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Navy ship will berth in a foreign port that is not U. Mooring parallel to a pier or wharf is the most common mooring configuration for Navy ships. The following paragraphs describe this and alternative configurations used to moor Navy ships. A summary of mooring configurations is shown in table Remarks Excellent, ship is aligned parallel with pier or wharf Best if ships draft does not limit its ability to tie up; ship is located near facilities; easy access provided to take on supplies, ammunition, and crew Good for situations where reasonably precise positioning is required in a limited area Can be subject to larger broadside currents Excellent for floating drydocks The ship is free to move vertically on the spud as the tide rises and falls Ship will assume the most advantageous position under combined action of wind and current; best for heavy weather or transient mooring when an acceptable pier berth is unavailable For two points, not for precise positioning; suitable for transient mooring with limited sea room For three or more points, mooring precision increases.
Standard pierside moorings, or mooring parallel to a pier or wharf, are discussed in detail in paragraph In a Med Moor, the stern of the ship is secured perpendicular to a pier or fixed structure with mooring lines or anchor chains.
The bow of the ship can be secured to mooring buoys or by its own anchors. A typical Med Moor arrangement is shown in figure Med Moors are used where there is insufficient berthing facilities for mooring ships parallel to piers, such as in the Mediterranean Sea. Ships planning a Med Moor on deployment should practice this maneuver prior to deployment. Figure Med Moor Med Moors are particularly well suited for submarine and destroyer tenders because both sides of the ship are available for other vessels along side.
However, Med mooring and unmooring for large ships, such as tenders, is difficult and time consuming. This Med Moor is accomplished using fixed buoys and specially outfitted stern mooring equipment. Each ship must evaluate its own capabilities and the pier facilities, and modify procedures to ensure safe operations.
The Mediterranean moor consists of mooring one end of the ship to a mole or pier and anchoring the other end. Ships may use a Med Moor when there is insufficient pier space and they want to limit ship movement.
The procedure is similar to tenders. An example of a Med moor is provided in Appendix C. A spud is a steel member, usually an H-beam, a piling, or a built-up section. Moorings using spuds are called spud moorings. Spud moorings are often used to moor floating drydocks, as shown in figure Spuds can also be pilings driven into the bottom, either temporarily or permanently. The ship in this case is normally connected to the spud with a large ring or collar that is free to move vertically on the spud as the tide rises and falls.
Figure Spud Mooring Navy buoys have different capacities as shown in table A ship at single point anchor or moored to a buoy is a free-swinging mooring. A buoy moor is normally restrained by anchor chain, however wire rope can be used. This type of mooring is generally more economical than a multiple-point mooring but requires ample anchorage to prevent the vessel from interfering with navigation, adjacent structures, or neighboring vessels.
In general, a buoy moor requires less swing circle than a ship swinging on its own anchor. A typical free-swinging, single point mooring arrangement is shown in figure The Navy uses several types of multiple point moorings.
Selection of a specific type of multiple point mooring depends upon site conditions, existing facilities, and mooring use. Some of the more common types of multiple point moorings are discussed in the following paragraphs. In this type of moor, mooring the ships bow to the forward buoy is accomplished in either manner described in the preceding section. At the same time, a stern line or cable is run to the stern buoy. The ship approaches at an angle of about 20 degrees to the geographical line-of-bearing of the two buoys.
While lines are being passed to the bow buoy party, similar lines are passed from the ship by boat to the stern buoy party. After the lines are made fast to the buoys, adjustments are made from on deck to spot the ship equidistantly, bow and stern, from the respective buoys. Most ships use an anchor chain forward and a nylon towing hawser or a wire rope aft.
A typical bow and stern buoy mooring arrangement is shown in figure A four point mooring consists of a ship secured at four points to mooring buoys or anchors.
A typical four point mooring arrangement is shown in figure It is most frequently used by salvage ships to achieve precise station keeping above the salvage area. The four point mooring concept can be extended to more than four points. A multiple ship nested mooring consists of ships moored side by side, using the regular mooring lines. These moorings are normally bow and stern. Multiple ship moorings are used to moor both active and inactive ships. A typical nested ship mooring for active ships consists of a tender or similar ship with submarine s secured to either one or both sides, as shown in figure Multiple ship moorings often consist of two similar ships in a bow and stern mooring.
When ships are not similar, the larger ship is normally against the pier. The loads imparted on the mooring lines for nested ships can be much greater than the loads for single ship mooring. Therefore, whenever ships are in a nested configuration, Mooring Service Type II mooring arrangements should be used. Figure Nested Ship Mooring A ship may be positioned along side the pier the same as in standard mooring, but lines are usually run across the pier, thus closing it to almost all operations.
