of 5)
UK6-34
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 2 of 5)
UK6-35
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 3 of 5)
UK6-36
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 4 of 5)
UK6-37
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 5 of 5)
UK6-38
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-2. Details of 5-inch and 3 1/2-inch Hoses, Connections, and Adaptors
UK6-39
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-3. Details of 76 mm Bore Hoses, Gasoline — Connections and Adaptors
UK6-40
ORIGINAL
ATP 16(D)/MTP 16(D)
Table UK6-4. Details of 2 1/2-inch Hoses, Connections and Adaptors
UK6-41
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
UK6-42
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER UK7
Transfer of Solids — United Kingdom
UK0750 Solids Rigs
Note: The following paragraphs present details of UK rigs and procedures used in lieu of missile/cargo
STREAM rig. Paragraph numbering therefore does not parallel that of Chapter 7.
1.
Heavy Jackstay Rig Details (Figures UK7-1 and UK7-2). A fixed terminal link is fitted to
the support line of heavy jackstay rigs. A support line outhaul in conjunction with a jackstay gripper is
used to haul over the support line. This line is made up of 60 fathoms of 21 mm (70 mm circumference)
nylon braidline tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference) polyester.
Note: Ships are to indicate in their RAS signal the required distance from the bitter end of the support
line to the gripper.
UK0751 Automatic Tension Winch Systems
1.
The UK has four variations of the heavy jackstay rig; they are as follows:
a. Using fixed highpoints.
b. Using movable highpoint in delivering ship.
c. Using Pivoted Arm Mk IA in delivering ship.
d. Using Clarke-Chapman sliding padeye rig.
UK0752 Tensioned Heavy Jackstay Rig — Using Fixed Highpoints
1.
General Description. The heavy jackstay storing rig is fitted in armament and stores support
ships and fleet tankers. It is used for the transfer of heavy loads of stores and ammunition up to a maximum of 2,032 kg. Details of the rig are shown in Figure UK7-2.
a. The support line is tensioned by an automatic tensioning winch. Loads are raised from the delivering ship and lowered to the receiving ship by tensioning and slackening the support line respectively. A test load of 1 or 2 long tons appropriate to the test weight must always be passed to
ensure that the rig is working satisfactorily. It is landed on the deck of the receiving ship then, without unhooking, sent back to the delivering ship.
b. No attempt should ever be made to unhook a load before it has finally settled on deck. On large
and awkward loads, steadying lines are to be used. A downhaul line is used in the delivering ship to
control the support line when hooking on and unhooking loads.
2.
Nylon Outhaul Lines. Nylon braidline outhaul lines are used with all heavy jackstay rigs including the Clarke-Chapman sliding padeye rig.
a. Care must be taken to ensure that they do not chafe on the fairlead blocks or on the winch barrels
or warp ends. Because the inhaul line winches on some supply ships can haul at about 120 meters/minute, under light load conditions the nylon braidline could melt if subjected to excessive
friction.
UK7-1
ORIGINAL
EYEPLATE AND
LINK 38 mm
203 x 51 mm INT
SLIP AND SHACKLE
SUPPORT LINE
UK7-2
WOODEN TOGGLE WITH LANYARD
THOROUGHFOOTED ONTO MAIN
BODY AT GRIPPER
STRAIGHT SHACKLE
WITH SPLIT PIN
EYEPLATE
SNATCH BLOCK
AND SHACKLE
OUTHAUL LINE
24 mm DIA NYLON
BRAIDLINE 110 meters
RIG SECURED
SUPPORT LINE
TO HAULING ARRANGEMENTS
SUPPORT LINE BEING HAULED OVER
SNATCH BLOCK
RECEPTION STATION
RECEIVING SHIP
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK7-1. Heavy Jackstay Rig (UK Specification)
JACKSTAY GRIPPER
SUPPORT LINE END LINK
38 mm x 204 mm x 51 mm
UK7-3
SUPPLYING SHIP
NORMAL WORKING DISTANCE ABOUT 37 meters
A
B
C
D
E
F
G
H
J
K
ORIGINAL
L
SUPPORT LINE
INHAUL LINE
OUTHAUL LINE
DOWNHAUL LINE
TRAVELER BLOCK
SUPPORT LINE END
LINK
SUPPORT LINE BLOCK
SUPPORT LINE EYEPLATE AND LINK
INHAUL LINE BLOCK
INHAUL LINE EYEPLATE AND LINK
ROLLER SHACKLE
CUSTOMER SHIP
28 mm DIA E.S.F.S.W.R. - 100 FMS (183 meters)
20 mm DIA E.S.F.S.W.R. - 80 FMS (146 meters)
24 mm DIA NYLON BRAIDLINE - 60 FMS (110 meters)
28 mm DIA MANILA - 20 FMS (37 meters)
SPECIAL
32 mm - 203 mm x 51 mm
406 mm
44 mm - 178 mm x 51 mm INT
305 mm
32 mm - 127 mm x 44 mm
SPECIAL
ATP 16(D)/MTP 16(D)
Figure UK7-2. Heavy Jackstay Rig — Fixed Highpoints (UK Specification)
A.T. WINCH
ATP 16(D)/MTP 16(D)
b. When an empty traveler block or light load is being transferred to the delivering ship using a
high-speed inhaul line winch, it is essential that the speed is not so great as to bring the outhaul line
up bar taut.
c. This may cause the traveler block and or light load to spin over the support line and snarl up the
rig. Too great a speed will also cause difficulty on the receiving ship handling the outhaul line.
3.
Passing the Gear from the Delivering Ship.
a. Safety nets are lowered and a temporary guardrail is rigged.
b. The gunline is passed and the messenger attached and hauled over.
c. The outhaul line, distance line, and telephone cables are clipped to the messenger by Inglefield
clips.
d. At about 30 fathoms (55 meters) from the outboard end of the 24 mm (76 mm circumference)
nylon braidline outhaul line, the support line is attached as shown in Figure UK7-1.
e. When secured, the support line and inhaul line are tended by winches.
4.
Rigging the Receiving Ship and Receiving the Gear. The arrangements are shown in
Figure UK7-2.
a. When the outhaul line is received, it is snatched into the fairlead blocks. The outhaul line is led
to a winch or manually controlled.
b. Once the support line’s terminal link is to hand, it is secured to the highpoint in the receiving
ship, the weight is taken off the support line outhaul, and the gripper is removed by pulling the
gripper release lanyard inboard in line with the support line.
c. Protective matting is to be used to protect the stores from damage and is rigged on vertical surfaces, over the ship’s side, and against screens where a swinging load could cause damage.
Matting must not be placed on deck because it makes the use of pallet trucks impossible.
5.
Disengaging. At the signal, “Trip the pelican hook,” the receiving ship ensures that personnel
are clear, the jackstay will not foul, and the temporary guardrail is lowered; then trips the pelican hook.
The outhaul line is paid out to the end and let go, as are the messenger, distance line, and telephone cables.
UK0754 Tensioned Heavy Jackstay Rig — Using Pivoted Arm Mk 1A
1.
The arrangement is shown in Figure UK7-3. This rig is fitted in the FORT ROSALIE class.
a. The equipment used in conjunction with the pivoted arm highpoint is the same as used on the
2-ton heavy jackstay fixed highpoints rig (see Figure UK7-2).
b. The pivoted arm is fitted to a support frame operated by a raise/lower cylinder to provide movement in the vertical direction and is used for initial raising and also lowering of the load to the deck.
c. The arm is operated by a hydraulic cylinder and when the arm is more than 30° from the vertical, loads can be passed or received. The swinging head is fitted with a catcher to lock the traveler
block in the head during raising and lowering of the arm.
UK7-4
ORIGINAL
ATP 16(D)/MTP 16(D)
d. This facility provides a positive relationship between the delivering ship and the load and eliminates the tendency for the load to swing while it is being raised/lowered in the delivering ship, reducing hazards to personnel and damage to or loss of loads.
e. A test load of 2,032 kg must always be passed to ensure that the rig is working satisfactorily. It
is landed on the deck of the receiving ship and then, without unhooking, sent back to the delivering
ship.
f. With the exception of the test load, all loads must be unhooked on landing. On large and awkward loads, steadying lines are to be used.
UK0755 Clarke-Chapman Sliding Padeye Rig
1.
General Description. The Clarke-Chapman sliding padeye rig (Figure UK7-4) is fitted in
RFAs FORT VICTORIA and FORT GEORGE. The rig is designed to operate using a permanently
tensioned jackstay between two sliding padeye attachment points, with a multisheave latched trolley assembly allowing the delivering ship to traverse the traveler back and forth on the jackstay. The rig can be
connected to a fixed heavy jackstay reception point, in which case a Mk II cargo drop reel is used with the
rig (see Chapter 7).
2.
Passing the Rig (see Figure UK7-5).
a. The support line and ancillary lines are passed in the same manner and sequence as described in
paragraph 0752.3 for other heavy jackstay rigs. However, a hauling-over line is used instead of an
outhaul, and the terminal link on the end of the support line incorporates a latching mechanism to
capture the return sheave assembly, and a release lever to free it. To ensure easy operation of the
release lever it is important that the terminal link is attached the correct way up to the slip in the receiving ship; to aid this the top of the terminal is clearly marked TOP. When the support line has
been secured to the slip the return sheave assembly is hauled over until it mates with the terminal
link. As the lugs in the return sheave assembly engage with those in the terminal link the release lever rises and then falls to indicate a successful mating.
b. The hauling-over line is now slacked off and the delivering ship applies tension on the return
sheave assembly to prove the mating is successful. When this has been confirmed the free end of
the preventer is hooked from the return sheave assembly to the terminal link and the hauling-over
line is unhooked from the return sheave assembly and made ready for return on the messenger.
With the rig in manual mode the traveler is then traversed to the receiving ship. To enable the rig to
operate in the automatic mode it is necessary to “mark” the position of the traveler when it is 1 meter outboard of its ideal position in the receiving ship. This is done at the appropriate moment by
the batman raising a red bat directly above his head. When this position has been “marked” in the
rig computer the rig is switched to the automatic mode and the test weight and subsequent loads are
passed.
3.
Disengaging. On completion of replenishment the delivering ship detensions the outhaul and
the receiving ship unhooks the preventer from the terminal link and releases the return sheave assembly.
When the return sheave assembly is in the delivering ship the receiving ship hitches an easing-out rope to
the support line, just outboard of the terminal link, and leads it to the winch. At the “Trip the pelican hook”
signal, the slip is knocked off and the support line is eased clear of the ship’s side before the easing-out
rope is cut.
UK0756 Solids Transfers
1.
Transfer of Ammunition. RFAs FORT AUSTIN, FORT ROSALIE, FORT GEORGE, and
FORT VICTORIA can supply a wide range of ammunition. Advice on loads, load preparation, and
UK7-5
ORIGINAL
37 meters
UK7-6
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK7-3. Heavy Jackstay Rig — Pivoted Arm Mk 1A (UK Specification)
ARM
POWER
PACK
JACKSTAY
SLIDING PADEYE
RETURN SHEAVE
ASSEMBLY
TRAVELER
INHAUL
UK7-7
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK7-4. Clarke-Chapman Sliding Padeye Rig (UK Specification)
OUTHAUL
UK7-8
Terminal link connected
to the ship
Return sheave assembly
mated with the terminal
link
HAULING-OVER LINE
GRIPPER
HAULING-OVER LINE
TO RETURN SHEAVE
ASSEMBLY
RETURN
SHEAVE
ASSEMBLY
PREVENTER
TERMINAL LINK
RETURN SHEAVE
RELEASE LANYARD
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK7-5. Clarke-Chapman Sliding Padeye Rig (Connecting-Up Sequence) (UK Specification)
The support line being
hauled across on the
hauling-over line
ATP 16(D)/MTP 16(D)
facilities available can be sought from the RFA supplying the ammunition. For ammunition transfer
loads, see Table UK7-1. For ammunition transfer equipment, see Figure UK7-6.
2.
Restrictions for Certain RFAs.
a. Storing From RFA ROVER Class Fleet Tankers. These ships can supply heavy stores
up to 2 ton capacity using a tensioned jackstay rig normally rigged at the port side. The 2-ton heavy
jackstay rig is rigged for portside transfers only, because the remote controls of the ATW and
inhaul and outhaul winches are sited in a cab on the port side, from which the operators do not have
a clear view of RAS operations on the starboard side.
b. Storing From AFS(H) and AOR Classes.
(1) These ships have a greater number of heavy jackstay transfer rigs per ship than earlier solids support ships and have closer fore-and-aft spacing between individual rigs. This allows the
heavy stores reception stations in the majority of HM destroyers and frigates to match two of
the RFA transfer stations without incurring excessive horizontal angles on the support lines.
(2) In the interests of faster replenishment and a reduction in stores handling problems on the
upper decks of receiving ships, transfers may be undertaken using two heavy jackstay rigs simultaneously on one side of destroyers and frigates. Such transfers may be carried out during
the course of normal storing-at-sea operations from the port or starboard side of AFS(H) and
AOR Class ships.
