DOCSLIB.ORG

Port Tariffs and General Terms & Conditions

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Port Tariffs and General Terms & Conditions Port of Oslo Port tariffs and general terms & conditions For cruise ships and private yachts: see own price list Valid from January 1st 2020 Photo: Tomm W. Christiansen 2 • Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 Welcome to the Port of Oslo Port of Oslo is Norway’s largest public cargo and Photo: passenger port. From Oslo half of Norway’s populati- Bård Gudim on is reached within three hours. Oslo port is a natural hub for logistics in Norway, with modern and efficient terminals. More than 6 million tonnes of cargo are shipped by sea to and from Oslo. With nearly 7 million annual travellers, Oslo is Norway’s largest and most impor- tant passenger port - with international ferries, local traffic and cruises. Ingvar M. Mathisen Port Director Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 • 3 Table of contents Port tariffs and general terms and conditions 1. Notification obligations and payment of dues and charges ••••••••••••••••••••• 5 2. Charges for vessels in ordinary traffic •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 6 3. Berth Hire Charges •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 8 4. Water supplies to ships ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 9 5. Ship Waste Disposal •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 10 6. Charges for passengers and passenger vehicles, ISPS charges •••••••• 12 7. Goods charges ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 13 8. Storage and Rental ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 15 9. Use of the port area for non-maritime traffic •••••••••••••••••••••••••••••••••••••••••••••••••••• 16 10. Administration Fee ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 16 11. Miscellaneous services, equipment rental, etc . •••••••••••••••••••••••••••••••••••••••••••••••• 17 12. Port of Oslo - Area Plan •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 18 4 • Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 Port tariffs and general terms & conditions at the Port of Oslo These general terms and conditions apply for the Port of Oslo and the City of Oslo’s harbour waters. Any provisions that differ from these terms and conditions may only be made valid insofar as they are explicitly agreed in writing with the Port of Oslo. The terms and conditions are also available in English. In the case of discrepancy between the Norwegian and the English versions, the Norwegian version shall prevail. For other provisions that may have relevance for users of the Port of Oslo, please refer to www.oslohavn.no/en/ This document does not apply to prices for cruise ships and pri- vate yachts. For these, see separate document for port tariffs and general terms and conditions 2020. No liability accepted for misprints. Photo: Tomm W. Christiansen Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 • 5 1 Notification of obligations and payment of dues and charges Photo: Tomm W. Christiansen All customers of Port of Oslo are obligated to provide any information necessary for the purposes of planning traffic, compiling statistics and calculating dues and charges. documentation, requests to adjust payments can be sent Unpaid dues and charges will be subject for debt collecti- to the Port of Oslo, though no later than three months af- on in accordance with the Debt Collecion Act. The Port of ter the pertinent date of payment. In special circumstan- Oslo may require that port users provide financial security ces, the Port of Oslo may reduce or waive accumulated for payment of dues and charges. n the event of overdue charges or dues. payments, interest will be charged pursuant to the Act relating to Interest on Overdue Payments, etc. To the extent that the Port of Oslo should be prevented from delivering an agreed upon service, there cannot be Completed assignments, services and measures that are made any compensation claims due to consequential da- not described in the following sections will be charged mages unless otherwise is stated in this document. In that with costs incurred, or by appointment. This also applies case, a documented claim has to be sent to the Port of to measures implemented by the Port of Oslo for environ- Oslo within reasonable time and no later than six months mental or safety reasons. after the damage occurred. Provided that documentary evidence can show overpay- All prices quoted in this document are stated in Norwe- ment of charges or dues due to an error in supporting gian kroner (NOK) and are exclusive of value added tax. 6 • Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 2 Charges for vessels in ordinary traffic A • General terms and conditions alongside another vessel docked at a public quay will be charged one third of the standard quay charge Vessels which call at the Port of Oslo and which use stated in section 2 (b). the public quays will be subject to a quay charge. The quay charge is calculated on the basis of the gross tonnage (GT) of a vessel