Heavy weather mooring is covered in section 3 of this NSTM. When operating in arctic or antarctic regions, ships must sometimes moor to ice formations. The mooring lines are secured to these ice formations using timbers called deadmen buried in the ice. Figure shows a ship moored in ice using deadmen. This type of arrangement is convenient because the deadmen can be left in the ice when the ship departs.
Icebreakers can moor to the edge of an ice shelf by ramming the ship into the ice until the hull contacts the ice from the bow to amidships. Ice anchors or the ships regular anchors can then be deployed to keep the ship from sliding back off the ice shelf. The anchors can be set into holes chipped out of the ice. Observe the wind and current carefully when approaching the pier or wharf.
Wind and current blowing and running at right angles to the pier or wharf usually present more of a problem than when they are moving parallel to the face of the pier or wharf. When possible, use the wind and current to aid in the mooring evolution.
A mooring plan will help ships personnel to keep the ship under control as it approaches the dock. Make the plan before attempting the actual approach.
The plan should consider the effects of wind and current on the ships momentum. The plan should have an approach course as well as points during the approach where speed will be reduced or engines stopped. Berthing is defined as the process of bringing a ship in to a moored configuration. There are two basic ways of berthing a ship: assisted or unassisted. Assisted berthing usually involves tugboats. In an unassisted berthing, the ship uses its own resources only.
Tugboats can be used to assist in the docking of a ship. Essentially tugs either push or pull the ship, to help guide or position it. Tugs also use tow lines to help maneuver ships to and from berths. They push a ship into a berth, or move it away from a berth by moving between the dock and the ships hull and pushing it away from the dock.
When tugs are holding a ship against a pier, do not over-tighten the initial mooring lines. Depending on how the tugs move away, the lines may become overloaded and break. Short aft mooring lines on combatant ships are particularly susceptible to this possibility. Great care must be taken when berthing a ship without assistance.
The ship is exposed to a combination of wind and current that imposes a force on the hull which must be overcome by the capstans and mooring lines to warp the ship to pier. Twin or multiple screw ships have better maneuverability for unassisted berthing.
It is more difficult for a single screw ship to berth unassisted. A few unassisted berthing procedures are given below. It is easy to dock a single screw ship right-handed propeller when there is no current or wind acting on the ship. Head the ship for a point a short distance outboard of the location where the bridge will be when the ship is moored. The approach course should be at an angle of 10 or 15 degrees with the pier wall.
Use a slow approach speed and stop the propeller when the ship has sufficient headway to reach the berth. Maintain sufficient headway to steer when the ship is almost abreast of the berth. When the bow has been eased in alongside the berth, the propeller can be backed to stop the ship and to swing the stern to port. When the ship is parallel to the pier, breast it in using the mooring lines and winches.
When a single screw ship moors starboard side to, the angle of approach should be about 10 degrees. Maintain minimum speed for proper steerage to minimize the ships momentum. As the bow approaches the pier, put the rudder to port and, if necessary, use a short burst of power ahead to swing the bow away from the pier while the stern swings toward the pier. Use a short burst of power astern just before the ship is parallel to the pier.
The sideways force from the propeller should halt the ships swing so that it stops parallel with the pier abreast of the berth.
The bridge should be at the initial point of approach when the ship is finished with this mooring evolution. During the starboard side approach, the port anchor may be used to help with steering. For details on how to use the ships anchor when mooring starboard side to, consult Knights Modern Seamanship or U. Navy Naval Shiphandling.
Thrusters are installed in some ships to improve their maneuvering capabilities at low or zero speeds. The type of thruster and its location in the ships hull determine if it can be used to help maneuver the ship when approaching or leaving a mooring. There are several actions ships crew can take to keep the ship safely moored, especially during storm conditions. External influences on safe mooring include ship displacement and natural forces such as wind, current, and tide.
Personnel must be able to monitor and adjust line loading during periods of heavy weather, and other external influences. Depending on the direction, wind and current may either ease or put more strain on the mooring lines. Attention must be paid to shifting conditions, and appropriate action must be taken to prevent excessive ship movement. Of particular concern is movement that could make the brow unsafe or unstable. Mooring line loads are affected by changes in tide level and ship displacement loaded vs.
Variations in tide level and ship displacement can increase or decrease mooring line loads unless the lines are tended let out or heaved in. Wind load increases by a factor of 4 as wind speed doubles, and any changes in loading must be distributed amongst the mooring lines to hold the ship in position.