UK7-9
ORIGINAL
Store
Method of Transfer
Size (mm)
Total
Weight
(kg)
18
1442 x 1042 x 1104
992
GUN AMMUNITION
Round 114 mm Mk 8
N6/N36
A342-99-963-5921 Pallet N6
A277-99-282-3423 Sling 4 Legged
SHIP SELF-DEFENSE WEAPONS
UK7-10
A277-99-458-1442 Pallet Transfer
16
2242 x 914 x 1295
708
Sea Gnat Mk 216/214/245
A342-99-963-5921 Pallet N6
A277-99-282-3423 Sling 4 Legged
20
1442 x 1042 x 1104
740
2
1359 x 876 x 760
956
5
1600 x 1321 x 864
813
2
2840 x 470 x 600
417
1
2875 x 535 x 728
489
AIR ARMAMENT STORES
ORIGINAL
Bombs 1,000 lb
A277-99-458-1340 Pallet Bomb
A277-99-282-3422 Sling 2 Legged
Depth Charges Mk 11
A277-99-458-1398 Tray Light Alloy With
Cover
A277-99-179-7864 Sling 4 Legged
A277-99-052-4101 Transfer Frame
A277-99-179-7864 Sling 4 Legged
Sting Ray Torpedo
A526-99-547-2416 Overall Weapon
Container
A277-99-179-7864 Sling 4 Legged
ATP 16(D)/MTP 16(D)
Rockets, 76 mm
Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 1 of 3)
Maximum
No. per
Load
Method of Transfer
Maximum
No. per
Load
Size (mm)
Total
Weight
(kg)
MISSILES
UK7-11
A873-99-523-8012 N15 Container
A277-99-641-9634 Sling 4 Legged
1
4870 x 1060 x 1220
1200
Sea Wolf (Conv)
A841-99-624-2537 Weapon Container
A277-99-179-7864 Sling 4 Legged
1
2212 x 665 x 710
247
Sea Skua
A806-99-652-7179 Palletrolley PT 15
A277-99-711-1088 Sling 4 Legged
1
2740 x 532 x 593
313
Side Winder Motor
AIM-9L/AIM-9M
A277-99-458-1459 Tray Transfer
A277-99-587-9310 Sling 4 Legged
8
1981 x 914 x 533
603
AMRAAM
A810-99-131-7676 Stowage Transfer Frame
A277-99-711-1088 Sling 4 Legged
4
4100 x 1370 x 561
1220
ORIGINAL
ATP 16(D)/MTP 16(D)
Sea Dart
Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 2 of 3)
Store
NOTES:
Loads are normally to be within an overall height of 2057 mm from the underside of the load to the lifting point of the sling to achieve the necessary deck edge clearance. Where acceptable this height can be increased with the agreement of the ships involved.
2.
Illustrations of the main items of transfer equipment are shown in Figure 7-29.
3.
For Sea Dart issues, item A874-99-780-4571 Trolley is to be transferred first. Ship-to-ship guide ropes must be used for all transfers
with the jackstay rig in manual mode and creep speed.
4.
Depth charges filled HE are not to be transferred in the assembled mode.
5.
Depth charges filled HE are not to be transferred at sea except to meet emergency operational requirements (NMER Art. 2202 1.b).
6.
Explosive stores should normally only be returned to a supply ship when this is necessary to maintain fighting efficiency. In other circumstances, explosives should be retained and returned to a DM Armament Depot. Exceptionally, if the prospects of being able to
return explosives to a DM Armament Depot are remote, they may be transferred to a supply ship by agreement with the STO(N) of
the ship concerned. Particular care is to be taken to ensure that explosives are in a safe condition before transfer.
All explosive back rases to be carried out in accordance with FLAGO 2001.
No explosive whose safety is in doubt should be transferred to a supply ship.
To assist STO(N) in supply ships in dealing with the problem posed by the return of armament stores, details of return are to be signaled under the following headings:
Fired cases empty packages.
In packages with seals intact.
In broken seal packages.
Stowed unpackaged in HM ships but packaged in supply ships; e.g., bombs.
Stowed unpackaged both in HM ships and supply ships; e.g., bombs.
ORIGINAL
If, in spite of all precautions, ammunition is found after receipt in a supply ship in such a condition that the STO(N) considers it unsafe, it is to be jettisoned in deep water. For this purpose, “deep water,” may be defined as the maximum depth of water that is reasonably attainable, paying due regard to the presence of underwater cables and to the need to avoid creating a subsequent hazard
to fishing vessels or vessels anchoring.
ATP 16(D)/MTP 16(D)
Non-explosives
Explosives
Explosives
Explosives
Explosives
Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 3 of 3)
UK7-12
1.
ATP 16(D)/MTP 16(D)
DEPTH CHARGE TRANSFER FRAME
PALLET RDS 4.5" Mk 8 (N6)
3" ROCKETS / LEPUS FLARES TRANSFER FRAME
LIGHT ALLOY TRAY
PALLET TRANSFER 1000 lb BOMBS
Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 1 of 4)
UK7-13
ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 2 of 4)
UK7-14
ATP 16(D)/MTP 16(D)
GUIDE ROPES
SEA DART MISSILE
NETTED LACON (CARGO NETBOARD)
Light Alloy Construction with Shock Attenuated Base for the Transfer of Palletised
Explosive Loads.
Netted Lacons are available in two sizes:
Large............1600 mm x 1245 mm SWL 2032 kg
Medium......1219 mm x 1219 mm SWL 1542 kg
Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 3 of 4)
UK7-15
ORIGINAL
ATP 16(D)/MTP 16(D)
NETLESS LACON
Light Alloy Construction with Shock Attenuated Base for the Transfer of
Palletised Explosive Loads and Designated Weapon Containers.
Netless Lacons are available in three sizes:
Extra Large.......2325 mm x 1445 mm SWL 2400 kg
Large.................1600 mm x 1346 mm SWL 2035 kg
Medium.............1219 mm x 1219 mm SWL 1525 kg
3 x 540 lb BOMBS IN A907 PALLET
Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 4 of 4)
UK7-16
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER UK8
Transfer of Personnel and Light Freight —
United Kingdom
UK0830 Light Jackstay Rig
Note: The following paragraphs present details of UK rigs and procedures used in lieu of manila/synthetic highline rig. Paragraph numbering therefore does not parallel that of Chapter 8.
1.
Details of the light jackstay rig are provided in Figures UK8-1 to UK8-3.
2.
The light jackstay rig is the standard UK rig for the transfer of men, provisions, and light stores. It is
used by several other NATO navies.
3.
The rig is fitted in tankers, store support ships, and warships of frigate size and above. Most minor
war vessels are capable of receiving, but not supplying the rig.
4.
The jackstay and associated strop are to be examined before and after every occasion of use, particularly for wear over the run of the traveler block.
UK0831 Description
1.
The support line comprises 150 meters of 32 mm (102 mm circumference) manmade fiber (MMF)
with a round thimble eye and six-parted wire grommet. The nonworking end is whipped and heat sealed.
The traveler block runs along the support line and is controlled by inhaul and outhaul lines.
a. The outhaul line consists of 150 meters of 16 mm (51 mm circumference) MMF with a 3/4 ton
welling spring hook spliced into the end. The other end is tapered and fitted with a tackline to take
a nonswivel Inglefield clip. Inglefield clips are also fitted at 40, 41 and 42 meters from the outboard end.
b. The inhaul line consists of 90 meters of 16 mm MMF with a 3/4 ton welling hook, spliced into
one end with the other end heat sealed.
2.
A messenger line will not be provided.
3.
The maximum load to be transferred with this rig is 135 kg. A minimum of 25 men are required on
the jackstay to maintain tension (28 in high sea states). The inhaul and outhaul lines can be adequately
worked by six men on each end.
UK0832 Rigging the Delivering Ship
1.
The pointed end of the support line is passed through the support line highpoint block about 3.7
meters to 4.6 meters above deck and lead blocks on deck, the remainder being faked down ready for passing (the traveler block being already on the support line and near the outboard end).
2.
Inhaul and outhaul lines are hooked to the traveler block and also faked down in the vicinity. A
snatch block is rigged at the highpoint and fairlead blocks are rigged as necessary for the inhaul line.
Guardrails should be lowered and a temporary guardrail rigged.
UK8-1
ORIGINAL
MAXIMUM LOAD TRANSFER 250 KG
UK8-2
RECEIVING SHIP
NORMAL WORKING DISTANCE ABOUT 33 meters
A. SUPPORT LINE 32 mm DIA BRAIDED
MANMADE FIBER 150 meters
B. EYEPLATE
C. SHACKLE
D. BLOCK
E. TRAVELER BLOCK
F. INHAUL LINE 16 mm DIA BRAIDED
MANMADE FIBER 90 meters
NOTE:
G.
H.
J.
K.
EYEPLATE
SHACKLE
BLOCK
OUTHAUL 16 mm DIA BRAIDED
MANMADE FIBER 130 meters
L. SLIP
M. SHACKLE (BOW)
N. HOOK 3/4 T
ORIGINAL
LIGHT JACKSTAY RIGS CAN BE SECURED TO HEAVY JACKSTAY
RIG RECEPTION STATION HIGHPOINT EYEPLATES
ATP 16(D)/MTP 16(D)
Figure UK8-1. Light Jackstay Rig (UK Specification)
DELIVERING SHIP
ATP 16(D)/MTP 16(D)
GROMMET STROP
.16 F .14
SHACKLE
TOGGLE GROMMET
STROP
SLIP
EYEPLATE 25 mm
EYEPLATE 19 mm
OUTHAUL LINE
HARDWOOD
TOGGLE
TUFNEL SNATCH BLOCK
AND SHACKLE
DETAIL OF GROMMET STROP
45.7 cm TO 61 cm IN LENGTH
SUPPORT SEIZING LINE
16 mm DIA F.S.W.R.
6 PARTED
TO HAULING ARRANGEMENTS
Do
RECEPTION STATION
RECEIVING SHIP
Figure UK8-2. Light Jackstay Rig — Reception Arrangement (UK Specification)
UK8-3
ORIGINAL
ATP 16(D)/MTP 16(D)
MARINE RESCUE STROP
A
B
STROP MANUFACTURED
FROM HEAVY FLAK WEBBING
A - O RING
B - SLIDING TOGGLE
Figure UK8-3. Light Jackstay Rig Appliances (UK Specification)
UK8-4
ORIGINAL
ATP 16(D)/MTP 16(D)
UK0833 Rigging the Receiving Ship
The reception arrangements are shown in Figure UK8-2. A slip is shackled to the top eyeplate, sited about
3.7 meters to 4.6 meters above the reception station’s deck level. A fairlead block is attached to the
highpoint eyeplate; fairlead blocks, as necessary, are rigged on deck for the outhaul line. Guardrails in the
vicinity of the dump should be lowered and a temporary guardrail rigged. Shot mats are to be provided as
required.
UK0834 Passing the Rig
1.
A messenger may be dispensed with and, as soon as the gunline has been passed, it is secured to an
Inglefield clip at the bitter end. The distance line is clipped on at 25 fathoms (45 meters) and the phone line at
30 fathoms (55 meters) from the outboard end.
2.
When the outhaul line is under control (about 10 meters) in the receiving ship, it is passed through a
thimbled eye at the outboard end of the support line and secured with a hardwood toggle similar to the arrangement shown in Figure UK7-1.
3.
The support line is then eased across, keeping it clear of the water.
UK0835 Receiving the Rig
1.
The gunline and outhaul line are hauled over (by a minimum of six men) and the outhaul line is unfastened and led through the fairlead blocks onboard the receiving ship. The outhaul line is hove in until
the distance line (and telephone cable if used) can be unclipped.
2.
The outhaul line is further hauled in until the grommet strop at the end of the support line can be attached to the slip. When the support line is secured, the bight of the outhaul line is released from the strop by removing the hardwood toggle.
3.
The support line is then tensioned (by a minimum of 25 men or 28 men in inclement weather) and a
test load of 135 kg is passed. The rig is then ready for use.
UK0836 Returning the Rig
1.
When returning the gear, the distance line and telephone cables are paid out to their ends and dropped
overboard separately.
2.
A 10 meter length of the outhaul line is recovered by the receiving ship so that the support line strop can
be secured in a bight of the outhaul line. The slip is then released and the support line paid back, keeping it clear
of the water.
UK0837 Royal Fleet Auxiliaries
RFAs in general have a limited complement of seamen. If an RFA is to supply stores to be transferred by
light jackstay rig, the ship receiving the stores will therefore be the ship delivering the rig.
UK8-5
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
UK8-6
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX UK9B
VERTREP Equipment — United Kingdom
UK9B01 United Kingdom
1.
Aircraft Cargo Hooks.
a. In RN helicopters, loads will normally be carried in nets or pallets, which may be used in conjunction with an extension strop and will be suspended from a cargo release unit (cargo hook) beneath the helicopter. The cargo release unit may be an integral part of the airframe (e.g., Lynx and
Merlin) or it may be suspended on four slings beneath the aircraft (e.g., Sea King). All ‘marks’ of
cargo release units provide facilities for:
(1) The secure connection of a suspended load to the helicopter.
(2) An electrically controlled release of the load.
(3) A manually operated system for the release of the load in an emergency, such as the
failure of the helicopter’s electrical release system.
(4) The manual external operation of the release mechanism by deck personnel.
b. No. 1 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit is fitted to Sea
King Mks 2, 5, and 6 helicopters and its operation is semi-automatic, in that the pilot or crewman
has to release the load either electrically or manually. For emergency operation of the hook by
deck personnel (see Figure UK9B-1), move the release lever in an anti-clockwise direction
(viewed from port) for about 45° and apply a downward pressure in excess of 3.6 kg to the load
beam. The release lever is spring loaded back to its normal position; the load beam will return
to its cocked position as soon as the 3.6 kg pressure is removed. An alternative method of manually releasing the hook in an emergency is shown in Figure UK9B-2.
c. No. 2 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit (Figure UK9B-1)
is fitted to Lynx helicopters. It is smaller than the No. 1 Mk 1 SACRU but operates in a similar manner.
d. No. 3 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit is fitted to Sea
King Mk 4 and Merlin helicopters. It is larger than the No. 1 SACRU but operates in a similar
manner.
2.
Pendants and Slings. UK helicopters use various types of extension strop (Figure UK9B-3).