as stated in the vessel’s By ‘sailing schedule’ is meant seaway traffic compri- tonnage certificate, pursuant to the International sing one or more vessels which call at scheduled har- Convention on Tonnage Measurement of Ships of 1969. bours at regular times throughout the year and which Oil tankers pursuant to the Act, the volume of segre- are open for passengers and/or cargo from the general gated ballast tank in tonnage calculated on the vessels public. Sailing schedules must be approved by the Port size, are not included. This is only valid if it is stated of Oslo. in the Certificate of tonnage. The conditions based on IMO-resolution A.747 (18) needs to be presented as B • Rates well. If the gross tonnage of a vessel is not stated in the The following tariff applies Rate per tonnage certificate, the quay charge will be determined for 24- hour period per GT: 24-hour by the Port of Oslo on the basis of the gross tonnage of period similar vessels. For Norwegian or foreign naval vessels For the first 1,000 GT, per GT NOK 1,22 whose gross tonnage is not stated in the tonnage certi- ficate, the basis of calculation will be set at two thirds For the next 3,000 GT, pr. GT NOK 0,76 of the construction’s water line plane. Exceeding 4,000 GT, per GT NOK 0,61 Minimum rate per 24-hour laytime period NOK 730,- The quay charge constitutes payment for use of the harbour and of the Port of Oslo’s quays, and is equ- Accumulated Amount ivalent to one 24-hour laytime period. Laytime is For the first 1,000 GT NOK 1 220,- calculated from the time of berthing until the time For the first 4,000 GT NOK 3 500,- of unberthing. Laytime periods of less than 24 hours will be charged the equivalent of one 24-hour period and thereafter for every 12-hour period commenced. Vessels using the Port of Oslo’s anchorages or mooring Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 • 7 Photo: Tomm W. Christiansen Example calculations: Quay charge for a port of call by a vessel not sailing Discounts for ships with low emission according to a sailing schedule,one 24-hour laytime period or less: • Ships registered in the Environmental Ship Index (ESI) with a total score over 40 points are entitled to a 40% discount on normal rates. Vessel size 1,500 GT: • Ships registered in ESI with a total Quay charge = 1 220 + (1 500 - 1 000)x0,76 = score over 30 points are entitled to a 10% NOK 1 600,- discount on normal rates. • Discounts may be combined and are each Vessel size 8,000 GT: calculated on the basis of the above tariff. Total Quay charge = 3 500 + (8 000 - 4 000)*0,61 = discount may not exceed 62%. NOK 5 940,- D • Exemptions C • Discounts The following vessels are exempted from payment Discounts may apply to vessels on sailing schedules and of quay charges: ships with low emissions. The purpose of these is to • Rescue vessels, salvage vessels and icebreaking stimulate sustainable shipping: vessels engaged in rescue, salvage and icebreaking activities. • Training ships not engaged in commercial activities. Discounts for vessels on sailing schedules • Vessels on sailing schedules are entitled to a 30% • Port Authority Police and Fire Department vessels. discount on normal rates. • Vessels paying for berth hire pursuant to 3. • For cargo and passenger ferries serving foreign commercial routes: 62% discount on normal rates. 8 • Port of Oslo - Port tariffs and general terms & conditions - Valid from January 2020 3 Berth hire charges On application for berths, vessels which are primarily used within the City of Oslo’s harbour waters are re- quired to pay berth hire charges for use of the harbour and harbour waters. Berth hire charges are calculated on the basis of the longest length measurement of a vessel, given in metres, which has to be stated in a con- tract. Berth hire is calculated on a monthly basis. An area plan of the Port of Oslo is given in section 12. Rates Rates per meter vessel length per month Vessels with AIS,
Load more

Recommended publications
  • Shipping and Port Security: Challenges and Legal Aspects
    The Business and Management Review, Volume 10 Number 5 December 2019 Shipping and port security: Challenges and legal aspects Zillur Rahman Bhuiyan Managing Director, Marinecare Consultants Bangladesh Ltd. Marine Consultant in Maritime Safety and Security Key Words Globalization, ISPS Code, maritime transport system, security threats, UNCLOS. Abstract The current trend of globalization provides intense impact on access to resources, raw materials and markets, expedited by modern maritime transport system comprising shipping and port operations. Security of ships and port facilities, thus, discernibly an enormous challenge to the globalized world. The international maritime transport system is vulnerable to piracy, terrorism, illegal drug trafficking, gun-running, human smuggling, maritime theft, fraud, damage to ships & port facilities, illegal fishing and pollution, which can all disrupt maritime supply chains to the heavy cost of the global economy. This paper discusses the nature and effect of the security threats to the international shipping and port industry