Condition of mooring lines must be regularly monitored to ensure that: a. Individual line loads are reasonably balanced. Unbalanced loads from untended lines can lead to overloading and parting of mooring lines. Ship has not shifted substantially within the berth. Excessive shifting can impact safety of brow and shore services connections. Mooring lines are run with proper chaffing protection at chocks and other contact surfaces such as concrete pier caps.
Lack of chaffing material can lead to greatly accelerated line wear. Departing a pier is usually less difficult than approaching it. Carefully plan the departure after observing the wind and current. Then slack the mooring lines observing the effect of the wind and current. When the ship does not drift away from the pier, it is necessary to use power to move the stern away from the pier or wharf. When the ship is moored port side to the pier and is preparing to depart, an after bow spring line is used to hold the stern of the ship as it goes ahead slowly and the bow springs in.
Left rudder is used to help get the stern clear of the pier. The ships lines are then cast off. The ship is then backed down slowly with right full rudder until clear of the pier. As the stern gradually turns toward the pier, the engines are stopped when the ship is parallel to the pier and several beams width from it.
The ship then proceeds ahead with sufficient right rudder to bring the bow to the required departure course. When the engine is backed for a single screw ship with the starboard side to the pier, the stern swings to port and the ship starts moving aft.
With the bow turned toward the pier, the rudder is put over to the right to clear the pier as the ship goes astern. When the stern is about 50 feet out, the bow will be pointed toward the pier. A quarter breast mooring line can now be used as a spring line as the ship continues going slowly astern.
When this line is held the bow comes away from the pier. When clear of the pier or wharf and able to proceed ahead, the ship casts off lines and goes ahead. A twin or multiple screw ship can easily depart a pier by holding the after bow spring line and slacking off all other lines. The outboard engine is put slow ahead until the inboard propeller is clear of the pier.
Fenders should be used as necessary on the bow. Once the inboard propeller is clear, all lines are let go and both engines backed slow. The discharge current from the inboard propeller will help breast the ship out. The conning officer should look aft to note any tendency of the ship to start swinging either way.
The engines should be used for steering until sufficient sternway is reached and the rudders can be used. The distance between the pier and the bow should be noted and the rate of turn controlled to prevent touching the pier. The discharge current from the inboard propeller tends to keep the bow off the pier. Only a few of the situations encountered when a ship is approaching or leaving a mooring have been described. For more detailed information and descriptions on approaching or leaving a mooring, refer to U.
The facility provides Port Operation functions that include the expertise of harbor pilots. Condition rating of piers and wharves should be known through recent documented inspection.
The facility will provide berths with adequate depth and area for each type of ship it can support. Location, type, and capacity of mooring fittings will be adequate for mooring. Prior to fully mooring, there are several recommended actions that the ship should take, as summarized in table Check with Port Ops and the Harbor Pilot the to ensure access to the port channel depth, channel width, clearance under bridges is adequate; determine tide levels and currents; coordinate with harbor traffic and other ship mooring; and determine the weather to ensure it is safe to enter the port.
Ensure adequate tug, utilities, and shore support is available. Check with Port Ops, the Harbor Pilot and Public Works that the water depth at the berth, length of the berth, strength of the pier, and condition of the berth are adequate and suitable for the given class of ship. The kinetic energy of the ship goes up dramatically as the ship speed increases. Therefore, it is recommended that the ship velocity be kept to 1.
Make a visual check of all mooring fittings to determine what capacity they are, where they are located, and make sure they are in good working order. In general bollards and bitts should be used for mooring; cleats should not be used unless absolutely necessary. Once the ship is fully moored, personnel should go ashore and double check the last two actions in table When a ship moors at a pier or wharf, there is usually a number of mooring fittings that can be used.
The approach taken for U. Navy ship moorings is to develop the best mooring using existing fittings and at the same time not overload the mooring fittings. Therefore, the number, size and parts of lines run to a single fitting need to be specified so that the fitting is not overloaded. Mooring fittings come in different sizes and strengths. Bollards and bitts are designed for mooring. Cleats have low strength and are usually designed only for small craft or to assist in mooring. Cleats should not be used for mooring unless absolutely necessary.
To best understand line handling safety, a discussion of what constitutes an unsafe condition is in order. A few of the most common unsafe conditions are: a. Cramped conditions - tight quarters and low overheads. Interference - bitts too close too capstans and tripping hazards. Personnel in harms way - Poor capstan control locations and inherent hazard areas created when lines are under tension see figure All of the examples above are design or fixed conditions, which must be dealt with.