The steel wire rope (SWR) strops are protected by plastic sheathing.
WARNING
Under no circumstances are 2.4 meter nylon strops to be connected together to form
a longer strop.
3.
Cargo Rings, Stirrups, and Shackles. See Figure UK9B-4.
UK9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
MANUAL RELEASE
LEVER
MANUAL
RELEASE
SHACKLE
B
SPRING
LOADED
KEEPER
C
RELEASE
UNIT
RELEASE
UNIT
LOAD BEAM
PIVOT POINT
LOAD BEAM
PIVOT POINT SPRING
LOADED
KEEPER
No. 1 Mk 1
B SACRU
(SWL 2,721 kg)
C
LOAD BEAM
LOAD BEAM
SACRU No. 2 Mk 1
(SWL 1,361 kg)
SHACKLE
D
MANUAL RELEASE
LEVER
SPRING
LOADED
KEEPER
RELEASE
UNIT
LOAD BEAM PIVOT
LOAD BEAM
D
SACRU No. 3 Mk 1
(SWL 4,536 kg)
Figure UK9B-1. Types of Semi-Automatic Cargo Release Unit (SACRU) (UK)
4.
Nets and Pallets.
a. Cargo Lifting Net (Figure UK9B-5). This net is made from braided nylon cord and is used for
the transfer of loose cargo. The hooking-on arrangements and stirrup are shown in Figure UK9B-6 and
the method of operation is described. The net has a safe working load (SWL) of 2,272 kg.
b. Palnets. The palnet (Figure UK9B-7) is an item of load-carrying equipment for helicopter slung
loads. It consists of a 3- meter X 3-meter nylon webbing cargo net secured to the top of a 1.2-meter X
1.2-meter wooden pallet by a plywood baseboard bolted and screwed to the pallet. Steel links secured
at each corner of the net provide the hooking-on arrangements. The palnet combines the advantages of
a cargo net with the advantage of a pallet, including the ability to be transported by forklift truck on the
ground, on the deck, or in the hold of a ship. The palnet has a safe working load of 1,018 kg.
WARNING
To avoid the danger of being struck by the potentially lethal metal element of a stirrup, extension strop, or net, deck personnel are to keep clear of the load release during automatic release.
UK9B-2
ORIGINAL
ATP 16(D)/MTP 16(D)
KEEPER OPENED AGAINST SPRING
STATIC PROBE
SLIDE OFF
LIFTING RING
Figure UK9B-2. Alternative Method of Manual Release (UK)
UK9B-3
ORIGINAL
STEEL WIRE ROPE LEGS
UK9B-4
Figure UK9B-3. Extension Strops (UK)
2 meter
LEG
NYLON WEBBING
LEG
POLYESTER ROUND
SLING LEG
5 meter
LEG
9 meter
LEG
18 meter
LEG
SWL
680 kg
3 meter
LEG
2 or 5 meter
LEG
SWL
680 kg
SWL
2724 kg
SWL
2724 kg
SWL
2724 kg
SWL
11,300 kg
ORIGINAL
ATP 16(D)/MTP 16(D)
SWIVELLING HOOK
UK9B-5
STIRRUP
SAFETY LATCH
WITH TRIGGER
LEVER
PRECISE DIMENSIONS OF THE
STIRRUP ARE CURRENTLY
UNAVAILABLE BUT ARE SIMILAR
TO THOSE QUOTED FOR THE RING
DIMENSION
CENTIMETERS
DIMENSION
CENTIMETERS
A
15.24
A
6.47
B
7.62
B
3.04
C
1.90
C
1.52
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK9B-4. Cargo Stirrups, Rings, and Shackles (UK)
SHACKLE
RING
STIRRUP
HOOK
OUTER
LIFTING
MEMBER
BORDER
CORD
INNER
LIFTING
MEMBER
HOOK
UK9B-6
Figure UK9B-5. Cargo Lifting Net
1.4
meters
1.8
meters
4.6
meters
1.4
meters
HOOK
HOOK AND
STIRRUP
ORIGINAL
ATP 16(D)/MTP 16(D)
NET (150 mm sq. MESH)
UK9B-7
STIRRUP SAFETY
LATCH WITH TRIGGER
LEVER
STIRRUP LOWER PART
ACCOMMODATING ASSEMBLY
LIFTING HOOKS
HOOK
KEEPER
HOOK-UP MAN
STOUT GLOVES
STIRRUP
RETAINING
CORD
STATIC PROBE MAN
HOOKING UP A NETTED LOAD
THE UPPER PART OF THE STIRRUP ACCOMMODATES A SACRU OR THE HOOK OF AN EXTENSION STROP AND
THE LOWER PART ACCOMMODATES ALL FOUR OF THE NET ASSEMBLY LIFTING HOOKS. FOR THE PURPOSE
OF LOADING/UNLOADING THE NET ALL FOUR HOOKS MUST BE DETACHED FROM THE STIRRUP AND THE NET
LAID FLAT. THE ASSEMBLY LIFTING HOOKS WILL ONLY PASS OVER THE ‘WAISTED’ SECTION OF THE
STIRRUP AND FOR SECURITY A SPRING-LOADED SAFETY CATCH PROVIDES A CLOSE CONTACT GUARD ON
THE INSIDE FACE OF THE ‘WAISTED’ SECTION. DEPRESSING THE SAFETY CATCH ENABLES THE NET
ASSEMBLY LIFTING HOOKS TO PASS OVER THE ‘WAISTED’ AREA AND ONTO OR OFF OF THE STIRRUP. ALL
FOUR HOOKS MUST BE ATTACHED TO THE STIRRUP BEFORE THE NET IS LIFTED. A STIRRUP RETAINING
CORD ENSURES THE STIRRUP DOES NOT BECOME SEPARATED FROM THE NET.
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure UK9B-6. Cargo Lifting Net — Hooking-On Arrangements (UK)
STIRRUP WAISTED
SECTION
STIRRUP UPPER PART
FOR ENGAGEMENT ONTO
HELICOPTER CARGO
HOOK OF A HELICOPTER
EXTENSION STROP
ATP 16(D)/MTP 16(D)
Figure UK9B-7. Typical Single Palnet Load (UK)
UK9B-8
ORIGINAL
UNITED STATES
INTENTIONALLY BLANK
ATP 16(D)/MTP 16(D)
CHAPTER US2
Scheduling Replenishment at Sea — United States
US0230 United States Rigs
See Table US2-1.
US0240 United States Ships
See Figures US2-1 through US2-7. Table US2-2 provides pumping rates.
US2-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Table US2-1. Rigs Used by United States (Sheet 1of 2)
UNITED STATES
FUEL RIG
Crane or
Small
Derrick
Close In
Large
Derrick
STREAM
Tensioned
Span Wire
Nontensioned
Span Wire
Oilers (TAO)
R
R
R
R-D
R
Combination Oiler/
Ammunition Ship
(AOE)
R
R
R
R-D
R
Carriers
R
R
R
R-D
R
Cruisers and Guided
Missile Cruisers
R
R
R
Guided Missile
Destroyers and
Frigates
R
R
R
R
R
Ship Type or Class
Minesweepers
R
R
R
R
R
R*
Ammunition Ships
(AE)
R
R
R
R-D
R
Combination Refrigeration/Stores Ship
(AFS)
R
R
R
R-D
R
Stores Ship (AFS)
“SIRIUS Class”
R
R
R
R*
PC
LHA
R
R
R
R-D
R
LCC
R
R
R
R
R
LPD/LSD
R
R-D
R
R
R
Code: R – Receive
D – Deliver
Astern
* 64 mm fueling rigs.
Notes: Rigs are both port and starboard except carriers. Carrier rigs are starboard side only.
All tensioned delivery rigs use slip clutches or weak links.
US2-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Table US2-1. Rigs Used by United States (Sheet 2 of 2)
UNITED STATES
Heavy
Jackstay
Manila
Highline (1)
Light Jackstay
STREAM
Tensioned
Highline
Oilers (TAO)
R
R-D
R
R-D
Combination Oiler/
Ammunition Ship (AOE)
(AOR)
R
R-D
R
R-D
Carriers
R
R-D
R
R
Ship Type or Class
Wire Highline
Cruisers and Guided
Missile Cruisers
R
R
R-D
R
R
Guided Missile
Destroyers and Frigates
R
R
R-D
R
R
R
Minesweepers
Ammunition Ships (AE)
R
R-D
R
R-D
Combination Refrigeration/Stores Ship
(AFS)
R
R-D
R
R-D
R
R-D
R
R-D
LHA
R
R
R-D
R
R
LCC
R
R
R-D
R
R
LPD/LSD
R
R
R-D
R
R
Stores Ship (AFS)
“SIRIUS Class”
PC
Code: R – Receive
D – Deliver
* 64 mm fueling rigs.
Notes: Rigs are both port and starboard except carriers. Carrier rigs are starboard side only.
All tensioned delivery rigs use slip clutches or weak links.
(1) Can be either manila or synthetic support line.
US2-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Table US2-2. Hose Sizes and Pumping Rates (US Specification)
PUMPING RATE
CUBIC METERS PER HOUR
MÈTRES CUBIQUES PAR HEURE
HOSE SIZE
64 mm
152 mm
178 mm
56.8
454.2
681.3
US2-4
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
USS KILAUEA
USS BUTTE
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2,350
385
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
KILAUEA
AE-26
AE-27
USS SANTA BARBARA
USS MOUNT HOOD
AE-28
AE-29
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3,600
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
Helicopters
Hélicoptères
2 UH-46
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-1. KILAUEA Class (AE) (US)
US2-5
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
USS FLINT
USS SHASTA
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2,350
370
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
FLINT
AE-32
AE-33
USS MOUNT BAKER
USS KISKA
AE-34
AE-35
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3,460
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
Helicopters
Hélicoptères
2 UH-46
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-2. FLINT Class (AE) (US)
US2-6
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
Name of Ship
Nom du Bâtiment
USS MARS
USS SYLVANIA
USS NIAGRA FALLS
USS WHITE PLAINS
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2,285
355
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
MARS
AFS-1
AF2-2
AFS-3
AFS-4
USS CONCORD
USS SAN DIEGO
USS SAN JOSE
AFS-5
AFS-6
AFS-7
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
3,580
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
Helicopters
Hélicoptères
2 UH-46
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-3. MARS Class (T-AFS) (US)
US2-7
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
SIRIUS
USNS SIRIUS T-AFS-8
USNS SPICA T-AFS-9
USNS SATURN T-AFS-10
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
350
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
Helicopter
Platform
Plateforme pour
Hélicoptère
Helicopters
Hélicoptères
0
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-4. SIRIUS Class (T-AFS) (US)
US2-8
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
Name of Ship
Nom du Bâtiment
USS SUPPLY AOE-6
USS RAINIER AOE-7
USS ARCTIC
USS BRIDGE
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
16,507
6,799
160
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
SUPPLY
AOE-8
AOE-10
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2,630
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
Helicopters
Hélicoptères
2 UH-46
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-5. SUPPLY Class (AOE) (US)
US2-9
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
Name of Ship
Nom du Bâtiment
USS SACRAMENTO
USS CAMDEN
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
16,507
6,799
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
SACRAMENTO
AOE-1
AOE-2
USS SEATTLE
USS DETROIT
AOE-3
AOE-4
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
160
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
2,630
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage 2,720 kg
Helicopters
Hélicoptères
2 UH-46
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-6. SACRAMENTO Class (AOE) (US)
US2-10
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
MÈTRES
Class
Type
DISTANCE
DE L’ÉTRAVE
Name of Ship
Nom du Bâtiment
USNS HENRY J. KAISER
T-AO-187
USNS JOSHUA HUMPHREYS
T-AO-188
USNS JOHN LENTHALL
T-AO-189
USNS ANDREW J. HIGGINS
T-AO-190
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
9,360
6,127
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
KAISER
USNS WALTER S. DIEHL
T-AO-193
USNS JOHN ERICSSON
T-AO-194
USNS LEROY GRUMMAN
T-AO-195
USNS KANAWHA
T-AO-196
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
102
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
0
NOTE: T-AO is Navy Civil Service Manned
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-7. KAISER Class (T-AO) (US) (Sheet 1 of 2)
US2-11
ORIGINAL
ATP 16(D)/MTP 16(D)
FEET
DISTANCE
FROM BOW
DISTANCE
DE L’ÉTRAVE
MÈTRES
Class
Type
Name of Ship
Nom du Bâtiment
USNS PECOS
T-AO-197
USNS BIG HORN
T-AO-198
USNS TIPPECANOE
T-AO-199
USNS GUADALUPE
T-AO-200
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
9,360
6,127
Maximum Rate of
Pumping by Hose
Ton (m3)/hr
Débit Maximum Par
Manche Tonne (m3/hr)
SEE TABLE US2-2
KAISER
USNS PATUXENT
T-AO-201
USNS YUKON
T-AO-202
USNS LARAMIE
T-AO-203
USNS RAPPAHANNOCK
T-AO-204
Liquids Replenishment Station
Poste de Ravitaillement (Liquides)
Solids Replenishment Station
Poste de Ravitaillement (Solides)
Capacity Metric Ton (m3)
Capacité Tonne Mètrique (m3)
102
Helicopter
Platform
Plateforme pour
Hélicoptère
Maximum Lift Capacity
Capacité Maximum de
Levage
Helicopters
Hélicoptères
0
NOTE: T-AO is Navy Civil Service Manned
See Key Diagrams in Tables 2-2 and 2-3 for Symbols.
Figure US2-7. KAISER Class (T-AO) (US) (Sheet 2 of 2)
US2-12
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER US3
Replenishment and Maneuvering Procedures —
United States
US0313 Delivering Ship
When using Burton/double Burton rigs, the receiving ship furnishes its own phone line.
