Great War Destroyers - Refueling at Sea
The method of fueling destroyers at sea was developed by the U. S. S. Maumee (fuel ship) and was employed with great success during the war and later during the trans-Atlantic sea-plane flight of 1919. By this method, oil was delivered through a four-inch hose at the rate of 25,000 gallons per hour, while the ships were steaming at speeds of four to thirteen knots, in a moderate sea, force of wind 3 to 4. It was estimated that vessels could be fueled in this manner during more than seventy-five per cent of all weather encountered.
In this maneuver rolling of the vessels will not interfere; but yawing is very dangerous, especially as the destroyer may be brought under the counter of the larger ship. The fuel ship therefore assumed such a course as to bring the sea forward of her off beam, preferably on the off bow. Her course and speed were signalled to the destroyer and both vessels were kept going ahead throughout the evolution. Various speeds were tried, but owing to the relatively high steerageway speed of the destroyer it was found that best results were obtained when the speeds of fuel ship and destroyer were regulated at about eight and seven knots respectively.
All gear was furnished by the fuel ship. A ten-inch manila spring was led from her bow chock and stopped along the rail, a 2-inch messenger being bent to this, fifty feet from the end, and stopped along to the end. The destroyer approached to leeward within about fifty feet of the Maumee's side and received the messenger by heaving line. This messenger was led through the after forecastle chock, taken to the capstan, and hove in, assisted by hand. Stops were cut as they came aboard and the ten-inch manila was given a turn around the base of the forward gun-mount and secured to bitts on the opposite side of the deck, a lashing on the bitts being necessary to prevent the hawser from jumping.
As soon as the destroyer signalled that the line was secured, the fuel ship hauled in the spring to take a strain and bring the smaller vessel to the relative position desired, and the destroyer regulated her speed at about one knot less than that of the Maumee. This spring, assisted by the force of the sea on the inboard bow, acted much as would a sea painter on a small boat, tending to keep the destroyer off; and with the 750 and 1,000 ton destroyers whose towing point was well aft on the forecastle, a slight in rudder was necessary to offset the effect of the sea on the bow. This sea-painter effect was not so pronounced in towing the modern type destroyer, whose bridge is farther forward.
A six-inch breast was now passed to bitts forward of the destroyer's forecastle gun and secured to bitts forward of the capstan. This line was subjected to considerable strain at times and when made fast was hove in on the fuel ship to reduce the distance between vessels to about forty feet. An afterbreast of six-inch manilla was passed to the destroyer's after deck-house and secured but tended. This line was not absolutely necessary to the manoeuvre but was employed as a safeguard against the delay that might be caused should a sudden lurch of the destroyer carry away the oil hose.
As soon as all lines were secured, the Maumee passed an oil hose to the destroyer by means of a wooden carrier suspended from a ahead amidships. The hose was led to the destroyer's tank and pumping was begun when the ready signal was received. Under unfavorable weather conditions, about forty minutes were required in passing lines and connecting up the hose; but in good weather the signal to begin pumping could be given within twenty minutes after the destroyer began going alongside.
While fueling, the destroyer received stores and provisions by means of an after boom; and by proper regulation of speed and delicate use of rudder, no difficulty was encountered after the lines were secured, and no damage sustained by either vessel. In very rough weather the destroyer was fueled while being towed astern, and oil was delivered to the older destroyers at the rate of fifteen thousand gallons per hour. With the newer type, however, considerable time was required in leading the hose while towing astern, as these vessels have no open tanks forward. The hose must either be coupled up to a deck fitting forward or led to an open tank abaft the after engine-room bulkhead.
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