with impact on the international trade & commerce and governmental economy, taking into consideration of the emerging geopolitics, Sea Lines of Communication, chokepoints of maritime trading routes and autonomous ships. The existing legislative measures against maritime security appraised and evolution of automation and digitalization of shipping and port operations taken into consideration. Studying the contemporary maritime transport reviews, existing legislation and the threat scenarios to the shipping and port operations, this paper identifies further advancement to the existing maritime security legislation in respect of piracy and terrorism at sea, and recommends amendment to the International Ship and Port Security (ISPS) Code under the SOLAS Convention. 1 Introduction Globalization is based on the unrestricted movement of commodities, resources, information and people enhancing international trade and commerce through connectivity between the places of production and places of consumption.
    [Show full text]
  • U.S. Coast Guard Port Security Unit History
    U.S. Coast Guard Port Security Unit History Early Roots The roots of the Coast Guard's deployable port security mission are traced back to World War I and World War II and the traditional CONUS port safety and security duties of the Captain of the Port (COTP). During World War II, some overseas COTP-type operations were carried out by the Coast Guard in both the Pacific and European Theaters. Experiences in Vietnam demonstrated that a need for Coast Guard port security capabilities in overseas ports continued to exist. During the early 1980's, DoD planners formally identified the need for port security forces in OCONUS seaports of debarkation. Dialogue began between the Army, Navy, and Coast Guard, and the concept of the deployable Port Security Unit (PSU) was born. In January 1985 the Commandant approved three notional PSUs to respond to the requirements of DoD operations plans. The three units were located in the Ninth Coast Guard District at Buffalo, NY, Cleveland, OH, and Milwaukee, WI. Mission Defined PSUs are organized, equipped, and trained to operate in joint security areas, specifically in accessible (ice-free) harbors and port areas worldwide in support of regional Combatant Commanders’ requirements, and in company with DoD for national defense regional contingencies. PSUs provide 24-hour operations under all environmental conditions within the limits of equipment and personnel. PSUs normally protect vessels in transit, at the pier/port complex, or along the waterfront facility. Harbor defense and port security operations are frequently characterized by confined and traffic-congested water and air space. Notional Mission Assessment In the years between the approval of the three notional PSUs and their first deployment in 1990, the PSUs suffered from inconsistent budgetary, programmatic, and training support.
    [Show full text]
  • Maritime Security: Potential Terrorist Attacks and Protection Priorities
    Order Code RL33787 Maritime Security: Potential Terrorist Attacks and Protection Priorities Updated May 14, 2007 Paul W. Parfomak and John Frittelli Resources, Science, and Industry Division Maritime Security: Potential Terrorist Attacks and Protection Priorities Summary A key challenge for U.S. policy makers is prioritizing the nation’s maritime security activities among a virtually unlimited number of potential attack scenarios. While individual scenarios have distinct features, they may be characterized along five common dimensions: perpetrators, objectives, locations, targets, and tactics. In many cases, such scenarios have been identified as part of security preparedness exercises, security assessments, security grant administration, and policy debate. There are far more potential attack scenarios than likely ones, and far more than could be meaningfully addressed with limited counter-terrorism resources. There are a number of logical approaches to prioritizing maritime security activities. One approach is to emphasize diversity, devoting available counter- terrorism resources to a broadly representative sample of credible scenarios. Another approach is to focus counter-terrorism resources on only the scenarios of greatest concern based on overall risk, potential consequence, likelihood, or related metrics. U.S. maritime security agencies appear to have followed policies consistent with one or the other of these approaches in federally-supported port security exercises and grant programs. Legislators often appear to focus attention on a small number of potentially catastrophic scenarios. Clear perspectives on the nature and likelihood of specific types of maritime terrorist attacks are essential for prioritizing the nation’s maritime anti-terrorism activities. In practice, however, there has been considerable public debate about the likelihood of scenarios frequently given high priority by federal policy makers, such as nuclear or “dirty” bombs smuggled in shipping containers, liquefied natural gas (LNG) tanker attacks, and attacks on passenger ferries.