US0314 Receiving Ship
When using Burton/double Burton rigs, furnishing and handling its own Burton whip(s) and
station-to-station lines.
US0323 Approaching and Maintaining Station
Receiving ship passes messengers, its own whip, and station-to-station phone line at each Burton station.
US3-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
US3-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER US4
Communications, Signals, and Lighting —
United States
US0460 United States Navy Color Code
The following color code for safety helmets is promulgated for the convenience of all ships that may replenish from U.S. Navy ships.
WHITE
Officers/CPOs and supervisors
YELLOW
Rig captain
GREEN
Signalman/phone talker
BROWN
Winch operators
PURPLE
Repair personnel
RED
Line-throwing gunners (or bolo heavers)
WHITE
(with red
cross)
Corpsmen
BLUE
Deck riggers/line handlers
ORANGE
Checkers/supply personnel
GRAY
All others
US4-1
ORIGINAL
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
US4-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER US5
Emergency Procedures and Safety Precautions —
United States
US0506 Special Precautions for Particular Rigs
1.
Liquid Transfer.
a. Fuel STREAM Rig. See Chapter 5.
b. Spanwire Fueling. The 19 mm (diameter) and 22 mm (diameter) support lines have a
weak-link end fitting installed on the outboard end of the wire that acts as a safety link that fails before the breaking load of the wire can be imposed on the outrigger or boom, thereby reducing the
possibility of structural failure in the delivering ship’s fueling-at-sea system.
2.
Solid Transfer.
a. Tensioned Highline Rig. See Chapter 5.
b. Burton Rig.
a. Single Burton. Disconnect receiving ship’s whip and cast off overboard clear of deck edge.
(If time precludes the return of a suspended load or empty hook, each ship shall pay out its wire,
endeavoring to maintain the load or hook centered between the ships as they separate, until all
wires are run off the winch drums.)
b. Heavy Lift Burton (Double Burton).
(1) Where two double whips are in use:
(a) Deposit load or empty hook on closest ship.
(b) Clear load from landing area.
(c) Secure rigging plate holding runner blocks.
(d) Other ship maintains whip slack.
(e) Cut other ship’s wire just outboard of runner block.
NOTE
Cutting of the wire rope is required in this case because of time required to unshackle
runner blocks from rigging plate and bending on of messenger to return rig.
(2) Where one of the wires in use is single part:
(a) Deposit load or empty hook on the ship with the doubled-up whip.
(b) Clear load from landing area.
US5-1
ORIGINAL
ATP 16(D)/MTP 16(D)
(c) Secure rigging plate holding runner block.
(d) Other ship maintain whip slack.
(e) Disconnect single whip from rigging plate and cast off overboard clear of deck edge.
(If time precludes disconnect of shackles holding the single whip to the rigging plate, it
should be cut close up to its wire rope end fitting.)
(3) When both of the wires in use are a single-part rig arrangement, deposit load on nearest
ship and carry out procedures above as for one single-part rig arrangement.
US5-2
ORIGINAL
ATP 16(D)/MTP 16(D)
CHAPTER US6
Transfer of Liquids — United States
US0610 General Description of Fueling Methods
a. Fuel STREAM Rig. See Chapter 6.
b. Spanwire Rig. The spanwire rig is fitted on some fleet oilers, other auxiliary ships, and
aircraft carriers. It is used when the fuel STREAM rig is not available. In the spanwire rig, the
hoses are supported by three saddles rigged on a nontensioned support line. The hose is 73 meters
in length, has the same hose sizes as fuel STREAM, and can be used to transfer the same products
as fuel STREAM.
c. Close-in Rig. The close-in rig is an infrequently used rig.
US0630 Abeam Fuel Rigs
US0631 Equipment
1.
Wire Rope.
a. Span Wire. Span wire is a 19 mm wire support line for a single hose rig and 22 mm wire support line for double hose rig. Length is 180 meters minimum for nontensioned rig and 245 meters
minimum for tensioned (fuel STREAM) rig.
b. Spanwire Weak-Link End Fitting. Spanwire weak-link end fitting, illustrated in Figure
US6-1, is available in two sizes to accommodate 19 mm and 22 mm diameter wire support line.
The end fitting has a reduced section area designed to fail under tensile loads of 13,000 kg and
15,875 kg for the 19 and 22 mm fittings respectively. The support line end fitting is compatible
with the probe fueling rig and can be readily used for conventional fueling methods such as with
the breakable-spool coupling or Robb quick-release coupling. For use with conventional fueling
methods, a shackle and pelican hook are added to the outboard end of the fitting. Alternate end fittings are shown in Chapter 6.
c. Saddle Whip. The saddle whip is a 13 mm or a 19 mm wire. The length of this whip is a minimum of 135 meters.
d. Recovery Line (Number 1 Saddle Whip). This whip is a 13 mm or 19 mm wire rope or
a 89 mm double-braided nylon line, a minimum of 135 meters in length, depending on individual
ship installations.
e. Stress Wire. Stress wire is a 13 mm wire rope, length to suit.
2.
Manila or Synthetic Lines.
a. Hose Messenger. The hose messenger is the main line used to assist in hauling the rig
across between the ships. Other lines, such as the station-to-station phone messenger, bridge-tobridge phone/distance line messenger, and AvGas bonding cable are attached to this main messenger. These lines shall be attached at a minimum distance of 45 meters from the smaller end of the
main messenger.
US6-1
ORIGINAL
43 mm
43 mm
ATTACHMENT POINT
FOR EASING OUT LINE
7
FOR SPAN WIRE
8
73 mm
TOP VIEW
ATP 16(D)/MTP 16(D)
SIDE VIEW
US6-2
ORIGINAL
Figure US6-1. Spanwire Weak-Link End Fitting (US Specification) (Sheet 1 of 2)
116 mm
US6-3
19 mm
45 mm
SHEAR AREA
38 mm
41 mm
15.88 mm DIA
± .05 mm
TOP VIEW
30º
16 mm
NOMINAL
22 mm
SIDE VIEW
SHEAR AREA
END VIEW
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-1. Spanwire Weak-Link End Fitting (US Specification) (Sheet 2 of 2)
DIMENSION DEPENDENT UPON
AVG. ROCK “C” HARDNESS
116 mm
ATP 16(D)/MTP 16(D)
(1) The hose messenger is 180 meters or 244 meters of continuous graduated manila or synthetic line with tapered splice(s) as follows:
(a) SYNTHETIC: 61 meters of 37 mm line and 122 meters of 76 mm line or 61 m of 37
mm line and 180 meters of 76 mm line.
(b) MANILA: 30 meters of 12 thread, 30 meters of 21 thread, 30 meters of 57 mm line,
and 91.5 meters of 76 mm line or 30 meters of 12 thread, 30 meters of 21 thread, 30 meters of 57 mm line, and 153 meters of 76 mm line.
(2) A soft eye splice forms the bitter end of the 76 mm synthetic or 76 mm manila portion of the messenger.
WARNING
If chafing is observed between the shackle and the soft eye splice, remove the eye
splice and the end of the messenger.
(3) Chapter 6 shows the method of securing the hose messenger to the support line.
b. Hose Messenger Return Line. This line is 76 meters of 63 mm manila or nylon line fitted
with a thimble eye splice and 22 mm screw pin shackle on one end.
c. Remating Line. This line is a 63 mm nylon or manila line of appropriate length suitable to
the individual ship. It should be no less than 18 meters in length and shall have a thimble eye fitted
on one end. The remating line is to be furnished by the receiving ship for use with the probe rig (see
Chapter 6).
d. Two-Fold Purchase. The two-fold purchase is used with the riding line as shown in Chapter 6. This tackle is a 63 mm manila line (length to suit) and two 178 mm blocks as shown.
e. Riding Line. This line is a 102 mm manila line about 11 to 14 meters long. A thimble eye
splice with a 83 mm pear-shaped link is inserted in one end of the riding line.
CAUTION
Nylon of equivalent size shall not be used for the riding line; only 102 mm manila is
authorized. Failure to observe the prescribed riding-line arrangement (especially
line sizes and types) could result in overload of eyeplates, cleats, or riding-line fittings with resultant injury to personnel.
f. Outer Bight Line (Optional). This line is 102 mm double-braided spun polyester.
US6-4
ORIGINAL
ATP 16(D)/MTP 16(D)
US0642 Fuel Rigs
1.
Hose Assembly.
a. Hose. The hose is lightweight and nonrigid (collapsible) and is available in 102 mm, 152
mm, and 178 mm sizes of 11 meter lengths. See Table US2-2 for hose sizes and pumping rates.
b. Hose Saddles. The two types of hose saddles are shown in Figure US6-2. Type “A” is 48
cm long and is used for the single-hose rig and for the lower hose in the double-hose rig. Type “B”
is 81 cm long and is used for the upper hose in the double-hose rig.
c. Hose Couplings. Hose couplings for 102 mm, 152 mm, and 178 mm hose are reattachable
type couplings of male and female design. The female end incorporates a rubber “O” ring for sealing the joint. A split clamp and band assembly is used to attach the male and female couplings
together.
d. Riding-Line Fittings. Riding-line fittings for 152 mm and 178 mm hose are flow-through
design.
2.
Fueling-at-Sea Couplings.
a. Single Probe Coupling. See Chapter 6 for details.
(1) Probe Relatching Tool. The probe relatching tool (Figure US6-3) is designed to provide a rapid means of relatching the probe’s six lock arms simultaneously.
(2) Sleeve Retractor. The sleeve retractor (Figure US6-4) is a special tool used to manually open the sliding sleeve valve in the probe for the purpose of draining the fuel from the hose
rig and to provide access in the replacement of the probe nose seal.
(3) Remating-Line Hook. The remating-line hook is bolted to the outboard end of the
probe carrier by the delivering ship for attachment of messenger/remating line (see Chapter 6).
b. Double Probe Rig. See Annex 2-A for details.
c. Combined Quick-Release Coupling and Valve (Robb Coupling). The Robb coupling (Figure US6-5) consists of a male end attached to the fueling manifold on the receiving ship
and a female end secured to the end of the hose sent over by the delivering ship (Figure US6-6).
(1) Couplings made of steel may be used in ND (F-85), JP-5 (F-44), and NSFO (F-77) hose
rigs; however, bronze couplings must be used in AvGas (F-18/22) hose rigs.
(2) The female end is a slightly tapered tube with a split clamp adapter at one end. Near the
other end is a machined groove. The spring-tensioned ball race in the female end lines up with
the groove in the male end, and the spring-tensioned sleeve on the outside forces the balls
down into the groove, holding the two ends together. A valve, located in the female end, normally is held closed by a heavy spring. A gasket ensures a tight seal. A nipple gasket provides a
tight joint when the two ends are joined. A ring-shaped actuating cam in the male end is linked
to an operating lever. When the lever is turned to the open position, the cam is thrust forward,
opening the valve. Both 152 mm and 178 mm split clamp adapters are available for the female
end. Therefore, the coupling can be used with either 152 mm or 178 mm hose.
US6-5
ORIGINAL
ATP 16(D)/MTP 16(D)
(3) To connect the quick-release (Robb) coupling, the female end is fitted around the
male end. The spring-tensioned sleeve is pressed back until the ball race engages the annular groove on the male end, forming a positive lock. For the female end to engage the male
end, the operating lever must be in the closed position. After engaging, the operating lever is
turned to the open position, opening the valve in the female end. This completes the
connection.
CAUTION
It is not possible to engage the female end with the male end if the operating lever is
in the open position.
(4) The quick-release (Robb) coupling shall not be uncoupled until pumping and blow
through are completed and the coupling valve operating lever is placed in a closed position. To disconnect the coupling, the sleeve is forced back, usually by a pry bar, and the female
end is pulled away. (There are slots in the sleeve to permit insertion of the pry bar.)
d. Breakable-Spool Coupling. See Chapter 6 for details.
e. The 64 mm Quick-Release Coupling. This coupling is used when fueling small ships
with 62 mm fuel risers. (See Figure US6-6.)
f. Astern Fueling Hose Coupling. Figure US6-7 shows a breakable-spool coupling’s “B”
end that has been modified to provide improved hydrodynamic characteristics and to provide an
attachment point on the outboard end for the hose end.
US6-6
ORIGINAL
ATP 16(D)/MTP 16(D)
FLOW-THRU
SADDLES
SAFETY ANCHOR
SHACKLES
152 mm
19 mm
178 mm
22 mm
13 mm
SAFETY ANCHOR SHACKLE
13 mm
WIRE PENDANT (CRES)
APPROX 76.2 cm LONG
SADDLE
WHIP
FLOW-THRU SADDLE
(TYPE B)
HOSE COUPLING
(SPLIT CLAMP TYPE)
13 mm DIA
LINK 64 mm x 127 mm
HOSE
FLOW-THRU SADDLE
(TYPE A)
Figure US6-2. Hose Saddles (US Specification)
US6-7
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-3. Probe Relatching Tool (US Specification)
US6-8
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-4. Sleeve Retractor (US Specification)
US0643 Details of Fueling Rigs
The US Navy has four methods for the transfer of fuel at sea. In order of preference these are: fuel
STREAM, spanwire, and close-in for abeam fueling and the astern method for astern fueling.
US0644 Single Probe Rig
See Chapter 6 for details.
US0645 Double Probe Rig
1.
