VOLUME I Multinational Maritime Tactical Instructions and Procedures

(7) Should carriers need increased maneuvering room when proceeding from the second to the first
service line, the OTC may change the distance between service lines as desired.
c. Guide.
(1) Unless otherwise ordered, the Guide is the center ship of the leading service line. If there is an
even number of stations in this line, the first ship to starboard of the center of the line on the replenishment
course is the Guide.
(2) When a carrier is present, it is normal for the OTC to designate the Guide of the supplying unit
alongside the carrier as the unit guide. When two or more carriers are replenishing simultaneously, the
OTC must designate the most appropriate ship as Guide.
d. Replenishment Course and Axis.
(1) Selecting the Course. Tactical requirements will normally dictate the replenishment course
but some operational factors that need to be considered when selecting the replenishment course are water
depth including potential shallow water effect along the course, carrier aircraft launch and recovery
operations, and weather.
(2) Conditions Under Normal Weather. For normal weather conditions, the optimum course
for replenishment is with the wind and sea within two points of dead ahead; if the wind and sea are from
different directions, it is preferable to head more nearly into the sea to reduce rolling.
(3) Conditions Under Rough Weather. Under some conditions of rough weather, consideration
may be given to replenishing on a downwind course, to reduce the amount of water coming aboard
ships with low freeboard. The controlling factor under these conditions is the ability of the ships to hold
the replenishment course without excessive yawing.
e. Replenishment Speed. Operational considerations influence the selection of the speed; for
instance, if the replenishment course is away from the area of subsequent operations, a low speed might be
desirable; this, however, conflicts with the need for a high speed as an ASW measure.
(1) Speed During Fueling Operations. The power required by the cargo fuel pumps limits the
speed of many oilers to about 13 knots during fueling operations. The alongside steering control of some
ships is unduly affected at speeds below 8 knots. When not limited by this condition, replenishment
speed should be 10 to 18 knots.
(2) Fueling Destroyers. With good sea conditions, destroyers may be fueled from heavy ships
or fast oilers at speeds up to 20 knots.
(3) Transferring Mail And Personnel. Under good sea conditions, light mail can be transferred
between ships at speeds up to 25 knots and heavy materials and personnel at speeds up to 16 knots.
f. Ordering the Replenishment Formation.
(1) The OTC will inform the commander of the other force, in advance, of:
(a) The replenishment formation to be adopted, and the direction of the formation axis.
(b) The replenishment course and speed.
MTP 1(D), Vol. I
(2) Even though the force commander may be junior to the RAS force commander, the former’s desires
should determine the course and speed of the formation under normal circumstances.
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