Some ship configurations are less safe than others i. In such cases, extra attention to safety is warranted. Suggestions have been made with respect to outfitting ships with axes or hatchets for emergency use. It is doubtful that the crew can effectively use an ax or hatchet to cut a mooring line in sufficient time to avert impending danger.
Therefore, this practice is discouraged. When using synthetic fiber lines, there are certain safety precautions that must be observed. Some of the more important safety precautions are:.
Ropes may surge suddenly causing injury to line handlers. Non-aramid synthetic ropes stretch under load, recover rapidly, and have a low coefficient of friction. Exercise extreme care when easing out or checking synthetic lines under heavy load from around bitts, cleats, and other holding devices. When checking a synthetic Nstm 583 Boats Small Craft Up line under heavy load, take two round turns followed by no more than two figure eight bends; figure eight bends tend to lock up and surge unexpectedly.
The use of figure eight bends in checking a line under heavy load will present a danger to personnel and cause extreme difficulty in handling lines.
Figure eight bends can cause problems especially when used on synthetic fiber ropes. With these ropes, the figure eight bends lock up under heavy loads primarily on the loaded side. As the rope on the loaded side elongates, its diameter decreases and the rope comprising the figure eight bend s slips suddenly. The rope then surges so rapidly that it can ride over the top of the bitts.
Post safety observers to ensure that line handlers stand a minimum of 6 feet from bitts under load. This is particularly important in mooring operations. Nylon rope stretches to nearly one and one half times its original length prior to parting. Upon parting, it instantaneously returns to its original length causing the broken ends to snap back with hazardous force. In view of this danger, it is imperative that no one stands in the direct line of pull when heavy loads are applied on the line.
Polyester rope stretches to nearly one and one third times its original length before parting and is equally dangerous. Aramid rope stretches about six percent over its original length. Nevertheless the risk of injury from a parting aramid rope snapping back should not be overlooked.
Table shows the approximate elongation of nylon and polyester ropes at breaking. These elongation percentages were taken from the military specifications and commercial item descriptions for the ropes. To educate the ships crew, specially See paragraph Four strand aramid rope is designed to fail sequentially, meaning that one of the four strands will fail before the other strands.
However, this has only been demonstrated on foot test lengths. Regardless of the length of rope out when under tension, this rope should be treated with the same respect afforded other synthetic mooring lines made of nylon or polyester.
The line handling supervisor must ensure the line is clear of obstructions and free to run before applying a strain. Never stand in the bight of a line or in the direct line of pull when the line is being pulled or is under tension.
See figure for the safe work areas of a line when it is being worked. The Navy video training tape called Synthetic Line Snapback also shows safety zones that should be observed when handling lines. If a line hangs up on a deck fitting, it becomes a bowstring that can slip free at any time with lethal force. A safety observer for the line handling team should be specifically assigned and should not have any other duties that would detract from observing the line handling evolution and taking action to stop an unsafe action.
When using machinery to heave on a synthetic line under heavy or impact loading, six or more turns should be taken on the capstan or warping head plus two overriding turns figure These extra turns will help reduce the hazard of a sudden surge when the line is being lead out.
Figure Capstan with Overriding Turns of Line h. Synthetic lines that will be loaded up to or near their working load limit should be fitted with tattletales.
This cord, which is fitted to the synthetic line, will become taut when the line is tensioned to its safe working load SWL. Refer to paragraph Nylon loses 15 percent of its strength when wet but regains that strength after drying out. Whenever possible, wet lines should be dried thoroughly before stowing.
Sometimes drying is not possible before the mooring lines are stowed. If line must be stowed wet, it should be laid up on gratings in long fakes so it may dry as quickly as possible.
The wet rope should never be covered. Do not mix lines of significantly different stretch elongation since the loading between them will not be equal, resulting in premature failure of the line with the least stretch. The commands used to communicate with the ships line handlers during mooring evolutions are provided in table Meaning Send line number one over to the pier.
Place the eye over the bollard or cleat, but do not take a strain. Pay out the line specified, allowing it to form an easy catenary. Put number one line under tension. Heave in on number three line, but do not take a strain. Pay out number three line enough to remove most of the tension. Stop heaving taking in. Hold number three line, but not to the breaking point, let the line surge as necessary.
Take enough turns so that number two line will not surge. Run additional lines, or bights of lines, as needed to make the mooring secure. Take in all lines except a single standing part to each station, preparatory to getting underway.