The double probe rig consists of a double probe and a double receiver as shown in Figures US6-8
and US6-9.
a. Double Probe and Carrier Assembly. Double probe and carrier assembly consists of a
traveler block assembly and two probe assemblies. The probe and tube (training mechanism) for the
double probe is identical to and interchangeable with the single probe shown in Figure US6-10a. The
US6-9
ORIGINAL
US6-10
VALVE
GASKET
SPRINGTENSIONED
SLEEVE
OPERATING
LEVER
SPRINGTENSIONED
BALL RACE
QUICK-TRIP
ROBB COUPLING
DEVICE
MACHINED
GROOVE
SPLIT CLAMP
COUPLING
ADAPTER
TO RELEASE BEARINGS,
SLIP BACK
LEVER-DETACHABLE FOR PRYING
OPEN SPRING-TENSIONED SLEEVE
VALVE
VALVE
OPEN
NIPPLE
MALE END POSITION
GASKET
RECEIVING
FEMALE END
DELIV. SHIP
SPRING-TENSIONED
SLEEVE
VALVE
SPRING
SHIP
ANNULAR
GROOVE
USED ONLY ON U.S. TO U.S. SHIPS
SLOT FOR
PRY BAR END
RING
ACTUATING
CAM
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-5. Combined Quick-Release Coupling and Valve (US Specification)
152 mm
HOSE
FLANGE
PARTS LIST:
(1)
(2)
(3)
US6-11
3 meters
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
(16)
64 mm SPLIT CLAMP
64 mm MALE HOSE COUPLING
64 mm HOSE
64 mm FEMALE HOSE COUPLING
REDUCER 178 mm FEMALE SPLIT CLAMP
TO 64 mm MALE SPLIT CLAMP
178 mm SPLIT CLAMP
ADAPTER 178 mm FLANGE TO 178 mm SPLIT CLAMP
178 mm ROBB COUPLING (MALE END)
178 mm ROBB COUPLING (FEMALE END)
178 mm MALE HOSE COUPLING
178 mm HOSE
178 mm FEMALE HOSE COUPLING
178 mm FLOW-THRU RIDING LINE FITTING
2.7 meters
1.2 meters
178 to 64 mm REDUCER TERMINAL
HOSE FITTING
3 meters
NOTE: PIECES 1, 2, AND 3 WILL BE REPLACED BY A
PRESSURE REFUELING NOZZLE ONCE STANAG
1357 HAS NATIONAL RATIFICATION AND WILL
BECOME EFFECTIVE UNDER CHANGE 3.
ROBB COUPLING TERMINAL
HOSE FITTING
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-6. Terminal Hose Fittings (US Specification)
64 mm CAP WITH CHAIN
64 mm QUICK-RELEASE COUPLING
ADAPTER 64 mm FEMALE SPILT CLAMP TO
64 mm MALE HOSE THREAD
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-7. Astern Fueling Coupling Conical Cap Dimensions (US Specification)
US6-12
ATP 16(D)/MTP 16(D)
double probe and carrier can be used to a single probe receiver when the lower probe is retracted as
shown in Figure US6-10b.
b. Double Probe Receiver. The double probe receiver consists of two receivers and a special
base plate with built-in swivel feature to permit tracking through full working range of the fueling
station. A special wire-reinforced hose connects each of the receivers to the fuel riser piping. Each
receiver has a handle mounted on the housing to provide a means of disengaging the probe at the
receiver. Flags are mounted on each housing to indicate when the probe is fully engaged in
receiver.
2.
The rate of fuel transfer can be increased by using a double-probe rig. Two hoses are suspended,
one below the other, from a single support line as shown in Figure US6-8. With this rig, two kinds of fuel
may be transferred simultaneously from a single transfer station, or one kind may be pumped through both
hoses.
3.
To use this rig, oilers must have special support line winches and heavy duty or reinforced booms
or outriggers.
4.
Assembly of the double-probe rig is the same as the spanwire rig and heavy weather rig with the
following exceptions:
a. Two hoses are suspended, one below the other, from a single support line.
b. Two types of flow-through saddles are used. The upper saddle (type “B”) is 81 cm long and the
lower saddle (type “A”) is 48 cm long. Type “A” is normally used for the single hose rig.
c. The support line shall be 22 mm wire rope.
d. A 22 mm support line weak link or a 19 mm safety shackle and long link is installed on the outboard end of the support line.
5.
In order to aid in product identification on the receiving ship, the outboard end of the fuel hose and
the probe attached to the hose shall be marked to show the product in hose. Marking shall be white letters
76 mm high painted on opposite sides of the hose and coupling.
6.
Procedures for passing, tending, and recovering the double-probe rig are the same as outlined in
Chapter 6 for the single-probe rig
US0646 Spanwire Rig
1.
In this rig (Figure US6-11), the hose is carried between two ships on a nontensioned support line.
The spanwire rig shall be rigged with wire for all saddle whips, including the recovery whip, whenever
winches can be made available. Otherwise double-braided nylon line is substituted for one or more of the
normally wire-rigged saddle whips. For substitution of wire whips, a minimum of 89 mm circumference
double-braided nylon line shall be used — 137 meters in length for recovery whips and lengths to suit individual ship installations for other saddle whips.
2.
Rigging the Delivering Ship for Spanwire Rig.
a. Hose Assembly. Hose assembly procedures for the spanwire rig are the same as the fuel
STREAM rig as specified in Chapter 6 with the exceptions noted herein. The spanwire rig is approximately 75 meters long with the following fittings and hose lengths coupled in succession,
starting with inboard end of the hose rig:
US6-13
ORIGINAL
Figure US6-8. Fuel STREAM Double Probe
US6-14
ATP 16(D)/MTP 16(D)
ORIGINAL
BASE PLATE ASSEMBLY
SWIVEL ASSEMBLY
PELICAN HOOK
STAR MESSENGER
ATTACHMENT
(USED WHEN SENDING
TO A SINGLE-PROBE
RECEIVER)
TROLLEY BLOCK ASSEMBLY
FLAG
PIN-PIN
SUPPORT LINE END FITTING
SUPPORT LINE
US6-15
Figure US6-9. Double Probe and Receiver
LONG STRESS WIRE
LOWER PROBE CONTACTS
LOWER RECEIVER FIRST
FLAG
MESSENGER
RECEIVER HOSES (TO FUEL RISERS)
MESSENGER FAIRLEAD BLOCK
INHAUL LINK
(PULLS UPPER PROBE AND TROLLEY
FORWARD AFTER LOWER PROBE STOPS)
ORIGINAL
LOCK
(USED TO LOCK LOWER PROBE BACK
WHEN SENDING TO A SINGLE-PROBE
RECEIVER)
MESSENGER
RETURN LINE
ATP 16(D)/MTP 16(D)
PROBE RECEIVERS
16 mm
SCREW PIN
SHACKLE
SHORT STRESS WIRE
(PULLS LOWER PROBE FIRST)
US6-16
Figure US6-10a. Single Probe and Double Receiver
BASE PLATE ASSEMBLY
SWIVEL ASSEMBLY
PELICAN HOOK
FLAG
SINGLE PROBE
SUPPORT LINE
END FITTING
SPECIAL INHAUL CLAMP
16 mm
SCREW PIN
SHACKLE
FLAG
PIP PIN
MESSENGER
RETURN LINE
MESSENGER
RECEIVER HOSES (TO FUEL RISERS)
MESSENGER FAIRLEAD BLOCK
ORIGINAL
ATP 16(D)/MTP 16(D)
PROBE RECEIVERS
Figure US6-10b. Double Probe and Single Receiver
US6-17
ATP 16(D)/MTP 16(D)
ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-11. Spanwire Rig — Single Hose with Breakable-Spool Coupling (US Specification)
US6-18
ATP 16(D)/MTP 16(D)
(1) Two 10.6 meter lengths of hose (inboard length cut to suit).
(2) Flow-through saddle.
(3) Two 10.6 meter lengths of hose.
(4) Flow-through saddle.
(5) Two 10.6 meter lengths of hose.
(6) Flow-through saddle.
(7) One 6.7 meter length of hose.
(8) Flow-through riding line fitting.
(9) One 1.2 meter length of hose.
(10) Flow-through riding line fitting.
(11) One 2.7 meter length of hose.
(12) Fueling probe.
b. Rigging the Hose Assembly. Rigging the hose for the spanwire rig is the same as specified in Chapter 6 for the fuel STREAM rig, except that the spanwire rig has three flow-through
saddles instead of four. The inboard saddle whip controls the number 2 and number 3 saddles.
3.
Sending Over the Lines. Procedures are the same as specified in Chapter 6 for the fuel
STREAM rig.
4.
Passing, Tending, and Recovering the Spanwire Rig. In passing, tending, and recovering the spanwire rig, the procedures are the same as outlined in Chapter 6 for the fuel STREAM rig,
except that the support line is not tensioned.
5.
Rigging the Receiving Ship. All procedures outlined in Chapter 6 for the fuel STREAM rig
are applicable to the receiving ship when receiving the spanwire rig, except for tensioning and
detensioning the support line.
US0647 Passing and Tending the Close-In Rig
1.
Description.
a. The hose is supported by whips leading from the hose saddles to the kingpost outrigger or boom or
other high projection on the delivering ship. When the rig is used to fuel a large ship, the hose may
also be supported by an outboard bight line led from the outboard saddle to a highpoint on the receiving ship.
b. Paragraph US0641 contains information about the saddle whips, outer bight line (optional), recovery line saddle whip, and hose messenger. The outer bight line, which is optional, is used only when
fueling ships larger than destroyer types.
US6-19
ORIGINAL
ATP 16(D)/MTP 16(D)
2.
Passing the Hose.
a. The oiler pays out the hose messenger by hand as the receiving ship hauls it on board. The receiving ship connects it to the pre-reeved messenger and brings it in by hand or winch.
b. The oiler pays out on the recovery whip and other saddle whips, allowing the receiving ship to
haul in on the hose. If an outer bight line is used, the men on this line help haul over the hose and
messenger.
c. As the end of the hose comes on board, the stops securing it to the messenger are cut one by one
until the riding-line fitting is within easy reach.
d. At the first opportunity, the bight of the riding line is slipped over the hook and the riding line is
set taut.
e. The hose end is then coupled to the receiving ship’s hose or manifold or is lashed in the open
fueling trunk. When the hose is lashed in an open trunk, the trunk top should be covered with canvas to prevent fuel oil from splashing out.
CAUTION
The use of rags to cover open trunks is very dangerous. Should a rag slip into the fuel
trunk and clog the strainer, oil spillage would occur.
f. The messenger is restopped to the hose, removed from the snatch block, and the bitter end returned to the delivering ship where it is tended as the ships open or close distance.
g. Alternatively, at the option of the delivering ship, the entire hose messenger may be returned, in
which case the messenger is unshackled from the riding-line fitting and returned large end first to
the delivering ship. The delivering ship indicates which method is required by labeling the return
line identification tag with the additional words: “Small end” or “Large end.”
3.
Tending the Hose. The delivering ship tends the hose during transfer by paying out or taking
in the saddle whips as the distance between ships increases or decreases.
a. The hose should be kept clear of the water and a sufficient bight must be maintained between saddles to avoid parting of the hose.
b. When an outer bight line is used, the receiving ship assists the delivering ship in tending the
outboard saddle. The men tending the lines on both ships coordinate their efforts so that the outboard saddle whip and the outer bight line form an upright “V.” Care should be used to keep these
lines from stretching out horizontally since they may part under the strain.
4.
Recovering Hose and Outer Bight Line.
a. When pumping and blow through are completed, the receiving ship disconnects the hose and
lashes the Robb valve in the closed position or replaces the hose cap or end flange, making sure
that no wiping rags are left in the end of the hose.
b. The hose and the outer bight lines are eased out and the oiler heaves in and two-blocks the
saddles.
c. The rest of the hose is then hauled aboard by heaving in on the recovery whip.
US6-20
ORIGINAL
ATP 16(D)/MTP 16(D)
d. Finally, the receiving ship returns the outer bight line, the phone lines, and the messengers; the
delivering ship returns the bridge-to-bridge phone/distance line.
US0648 Blowing Through Hose Procedures
1.
When the signal to stop pumping is received in the supplying ship, the valve in the fuel oil transfer
piping at the transfer station is closed and low-pressure air (approximately 6 kg/cm2) is injected into the
fuel transfer hose. The process of blowing oil into the customer ship’s tank requires about 3 minutes to
complete, and should be followed by a back suction. The customer ship must not disconnect the hose from
the fuel riser or remove it from the fuel tank until blow through (and back suction as appropriate) is completed. Customer ships must also leave valves to tank vents open during blow through so that the oil and
air may move through the hose.
2.
A 179 mm, 91 meter fuel hose rig will contain approximately 1.7 m3 of fuel. To permit the hose to
be blown through the customer ship must give the signal to stop pumping at a time that will permit the receipt of the additional fuel from the blow through.
3.
A second step in removing the fuel from the hose is commonly referred to as back suction. The
term, “back suction,” as applied to this operation is a misnomer and can be misleading. The main
cargo pumps of an oiler are large centrifugal pumps that can run in only one direction; therefore, there
is no way of connecting the discharge line to the suction side of the pump to give a positive suction effect. Actually, the oiler allows the fuel to recycle through a line passing the piping manifold to a tank
in the oiler, creating a slight suction caused by the venturi effect as the fuel flows past the manifold. This
method normally will remove approximately one-half of the fuel oil in the hose and will require considerably more time than the blow through.
US0650 Astern Fueling Methods
US0651 Astern Fueling — Float Method
1.
Description. In the astern method of fueling, the merchant tanker streams a single 152 mm hose
rig through a stern roller assembly and the escort ship maintains station astern and outboard to starboard
of the delivering ship while receiving fuel. The astern fuel rig characteristics dictate employment of the
rig at a forward fuel reception station. No attempt should be made to receive the rig at an after reception
station.
a. Figure US6-12 is a plan view drawing of a typical astern fueling operation. It illustrates the most
desirable location of the reception station relative to the marker buoy.
b. The fueling preparations outlined in Chapter 6 are particularly valid in their specific application
to astern fueling.
c. Deballasting and fuel redistribution requirements are emphasized in order to permit maximum
efficient flow through the single hose system.
d. Basic communications procedures will be conducted as outlined in Chapter 4. (Sound-powered
telephone lines will not be passed.)
e. Figure US6-13 provides details for the astern fueling rig.
2.
During the fuel transfer phase of astern fueling, the receiving ship maintains a safe distance astern
of the tanker by station keeping on a position buoy that is towed about 122 meters astern, to port, of the
tanker. At that time, the receiving ship’s horizontal position, in relation to the delivering tanker, is ideally
about 12.2 meters outboard of a line extended aft from the tanker’s starboard beam (Figure US6-12). That
US6-21
ORIGINAL
US6-22
DELIVERING SHIP
(MERCHANT TANKER)
POSITION BUOY LINE IN STREAMED CONDITION
POSITION BUOY
HOSE IN
CONNECTED
POSITION
HOSE IN STREAMED CONDITION
FUEL RISER
RECOVERY LINE
APPROX 12.2 meters
FUEL RISER
BRIDGE
RECEIVING SHIP
DISTANCE OF POSITION BUOY FROM STERN OF DELIVERING SHIP
FAIR
WEATHER
NATO VESSELS
U.S. DESTROYER TYPES
FOUL
WEATHER
NATO VESSELS
210 meters
U.S. DESTROYER TYPES
182 meters
146 meters
121 meters
ORIGINAL
NOTE: ALIGNING THE RECEIVING STATION WITH THE POSITION BUOY ENSURES THAT THE LAST 30.4 meters OF THE HOSE TOWS
IN A BIGHT. THE SHAPE OF THE BIGHT (L OR J) MAY BE ADJUSTED TO ACHIEVE THE BEST HOSE RIDING POSITION.
ATP 16(D)/MTP 16(D)
Figure US6-12. Typical Astern Fueling Station Keeping (US Specification)
DISTANCE OF POSITION BUOY FROM STERN OF DELIVERING SHIP (SEE TABLE BELOW)
ATP 16(D)/MTP 16(D)
condition should prevail in a relatively calm sea and with no adverse effect from sea or wind. Actually,
station keeping in a horizontal plane is a function of maintaining station on the hose because, at times,
wind and sea action prevent the hose from streaming directly astern of the tanker’s stern roller. Normally
the tanker’s stern roller is installed about 9.1 meters inboard. Therefore, the receiving ship will be about 21.3
meters from the streamed line of the hose at the reception station. Ship positioning in relation to the hose
and the refueling station is very critical. Too much or too little hose catenary will cause undue hose strain,
hose bending, and severe hose whiplash.
3.
Rigging the Receiving Ship.
a. Where installed, remove probe receiving equipment at reception station to be rigged for receipt
of astern fueling rig.
(1) Disconnect probe receiver assembly by removing horizontal bolt securing the swivel arm
and swivel joint assemblies. Retain bolt and nut with swivel joint assembly.
(2) Disconnect probe receiver hose assembly flange fitting from fuel oil riser.
(3) Remove probe equipment to temporary stowage clear of reception station.
b. Install adapter ell on fuel riser to adapt flange on riser to 152 mm flange on “A” end of the
breakable-spool coupling.
c. Install “A” end of breakable-spool coupling on fuel riser.
d. Shackle a 304 mm wooden snatch block to the existing probe messenger fairlead eyeplate, using an upset safety anchor shackle through the block’s oblong eye. This will be used as the hose
messenger fairlead block (Figure US6-14).
e. Shackle a 304 mm wooden snatch block, using an upset safety anchor shackle through the
block’s oblong swivel eye, to the eyeplate located below the probe receiver joint. This will be used
as an inhaul/retaining-line fairlead block (Figure US6-14).
f. The inhaul/retaining line is 101 mm manila or 76 mm nylon, 15.2 meters long. One end of the
line has a thimbled eye shackled to the eye of a standard No. 27 safety hook. A bight of the line at
the hook end is inserted in the inhaul line block (Figure US6-14).
US6-23
ORIGINAL
US6-24
HOSE RIG MESSENGER
APPROX 94 meters
SPOUT-TYPE FLOAT
(MESSENGER BODY)
CONICAL CAP ON MODIFIED B-END OF BREAKABLE SPOOL COUPLING
SECURING ADAPTER
SECURING ADAPTER CLAMP
HOSE BRIDGE ASSEMBLY
APPROX 5.5 meters
1.
2.
3.
4.
5.
6.
7.
8.
9.
13 mm DIA WIRE ROPE 6 x 37
THIMBLE FOR 13 mm DIA WIRE ROPE
WIRE ROPE CLAMP FOR 13 mm DIA WIRE ROPE
SHACKLE - 16 mm ANCHOR SAFETY
JAW END SWIVEL - 19 mm SIZE
GRAPNEL
SWIVEL HOOK - 3 TON
LINK
94 meter MESSENGER - 60 mm DOUBLE-BRAIDED
NYLON ROPE
10. LINK - 25 mm DIA ROD
11. SHACKLE - 19 mm ANCHOR SAFETY
12. THIMBLE FOR 20 mm DIA NYLON ROPE
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
SWIVEL
12 mm DIA WIRE ROPE 6 x 37
THIMBLE FOR 12 mm WIRE ROPE
WIRE ROPE CLAMP FOR 12 mm DIA WIRE ROPE
WIRE ROPE SOCKET FOR 12 mm DIA WIRE ROPE
FLOUNDER PLATE - 12 mm THICK
SECURING LINK - 16 mm DIA ROD
PEAR-SHAPED LINK - 25 mm DIA ROD
SHACKLE - 12 mm ANCHOR SAFETY
12 mm CHAIN - TYPE 1
12 mm RIVET LINK
16 mm PEAR-SHAPED RIVET LINK
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-13. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification)
FLOAT ASSEMBLY
APPROX 3.3 meters
US6-25
203 mm - 152 mm ADAPTER
E11 FOR CONVENTIONAL
FUELING FUEL RISER
HOGGING-IN
LINE
EASING OUT
LINE
INHAUL/RETAINING
LINE HOOK
PROBE
SWIVEL
JOINT
INHAUL/RETAINING
LINE BLOCK 305 mm WOOD
25 mm SHACKLE
“A” END OF BREAKABLE
SPOOL COUPLING
ROLLER ASSEMBLY
HAND TENDED
LINE
GRAPNEL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-14. Reception Station Rigged for Receiving Astern Rig (US Specification)
HOSE MESSENGER
FAIRLEAD BLOCK
305 mm WOOD
ATP 16(D)/MTP 16(D)
g. Secure a 89 mm circumference manila line to the existing probe swivel joint using a regular
safety anchor shackle. Fit the shackle to the swivel joint using the existing horizontal bolt and secure the shackle safety bolt through a thimble eye spliced in the manila. This will be used as the
easing-out line. The easing-out line should be twice as long as the distance from the messenger
fairlead block to the waterline. An additional 15.2 meters of line is required for deck handling to a
cleat and easing-out operations.
h. Prepare a 89 mm circumference manila grapnel line, 15.2 meters long. Splice a thimble in one
end of the line. Shackle a grapnel hook to the thimble eye. Secure a 25 mm free-running shackle
around the line. Secure the bitter end to an on-station bitt or cleat (Figure US6-15).
i. Coil down a 15.2 meter length of 52 mm circumference manila for use as a hose hogging-in line.
j. Install manila rope temporary lifelines and disconnect wire lifelines in way of rig at hose reception station.
k. The receiving ship must provide antichafing gear for all sharp edges on which the hose may ride
during replenishment. A small boat fender or the equivalent should be secured inboard of the deck
edge to provide a nonabrasive, rounded surface at the point the hose is brought aboard.
l. The following special equipment is required on transfer station (both ships) in addition to the
applicable tools.
(1) Signal flags of 9 meter square bunting for daytime use: 1 red, 1 green, and 1 white.
(2) Signal wands (or flashlights with cone fixtures): 1 red, 1 green, and 1 amber.
(3) Sledge hammer for use in emergency breakaway.
(4) Socket wrench and 38 mm socket for air bleeder valve in the conical cap hose end
fitting.
(5) Oil drip pan to catch spillage.
(6) Rags or fiber waste.
4.
Grappling and Securing the Hose Rig (also see Table US6-2).
a. The receiving ship approaches the hose messenger buoy from astern and normally maneuvers at
a speed 3 to 4 knots greater than base speed (12 knots). The closure rate (about 91 meters) to 121
meters per minute) is reduced as the buoy comes down close to the bow, port side.
b. A 63 meter manila tag line messenger will be laid out from the forward port reception station to
bow outboard of all stanchions and obstructions. The messenger buoy will be grappled forward of
the bow wash.
c. With the bitter end of the grapnel line secured to a nearby cleat, the grapnel line is taken in hand
with a free-running 25 mm shackle at the bottom of a bight just above the water surface (Figure
US6-15). The grapnel is heaved across the hose messenger before the hose float enters the bow
wash. The 25 mm shackle should tend to sink between the ship and the hose messenger and cause
the grapnel to contact the messenger grapnel. The grapnel line is kept slack until the two grapnels
make contact.
US6-26
ORIGINAL
ATP 16(D)/MTP 16(D)
SHACKLE
SECURE
BITTER END
TO CLEAT
GRAPNEL
76 mm NYLON LINE
25 mm SHACKLE
(FREE RIDING)
Figure US6-15. Configuration of the Grapnel Line (US Specification)
d. Haul the hose messenger and float assembly up to the deck until both can be taken in
hand safely.
CAUTION
Do not bring the float assembly inboard of the rail.
e. With the messenger float assembly firmly in hand, outboard of the life lines, disconnect the
float and grapnel from the messenger at the swivel hook and link connection (Figure US6-16). Do
not attempt to disassemble any other component of the float assembly. Bend the 63 mm manila tag
line messenger to link connection and lower back over the side.
f. The receiving ship then increases speed by about a half knot and slowly moves up on station as
slack is heaved in on the 64 mm tag line messenger at the reception station, bringing aboard the
hose messenger.
g. Haul in on the hose messenger until a safe working bight of the manila can be reeved in the hose
messenger fairlead block. Lock the snatch block after the messenger can be made free for running.
US6-27
ORIGINAL
ATP 16(D)/MTP 16(D)
Table US6-1. Summary of Float Method — Passing the Gear
DELIVERING SHIP
RECEIVING SHIP
1. When ready for receiving ship to approach, hoist flag 1. Hoist flag Romeo close up on the side where the
Romeo close up.
hose will be received when commencing approach.
2. Approach the spout float from astern.
3. Grapple the hose line. This should be done at a distance from the float, not at the float itself.
4. Haul in the hose line and bring to the capstan, and
heave around on capstan to bring hose aboard.
2. Haul down flag Romeo when receiving ship hauls
flag Romeo down.
5. Haul down flag Romeo when hose is on deck.
6. Hang hose by hose hanging link on the slip, and stop
hose line to the guard rails.
7. Remove conical cap and connect up the hose.
3. Acknowledge signal to start pumping.
8. When ready to receive oil, make hand signal to supplying ship, “Start pumping.”
4. Hoist flag Bravo and start pumping.
9. As soon as oil starts to flow, hoist flag Bravo.
h. After the hose messenger line is disconnected from the 64 mm tag line messenger, the messenger is hauled through the fairlead block while the receiving ship continues to approach (at about a
half knot over the delivering ship’s speed) the streamed hose end fitting. The closure rate should
not exceed the inhaul rate of the messenger and hose and should be such that neither messenger nor
hose are towed in a bight prior to connection of the breakable-spool coupling.
i. Belay the hose messenger to a cleat when it is close up in the fairlead block.
j. Pass the bitter end of the easing-out line through the pear-shaped link connecting the hose messenger and the conical cap. Remove slack from the easing-out line and belay the line to a cleat (Figure US6-17).
k. Secure the hogging-in line around the hose and haul the hose in as it is brought aboard by action
of the inhaul line (Figure US6-17).
l. Engage the inhaul line hook (Figure US6-17) with the most outboard hose bridle (flounder
plate) link that can be safely reached. Haul the bridle in until the inhaul line is close up in its
fairlead block. Belay the free end of the inhaul line to a cleat (Figure US6-18).
m. Use a socket wrench with a 38 mm socket to open the conical cap air valve and bleed the (flotation) air from the hose. Close valve after air has been bled off (Figure US6-19).
n. Ensure that the inhaul is securely engaged with the flounder plate link and that the hogging-in
line handlers have the hose tending toward the riser. Disconnect the conical cap from the “B” end
of the breakable-spool coupling by unscrewing the three drop bolt nuts located around the outside
of the modified breakable-spool coupling (Figure US6-19).
o. Manually position the hose so that the modified “B” end swing bolts can be engaged with the
corresponding lugs in the “A” end fitting of the breakable-spool coupling fixed to the fuel riser
(Figure US6-20).
US6-28
ORIGINAL
ATP 16(D)/MTP 16(D)
p. Ensure all valves in the fuel receiving system are correctly positioned. Signal the supplying
ship to commence pumping by displaying green flag during daylight and green wand at night. Supplying ship will display green signal when pumping has started.
CAUTION
Because of the inherent danger of fuel loss caused by damage to the hose or fittings,
it is essential to detect losses as soon as possible. A visual observation of the hose rig
during daylight should reveal any leakage; however, during night fueling, the supplying ship should report immediately if a sudden pressure drop indicates a faulty
hose rig.