Man the lines, ready to cast off or moor. Retrieve line number one after it has been cast off. When used by the conning officer, it means to slack one, cast it off and then pull it back aboard. When used by the officer in charge on the forecastle, it is preceded by the commands slack one and cast off one and merely means to retrieve line number one and bring it back on deck. Cease hauling on the line and slack it quickly. A command to those tending the mooring lines on the pier or on another ship to disengage or throw off the lines from over the bollards or cleats.
Figure and Figure show typical layouts of mooring lines and equipment used on Navy surface ships. The overall mooring line pattern affects the load distribution to individual lines. The effectiveness of a mooring line is influenced by its slope that is, the vertical angle formed by the line with the pier deck , and by the horizontal angle formed by the line with the centerline of the ship. The steeper the orientation of the line the less effective it is in resisting horizontal loads.
Every pier presents a Use the following guidelines to maximize the load capability of a specific mooring arrangement. Mooring line nomenclature is discussed in section 4 of this NSTM. Line Lead Angle. Mooring lines, including the bow and stern lines, should be arranged as symmetrically as possible about the perpendicular centerline of the ship a line 90 degrees to the fore and aft centerline to ensure a balanced load distribution 2. Breast lines should be oriented perpendicular to the ships fore and aft centerline and as far aft and forward as possible.
Line lead is best if the angle the line makes to the pier fitting is less than 45 degrees. Spring lines should be oriented parallel to the longitudinal centerline of the ship. The slope of the mooring lines should be kept as slight as possible. Pier Fittings: 1. Fitting strength is sometimes difficult to ascertain, but in general only bollards should be used.
Cleats are much lower in capacity than bollards and are not intended as primary mooring fittings. That being said, it may be necessary to use cleats at certain piers. When forced to use cleats, it is recommended that cleats be used for spring lines only. Normally only one mooring line should be secured to ships bitt or to a pier fitting.
It is permissible for opposing spring lines to be led to the same pier fitting, because the two lines cannot become loaded at the same time. Be cautious of an overload situation. Load Equalization: 1. Ensuring acceptable load equalization in all mooring lines is most important to stability of the mooring arrangement. A short 50 foot line will stretch half as much as a foot line for the same loading.
Since the total stretch of a line is proportional to its length, the shorter lines will assume greater loads, and can quickly become overloaded during a storm. For this reason, lines will need to be tended or stretch must be taken into account at the time lines are tied off Nstm 583 Boats Small Craft Zip on the bitts. Do not mix lines of different materials and construction.
For example, nylon, polyester, double braided and three strand lines should not be used together. Also, synthetic mooring lines should not be used together with wire rope. If deploying short lines in slacked condition, the shortest lines will not be taking much if any load during mild weather conditions.
Only one well led spring line is needed in the forward and aft direction, even under storm conditions. A ships mooring lines are sized for the loads imposed on the lines when securing the ship to the pier or wharf.
When ships are moored in a nested arrangement, additional lines should be run from the outboard ship s to the pier or wharf. The inboard ship the one next to the pier should put out additional mooring lines to compensate for the loads imposed on it by the outboard ship s.
If heavy weather is anticipated, alternative mooring arrangements to nesting should be considered to alleviate any excessive loading on the inboard ship. Mooring lines may be used in ship handling when leaving or coming alongside a ship or pier. Preparations for mooring must be made before the ship comes alongside the pier or wharf. Mooring lines should be faked out on deck near the chocks through which they will pass. The faking arrangement must take into account where personnel will be stationed so that when the line is passed, it will move safely along the deck.
The end of the mooring line with the eye is passed through the chock and the loop laid back on the lifelines, bulwarks, or rails so that they are ready for use. Appropriate heaving lines and messengers should be attached as needed. Heaving lines, prior to being passed ashore, should be made fast to the messenger or to the eye of the mooring line, but not at the end of the eye.
This will prevent them from being caught between the eye and the bollard when the eye is placed over the bollard. A line throwing device is attached to the end of Per safety center directive in the mid s, weighted monkey fists were to have been replaced with the international orange heaving balls. The old monkey fists were hazardous when thrown, whereas the new assembly is much safer. The line throwing assembly consists of an orange fluorescent ball attached to a small polypropylene line.
Mooring lines over five inches in circumference hawsers , because of their weight, generally need short messengers attached to them so that the heaving line does not part during passing of the mooring line. The primary purpose of the messenger is to lessen the load on the heaving line when it is raised out of the water. Messengers are normally made fast to the mooring line by splicing an eye into the eye of the mooring line. Some ships have no problem passing hawsers without using messengers because of their smaller lines, low freeboard, and the short distance to be covered.
Ships may exercise their own discretion, based on past experience, whether to use or not to use messengers. Messenger lines are not designed to take strain. If the end of a mooring line under tension enters the bitts or comes up to the capstan, personnel should not use the messenger to tend the line.
Personnel should clear the area. The method for passing and securing mooring lines depends on the mooring plan, the type of pier fittings and the parts of line to be secured. The sequence of operations is to pass the line and secure the initial lines on pier fittings. Next remove the slack from these initial lines and secure a single part on the ship fitting, in turn securing the ship. Then deploy the remaining mooring lines or parts of line in accordance with mooring plan and adjust the initially deployed lines as required slack or tension or add chaffing gear.
The procedure for securing mooring lines to shipboard fittings may also include taking lines to power for pre-tensioning. As a minimum, at least one breast line forward and one aft is needed to hold the ship against the pier and one spring line is needed fore and aft to prevent longitudinal ship movement.
Hence, at least four line handling crews are needed to dock a ship. Depending on breaking strength of the mooring lines and present weather conditions, additional lines are normally required. Single part mooring lines are three times stronger than lines intended to be doubled up. For ships using traditional three part mooring lines, a minimum of six to eight line handling crews are needed to initially deploy mooring lines.
For ships using single part mooring lines, only four line handling crews are needed. Ships force passes the line to the pier by either throwing the heaving device or using a line throwing gun. Monkey fists without weights can be used but they are generally not very effective.
The preferred line throwing device is a fluorescent orange heaving ball. Heaving lines should be passed to the line handlers on the pier or wharf as soon as possible, once the ship is within range. As the ship moves up the pier or into a slip, the pier ends of the mooring lines should also be advanced up the pier to the designated pier fitting.
If the mooring station will have multiple parts of mooring line, the pier crew should receive a second heaving line when the first part of mooring line is passed.
This enables the pier crew to pull a second part or bight of line along the path of the first part of line. In passing and securing mooring lines, ships force must find a way to give clear direction to the pier crew.
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Kabbalah for the Student by Rav Michael Laitman. The Beat Within Youth Guidance Center. Subsection c is derived from title Small Craft Boats Definition Uk 14, U. This power is inherent to the proper functioning of any Service. Subsection d is based on title 14, U. Said section has been divided. The part dealing with investigation of plans and inventions is covered in this subsection in broader terms, and the other parts are covered in general terms in section of this title.
Subsection e is based on title 14, U. This section has been rewritten to broaden the authority to include any investigation or study that may be of assistance to the Coast Guard , the limitation as to investigation of shipwrecks having been eliminated. Subsection f is new and is intended to give legislative recognition to the importance of disseminating information by the Coast Guard for the promotion of safety at sea, life-saving techniques, and other Coast Guard activities.
Subsection g is new and provides for the training of Coast Guard personnel at other than schools or institutions of the other armed forces. Such training is essential and has been carried on under the authority of appropriation acts for many years.
Subsection h is based in part on title 14, U. Subsection i is based in part on title 14, U. The authority with respect to the acceptance of such equipment as a gift is new. Subsection j is new and grants power to the Commandant to operate and maintain shore establishments; previously such authority has been inferred from statutes providing for the establishment of shore stations; again such authority is inherent to the functioning of any Service, and this section will provide no greater authority than has been exercised in the past.
Subsection k is based on title 14, U. The primary authority is granted to the Commandant as well as to the Secretary inasmuch as such exchange seems to be an operational matter and the items which may be exchanged have been enlarged by the addition of aids to navigation, appliances, equipment, and supplies.
Inasmuch as the act cited above applies to the Navy as well as the Coast Guard it is not scheduled for repeal but is being amended by section 13 of this act to eliminate reference to the Coast Guard. Subsection l is new and is deemed desirable in order to give legislative authority for existing yards, and for the procurement of needed equipment and material in case such is not normally or economically obtainable from private contractors.
Subsection m is based on title 14, U. The power to accept volunteer services is enlarged to include all services offered in time of emergency, to save life or protect property, and the restrictive provisions relating to lifeboat stations only have been eliminated.
Subsection n is new and grants authority to the Commandant to lease real property under the control of the Coast Guard , when not immediately needed in Coast Guard operations. Such authority will be advantageous to the Government, on the basis of past experience. Subsection o is new and is supplementary to subsection n of this section.
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