DISCONNECT HOSE RIG MESSENGER
FROM FLOAT ASSEMBLY
HAND-TENDED
LINE
HOSE
RIG
MESSENGER
HOSE
MESSENGER
GRAPNEL
SPOUT-TYPE FLOAT
(MESSENGER BUOY)
Figure US6-16. Grappling the Hose Rig Messenger (US Specification)
US6-29
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-17. Securing the Hose Rig (US Specification)
US6-30
ATP 16(D)/MTP 16(D)
Figure US6-18. Disconnecting the Conical Cap (US Specification)
US6-31
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-19. Conical Cap and Modified B-End of Breakable Spool Coupling (US Specification)
US6-32
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-20. Reception Station Rigged for Fuel Transfer (US Specification)
US6-33
ORIGINAL
ATP 16(D)/MTP 16(D)
q. With the conical cap end of the hose messenger secured in the fairlead block, rig the remaining
line in preparation for breakaway operations. Pass the line outboard and stop it off with small stuff
in long bights with the link for the float connection leading aft (Figure US6-21).
r. Walk the hose float assembly aft to a location suitable for rigging breakaway operations (Figure
US6-21).
s. Reconnect the hose messenger link and the float assembly swivel hook. Rig the messenger float
over the side, below the deck level, ready for immediate water entry as part of breakaway operations.
Remove hose messenger bight from fairlead block. Position conical cap to permit rapid connection
before breakaway operations.
5.
Disengaging the Astern Hose Receiver Rig (also see Table US6-2).
a. When within about 5,678 liters of the fuel required to complete the transfer, signal the supplying ship to “Cease pumping” by displaying the red signal (see Chapter 4). Supplying ship will display a red signal when pumping has stopped.
b. After pumping has stopped, the customer ship will display a white flag (or amber light) to order
“Start blow through.” The supplying ship will close valve at riser, apply hose clamp to hose close
to riser, disconnect hose from riser, insert pig (sponge bullet) in hose, connect hose to riser, and remove hose clamp. The supplying ship will display a white flag when blow through has started. The
delivering ship will indicate “Stop blow through” with a red signal. The blow through is normally
completed in 5 to 10 minutes.
(1) Air blow through: Upon receipt of “Stopped pumping,” display white flag (or amber light)
to order “Start blow through.” Blow through will continue until customer ship displays red signal indicating “Stop blow through.” The blow through is normally completed in 5 to 10
minutes.
c. When the supplying ship displays a red signal indicating “Blow through stopped,” the customer
ship is to close riser valve and disconnect “A” end and “B” end of breakable-spool coupling. The
customer ship will remove basket with pig in it from the inside end of hose fitting. Dispose of the pig,
as it is expendable.
(1) Air blow through: When supplying ship displays signal indicating “Blow through
stopped,” close riser valve and disconnect “A” end and “B” end of breakable-spool coupling.
d. Position hose to reconnect conical cap to the “B” end of the breakable-spool coupling.
e. Disconnect hogging-in line from hose and ease hose slack overboard.
f. Gradually slack off on inhaul line while easing-out line accepts load and remove hook from bridle (flounder plate) link. The easing-out line is now holding the hose rig load (Figure US6-22).
g. Ensure that adequate messenger line slack is available to permit conical cap and hose to ride
free of ship’s side when easing-out line is released.
h. Surge easing-out line until hose and breakable-spool coupling are clear of the ship’s side.
i. Gradually reduce ship’s speed to reduce bight of hose in towed rig. When hose is tending forward, ease hose overboard and allow bitter end of easing-out line to run free when coupling enters
water. Haul in easing-out line to prevent fouling rig.
US6-34
ORIGINAL
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-21. Casting Off the Hose Rig Messenger (US Specification)
US6-35
ATP 16(D)/MTP 16(D)
Table US6-2. Summary of Float Method — Disengaging
DELIVERING SHIP
RECEIVING SHIP
1. Hoist flag Prep at the dip 15 minutes before time of expected
completion of fueling.
2. Blow through hose with compressed air.
2. When within about 8 tons (8 m3) of the desired amount of
fuel, signal “Stop pumping” to leave room for the 2 to 3 tons (2
to 3 m3) of fuel left in the hose to be blown through to the customer ship by compressed air.
3. On receipt of signal, stop blowing through.
3. When hose is clear of oil, signal “Stop blowing through.”
4. Haul down flag Bravo.
4. Haul down flag Bravo.
1. Stop pumping, on receipt of signal from
customer ship.
5. Hoist Prep close up.
5. When conical cap has been replaced, inflate hose.
6. Disconnect hose and replace conical cap. Signal delivering
ship when cap is replaced.
7. Take weight on the slip rope.
8. Slip the hose hanging link.
9. Veer the hose while dropping astern.
10. Cut hose line stops on guard rail and let go.
11. Haul down flag Prep and proceed clear of
delivering ship.
j. Cut small stuff stops securing bights of hose messenger, allowing messenger and hose to be
pulled away from ship’s side. Stops must be cut in succession from hose end to float assembly to
reduce hazard of fouling the ship’s propulsion or steering gear. Hose and messenger are veered as
receiving ship drops astern and clear of rig.
US0652 Astern Fueling to Small Craft
1.
Delivering Ship Procedures.
a. Determine the side of delivering ship from which the hose will be streamed. On this side, lay out
and assemble 122 meters of 64 mm hose lengths. Ensure that all hose gaskets are in place and that
the couplings are tight. Fake the 122 meters of hose on deck as shown in Figure US6-23. Fit a hose
cap to the bitter end of the hose located on the fantail. A 102 mm hose may be used in the delivering
ship from the fuel riser to the transom; however, the 102 mm to 64 mm reducer must always be located inboard of the transom when streaming the rig.
b. Attach the special hose clamp (Figure US6-24) to the hose 2.7 meters from the bitter end of the
hose assembly, and secure a 89 mm braided nylon support line with thimbled eye to the inboard end
of the special hose clamp, using a 16 mm safety shackle. Marry the support line to the hose at each
hose coupling with at least four turns of 15-thread, and use intermediate 9-thread stops between the
hose couplings as shown in Figure US6-24. (Ensure that stoppers do not crush or crimp the hose.)
Keep the inboard section of the hose assembly free to allow for connecting the hose to the fuel riser.
c. Insert a becket in the nylon support line adjacent to the last (inboard) marriage to receive the 76
mm nylon riding line. Use the nylon riding line to stop off the hose and the support line as shown in
Figure US6-23.
d. Secure a 3 meter pendant with a 76 mm by 203 mm long link to the special hose clamp using a
16 mm safety shackle, and lead the long link out to the hose cap. Secure 30 meters of 76 mm polypropylene messenger to the special hose clamp using a 16 mm shackle, and lead the messenger out
US6-36
ORIGINAL
ATP 16(D)/MTP 16(D)
Figure US6-22. Easing Hose Overboard (US Specification)
US6-37
ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-23. LST Ready for Streaming Astern Fueling Rig (US Specification)
US6-38
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-24. Arrangement of Outboard End of Hose Assembly (US Specification)
US6-39
ATP 16(D)/MTP 16(D)
through the stern chock and back on deck. Marry the messenger and connecting pendant to the
hose with 9-thread near the bitter end of the hose (see Figures US6-23 and US6-24).
e. Secure a 7.6 meter section of 25 mm polypropylene to the bitter end of the 30 meter, 76 mm
polypropylene messenger. Secure the messenger pickup float to the end of the 7.6 meter messenger, and fake the messenger on the fantail ready for streaming. (See note below).
f. Prepare the position marker buoy for streaming from the opposite side of the ship from which
the fueling rig will be streamed. Attach a flagstaff displaying an international orange or red flag to
the marker buoy. For night streaming, add a minesweeping light. Secure the buoy to a sufficient
length of 38 mm circumference double-braided nylon rope to permit streaming the position marker
buoy 91 meters astern. Place a marker at the 91 meter point on the 38 mm double-braided nylon to
ensure proper positioning of the buoy astern of the delivering ship.
NOTE
· Paint the outboard 15 meters of hose international orange.
· The messenger pickup float may be one of several buoyant objects. Metal spheres, such
as those used on ATF and ARS, are small, light, and ideal for day use. However, there is
no practical way of securing adequate lighting for night fueling. The position buoy Mk I
is recommended because it is stable and can readily be fitted with a flag staff or lights.
2.
Streaming Procedures.
a. The OTC will order course and speed for fueling. Stream the rig at 6 knots to permit hand
streaming. The receiving ship should be kept well clear of the fueling station while the rig is being
streamed to avoid possible damage to the rig and/or receiving ship should the rig carry away.
b. With the inboard end of the 89 mm support line led to a winch and the 76 mm nylon riding line
secured at a point adjacent to the first inboard hose connection and stopped off at a bitt, streaming
can begin. The pickup float is launched and streamed to the length of the 30 meter messenger. The
hose and support line are lifted by hand and walked aft until the hose is afloat astern. The hose will
then normally be slowly dragged astern and will run free until fully streamed. Should the hose fail
to ease out, an additional bight can be lifted and walked aft. The light weight of the rig, slow speed
of the ship, and short distance astern when fully streamed will prevent the rig from running away.
c. When the rig is fully streamed and rigged to the 76 mm nylon riding line, secure an additional
nylon preventer around the hose and support line at the stern. Stop off the preventer to the quarter
bitts. Connect the hose to the 102 mm to 64 mm reducer at the fuel oil discharge fitting.
d. When the hose rig has been fully streamed and stopped off on deck, launch the position marker
buoy on the opposite side of the ship and stream astern until the 91 meter marker on the 38 mm
double-braided nylon line is even with the stern. The rig is now ready to be picked up by the receiving ship (Figure US6-25).
US6-40
ORIGINAL
ATP 16(D)/MTP 16(D)
3.
Receiving Ship Procedures.
a. From the fueling trunk, lead forward a 64 mm jumper hose to within 3 meters of the forward
bitts and on the side that fuel will be received. Fit both halves of the 64 mm quick-release coupling
to the outboard end of the jumper hose. Have fire ax, two grappling hooks, and a sledge hammer
for the pelican hook readily available on the forecastle. Secure a pelican hook to the towing pad between the anchor chains, with the pelican hook pointed to the bitts on the receiving side of the ship
(Figure US6-25).
b. Make approach on the pickup float (position buoy Mk I), and recover the float. Lead the messenger to the capstan, and heave around until the hose cap is on deck. Cut the 9-thread stopper, and
lead the 3 meter connecting pendant to the pelican hook and secure the long link in the pendant to
the pelican hook. Lead the hose to the quick-release coupling, and connect the fuel hose to the coupling. Ensure that sufficient chafing gear is inserted around the fuel hose between the bitts. An additional preventer may be secured at the bitts to reduce chafing.
c. When the hose is stopped off on deck and connected to the quick-release coupling, the position
buoy messenger is disconnected and stopped off to stanchions with loops outboard of all obstructions. The bitter end of the messenger is stopped off adjacent to bitts with the pickup float located
some distance aft of the fueling station.
d. When fueling and blow through are completed, disconnect the hose from the quick-release coupling
and secure the hose cap. Secure the marker buoy messenger to the special hose clamp and lead it to the
pelican hook. Secure hose messenger and connecting pendant with 9-thread and lead the messenger
outboard of the stanchions; break the connections at the pelican hook and release the hose. The messenger and pickup float can be released as the ship pulls away.
4.
Recovery Procedures.
a. Prior to recovery, give the rig a complete blow through and, if feasible, a back suction should be
taken. Follow this procedure upon completion of fueling each small craft.
b. Upon completion of the fueling operation, recover the position marker buoy to avoid fouling
the fuel rig.
c. Using the 89 mm circumference braided nylon support line on the winch, heave in until all
strain is off the preventer and riding line. Disconnect the hose, and remove the preventer and riding
line. As the rig is recovered and the hose approaches the winch, remove the 9-thread and 15-thread
stops. Fake the hose on deck, and store the support line on the reel.
d. As the hose clamp is brought on board, disconnect the 76 mm polypropylene messenger and recover the messenger and recovery float by hand.
US6-41
ORIGINAL
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-25. LST Streaming Astern Fueling Rig (US Specification) (Sheet 1 of 2)
US6-42
ATP 16(D)/MTP 16(D)
ORIGINAL
Figure US6-25. LST Streaming Astern Fueling Rig (US Specification) (Sheet 2 of 2)
US6-43
ATP 16(D)/MTP 16(D)
INTENTIONALLY BLANK
US6-44
ORIGINAL
ATP 16(D)/MTP 16(D)
ANNEX US9B
VERTREP Equipment — United States
US9B01
1.
Aircraft Cargo Hooks. The United States uses four conforming types of aircraft cargo hook.
Their dimensions are shown in the simplified, typical illustration in Figure US9B-1.
2.
Pendants and Slings.
a. Hoisting Sling Mk 105. This sling, sometimes called the multileg pole pendant, is approved
for all types of VERTREP load up to 2,720 kg in weight. It is illustrated in Figure US9B-2. The Mk
105 hoisting sling consists of two parts: the pendant, made of 29 mm diameter nylon rope, approximately 3.6 meters in length, with an eye at one end; and the legs, made of color-coded, 22 mm doublebraided nylon, with an open eye splice at one end and a positive-closing, self-locking cargo hook at
the other end. Regular legs (orange) are 1.8 meters in length and long legs (green) are 3.0 meters in
length. As many as six legs may be attached to the lower pendant eye by means of choker hitches.
The number of legs used is determined by the number of attachment points on the load. The safe
working load (SWL) for a single leg is 1,360 kg.
b. Hoisting Sling, Mk 89, 90, 91, and 92. These slings are capable of handling VERTREP
loads up to 1,814 kg and are equipped with Newco safety hooks. See Figure US9B-3.
c. Pallet Sling, Mk 85, 86, 87, and 100. These slings are wire rope basket slings that are adjustable for load height. Four sizes are furnished to cover the range of load heights on a 102.5 X 123
cm pallet. A section of colored tubing on the cross bridle indicates sling size. See Figure US9B-4.
3.
Cargo Rings, Stirrups, and Shackles.
a. Newco Safety Hook. The Newco safety hook assembly, shown in Figure US9B-5, incorporates a self-locking gate arrangement which requires two distinct manual movements to open
the hook. The first, a sideway movement, allows the hook to clear the locking lug; the second, a radial motion away from the gate, opens the assembly for attachment to the load lifting point. The
pressure and movement required for opening may be applied by using two hands or by holding the
safety hook assembly in one hand and using the load lifting point as an anchor and pivot point, applying the required pressure and movement. A sharp upward movement of the bail, using the hook
and the load lifting point as an anchor, will close and lock the safety hook assembly.
4.
Nets and Pallets.
a. Cargo Nets. The bulk of VERTREP cargo is transported in one of the cargo nets, made of
nylon webbing, shown in Figure US9B-6. Cargo should be banded to a pallet. Oblong metal rings
on each of the four corners of the net are used to lift the net with the aid of a becket.
b. Cargotainers. Figure US9B-7 shows how a meshed cargotainer may be used for transferring loose and odd-shaped items.
5.
Retrograde.
Retrograde (returnable cargo and used replenishment equipment, such as shell casings, nets, pallets,
slings, etc.) must be returned to the supplying ship prior to completion of the VERTREP operation.
US9B-1
ORIGINAL
ATP 16(D)/MTP 16(D)
TYPE
HELICOPTER
A
B
C
D
H-2
2.54 cm
5.72 cm
3.33 cm
2.54 cm
H-46
5.41 cm
5.41 cm
4.14 cm
4.14 cm
H-53
6.35 cm
7.00 cm
2.54 cm
2.54 cm
H-60
4.60 cm
7.62 cm
3.58 cm
3.51 cm
Figure US9B-1. Cargo Hooks (US)
US9B-2
ORIGINAL
UPPER EYE (ENCASED IN
POLYURETHANE TUBING)
(DIMENSIONS LEFT)
US9B-3
Figure US9B-2. Mk 105 Hoisting Sling (US)
POLE (REACH TUBE)
20.3 cm
182.8 cm
PENDANT
29 mm
A
25.4 cm
B
10.16 cm
C
3.81 cm
137.3 cm
LOWER EYE
CHOKER HITCH (SEE DETAIL AT LEFT)
REGULAR LEG (ORANGE) 1.8 meters
LONG LEG (GREEN) 3.0 meters
27.9 cm
22 mm
NYLON LEG
LEG(S)
THIMBLE
NO. 4 NEWCO HOOK
ORIGINAL
ATP 16(D)/MTP 16(D)
ATTACHING LEG TO PENDANT
WITH A CHOKER HITCH
CENTIMETERS
A
25.40
B
10.16
C
3.81
US9B-4
ORIGINAL
ATP 16(D)/MTP 16(D)
DIMENSION
Figure US9B-3. Mk 92 Hoisting Sling (Recovery Pendant) (US)
Mk 89, 90, 91, AND 92 HOISTING SLING:
DIMENSION CENTIMETERS
B
US9B-5
5.08
C
B
2.54
C
1.27
LOCK
LATCH
SWAGED STOP
COLOR-CODED TUBING
BASKET LEGS
DIRECTION OF FEED
TO TENSION SLING
BRIDLE (POSITIONED PARALLEL
TO PALLET WING)
LIFTING EYES
LOAD HEIGHT
CHAFE PROTECTIVE
TUBING
TENSIONER
SWAGE STOPS
ORIGINAL
PALLET WING
STIRRUP
ANY WINGED PALLET
ATP 16(D)/MTP 16(D)
Figure US9B-4. Mk 85, 86, 87, and 100 Tensioner and Pallet Slings (US)
A
A
Figure US9B-5. Newco Safety Hook (US)
US9B-6
ATP 16(D)/MTP 16(D)
ORIGINAL
3.6 x 3.6 meters
4.2 x 4.2 meters
LOADS HANDLED
LOOSE CARGO
LOOSE CARGO
1,814
1,814
LENGTH (meters)
3.6
4.2
WIDTH (meters)
3.6
4.2
WEIGHT (kg)
21.3
22.7
CAPACITY (kg)
ASSOCIATED EQUIPMENT
ORIGINAL
COLOR CODE
HOIST SLINGS Mk 89, 90, 91, 92
RED
GREEN
ATP 16(D)/MTP 16(D)
Figure US9B-6. Sling, Cargo Net, Nylon Webbing, Class A, Type 1 (US)
US9B-7
A
ATP 16(D)/MTP 16(D)
Figure US9B-7. Mk 105 Hoisting Sling Hooked to Cargotainer (US)
US9B-8
ORIGINAL
ATP 16(D)/MTP 16(D)
INDEX
OF COMMON INFORMATION
Page
No.
A
Abeam fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Accounting procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Administration traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Administrative flights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
Altering:
Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12, 6A-5
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12, 6A-5
Ammunition ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Approach:
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Approaching station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Astern:
Fueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4, 6-44
Hose cleanout system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-44
Replenishment:
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Control signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
B
Ballasting. . .
Basic:
Principles
Rules . . .
BOLO/gunline
Briefing. . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
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3-1
2-1
3-4
9-6
C
Cargo:
Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Delivery station data sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1
Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Receiving station data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7
STREAM:
Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Classes:
VERTREP operating area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Collision procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Index-1
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Color code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Combatant force commander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-4, 9-7
Astern replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Radio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Sound-powered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
UHF radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Solid cargo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Connecting:
Hose in the receiving ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
Considerations:
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Control:
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Conversion tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1
Convoy:
Convoy operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Escort replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
D
Deballasting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, 9-8
Delivering ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Designating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Diagrams, national ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Disconnecting the rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
E
Electric megaphones . . . . . . . .
Emergency:
Maneuvering. . . . . . . . . .
Procedures . . . . . . . . . . .
RAS signals . . . . . . . . . .
Emergency breakaway . . . . . . .
Ordering . . . . . . . . . . . .
Practicing . . . . . . . . . . .
Preparations . . . . . . . . . .
Emergency breakaway procedure:
Liquid transfer . . . . . . . . .
Solid transfer . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
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. . . . . . . . . 5-5
. . . . . . 9-7, 9-28
. . . . . . . . . 4-2
5-1, 5-2, 6A-8, 6-38
. . . . . . . . . 5-2
. . . . . . . . . 5-5
. . . . . . . . . 5-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Index-2
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Cargo handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Delivering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Standard fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19, 9-25
F
Fatigue, pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Fire prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Firefighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Flag signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 9-7
Flashing light signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Float:
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-1
Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Formation of the force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Formulating the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-10
Delivery station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
Receiving station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5
STREAM rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2, 6-18
Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Abeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4, 6-47
Altering course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Check-off lists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-4, 6-36
General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Rapid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36, 6A-4
Standard equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Standardization of couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Fueling rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
NATO 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
NATO 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
NATO 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
NATO 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
G
General:
Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Grapnelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Index-3
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Gunline:
BOLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
H
Hand signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7, 9-7
Hazards:
Helicopter-induced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Radiation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Helicopter:
Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Hose:
End arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-1
I
Importance of planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Instructions:
Completion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-1, 8-1
L
Landing operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Light signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Lights:
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Station keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Special operations shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Load sequence plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Loading:
Supplying ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Transfer of:
Ammunition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Missiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
M
Maintaining station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Man overboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Maneuvering:
Abeam methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Astern methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Index-4
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Manila rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Marker buoy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-1
Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Marshaling:
Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A-1
Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A-1
Method of execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Missile:
Rigs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
N
NATO:
1 fueling rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
2 fueling rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
3 fueling rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
4 fueling rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
5 water rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Night:
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Signaling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
VERTREP operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Nose cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-2
O
Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Operations:
Convoy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Night VERTREP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Planning the VERTREP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
P
Passing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2, 6-24, 7-28
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Physical units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1
Pilot fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
VERTREP operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Pollution abatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19, 9-21
Delivering ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Emergency breakaway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Receiving ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-6, 7-7
Index-5
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Prereplenishment meeting .
Principles:
Basic . . . . . . . . . .
Procedures . . . . . . . . .
Blow through . . . . .
Collision . . . . . . . .
Connecting the rig . . .
Disconnecting the rig .
Emergency. . . . . . .
Emergency breakaway:
Liquid transfer . . .
Solid transfer . . .
Pumping . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
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. . . . . . . 3-1
6-34, 9-21, 9-27
. . . . . . 6A-8
. . . . . . . 5-6
. . . . . . 6A-7
. . . . . . 6A-7
. . . . 9-7, 9-28
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
R
Radar control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
Radiation hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Radio communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
RAS:
Ordering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Readiness operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Safety operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Receiving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Hose couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Ship equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Replenishment:
Force commander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Towed array ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Resumé . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Rig:
Cargo STREAM rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Connecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Delivering ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-1
Disconnecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Lighting arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Manila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Missile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Nations, use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Passing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Passing the STREAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Procedures:
Connecting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Disconnecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-7
Recovering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Special precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Synthetic highline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Tending. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Index-6
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Delivering ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Receiving ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Rules:
Basic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
S
Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Fueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
RAS operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Selecting:
Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Ship:
Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Guidance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-6
Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Ship diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7
Shipboard:
Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Sick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Emergency RAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 9-7
Special operations shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Flashing light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Hand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7, 4A-1, 9-7
Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Marshaling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A-1
Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Sound-powered:
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Electric megaphones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Loudhailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Telephones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Special:
Operations shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Flag signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Index-7
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
Standard:
Fueling equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43
Hand signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Reception Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Station:
Approaching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Fuel delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
Keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6A-5, 6-36
Keeping lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Maintaining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Standard reception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Synthetic highline rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
System:
Astern hose cleanout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Cargo STREAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Missile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
T
Telephone connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Transfers:
Ammunition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7, 7-9
Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Highpoint static test loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Light freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1, 8-4
Liquids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Litter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Mail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Missiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7, 7-9
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1, 8-4
Emergency procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Preparing ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Rig capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Sick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Distance lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Types of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Wounded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Types:
VERTREP operating area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Index-8
ORIGINAL
ATP 16(D)/MTP 16(D)
Page
No.
U
UHF radio communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
UNITS, physical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1
Using this publication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
V
VERTREP:
Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9B-1
Factors affecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Night operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Planning operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Visual control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
W
Water rig, NATO 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Working areas, illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Wounded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Index-9
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Index-10
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ATP 16(D)/MTP 16(D)
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Page Numbers
I thru X
XI thru XLII
1-1 thru 1-4
2-1 thru 2-8
2A-1 thru 2A-8
2B-1 thru 2B-8
3-1 thru 3-14
4-1 thru 4-16
4A-1 thru 4A-8
5-1 thru 5-10
6-1 thru 6-56
6A-1 thru 6A-14
7-1 thru 7-38
8-1 thru 8-10
9-1 thru 9-30
9A-1 thru 9A-6
9B-1 thru 9B-4
A-1 thru A-8
AU2-1 thru AU2-16
BE2-1 thru BE2-6
BE9B-1 thru BE9B-8
BX2-1 thru BX2-6
BX6-1, BX6-2
BX7-1, BX7-2
CA2-1 thru CA2-4
CA6-1 thru CA6-8
CA7-1 thru CA7-8
CA9B-1 thru CA9B-4
CH2-1 thru CH2-6
DA1-1, DA1-2
DA2-1 thru DA2-4
DA9B-1 thru DA9B-6
FR2-1 thru FR2-4
FR6-1 thru FR6-10
FR7-1, FR7-2
FR9B-1 thru FR9B-4
GE2-1 thru GE2-8
GE6-1 thru GE6-8
GE7-1, GE7-2
GE9B-1 thru GE9B-6
GR2-1 thru GR2-6
GR9B-1, GR9B-2
ID2-1 thru ID2-6
IN2-1, IN2-2
IT2-1 thru IT2-6
IT6-1, IT6-2
LEP-1
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LEP-2
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Page Numbers
IT7-1, IT7-2
IT9B-1 thru IT9B-4
JA2-1 thru JA2-6
KS2-1 thru KS2-14
MS2-1 thru MS2-12
NL2-1 thru NL2-6
NL6-1, NL6-2
NL7-1, NL7-2
NL9B-1, NL9B-2
NL9B-3, NL9B-4
NN2-1 thru NN2-8
NO2-1 thru NO2-4
PO2-1 thru PO2-4
PO9B-1 thru PO9B-4
RO2-1 thru RO2-6
SN2-1 thru SN2-8
SP2-1 thru SP2-6
SP7-1, SP7-2
SP9B-1 thru SP9B-8
SW2-1 thru SW2-8
TH2-1 thru TH2-6
TU2-1 thru TU2-8
UK1-1, UK1-2
UK2-1 thru UK2-14
UK4-1, UK4-2
UK5-1, UK5-2
UK6-1 thru UK6-42
UK7-1 thru UK7-16
UK8-1 thru UK8-6
UK9B-1 thru UK9B-8
US2-1 thru US2-12
US3-1, US3-2
US4-1, US4-2
US5-1, US5-2
US6-1 thru US6-44
US9B-1 thru US9B-8
Index-1 thru Index-10
LEP-1 thru LEP-4
LEP-3
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LEP-4
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