    [Show full text]
  • The Terrorist Naval Mine/Underwater Improvised Explosive Device Threat
    Walden University ScholarWorks Walden Dissertations and Doctoral Studies Walden Dissertations and Doctoral Studies Collection 2015 Port Security: The eT rrorist Naval Mine/ Underwater Improvised Explosive Device Threat Peter von Bleichert Walden University Follow this and additional works at: https://scholarworks.waldenu.edu/dissertations Part of the Public Policy Commons This Dissertation is brought to you for free and open access by the Walden Dissertations and Doctoral Studies Collection at ScholarWorks. It has been accepted for inclusion in Walden Dissertations and Doctoral Studies by an authorized administrator of ScholarWorks. For more information, please contact [email protected]. Walden University College of Social and Behavioral Sciences This is to certify that the doctoral dissertation by Peter von Bleichert has been found to be complete and satisfactory in all respects, and that any and all revisions required by the review committee have been made. Review Committee Dr. Karen Shafer, Committee Chairperson, Public Policy and Administration Faculty Dr. Gregory Dixon, Committee Member, Public Policy and Administration Faculty Dr. Anne Fetter, University Reviewer, Public Policy and Administration Faculty Chief Academic Officer Eric Riedel, Ph.D. Walden University 2015 Abstract Port Security: The Terrorist Naval Mine/Underwater Improvised Explosive Device Threat by Peter A. von Bleichert MA, Schiller International University (London), 1992 BA, American College of Greece, 1991 Dissertation Submitted in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy Public Policy and Administration Walden University June 2015 Abstract Terrorist naval mines/underwater improvised explosive devices (M/UWIEDs) are a threat to U.S. maritime ports, and could cause economic damage, panic, and mass casualties.
    [Show full text]
  • Port Security—California's Exposed Container Ports
    Contents Executive Summary ...................................................................... 5 A Flood of Imports: Cover for Terrorists? ................................ 11 The Infrastructure ......................................................................... 15 Pinch Points in the Container‐Cargo Chain ............................. 16 Risky Business ............................................................................... 17 Busy Ports: The Economic Factor ............................................... 19 The Payoff of Prevention: In the Trillions? ............................... 21 The Threat on Water ..................................................................... 22 The On‐the‐Ground Threat ......................................................... 23 Railways and Highways .............................................................. 24 The Federal Role ........................................................................... 26 The Maritime Act and Other Strategies .................................... 27 The Critics Find Fault ................................................................... 30 Oversight Assessment: Room for Improvement ..................... 34 Local Participation ........................................................................ 37 Funding and Needs ...................................................................... 38 California Ports: Big Burden, Small Payday ............................. 39 The Year the Rules Changed ......................................................
    [Show full text]
  • Maritime Security
    Government Relations Priorities Maritime Security Seaports are international borders and gateways to America, therefore, the federal government has a clear Constitutional responsibility to protect them. AAPA member port authorities have worked for many years in cooperation with federal agencies like Department of Homeland Security (DHS) and others. It is imperative that this relationship between ports and their federal partners remains strong in order to continue protecting the United States from potential grave threats posed against our seaports and against our nation as a whole. ___________________________________________________________________________________________ I. PORT SECURITY GRANTS The Port Security Grant Program continues to be very Recently, FEMA has also severely restricted extensions in valuable for U.S. ports, which serve as partners with the order to address concerns over the slow draw-down in Department of Homeland Security (DHS) to harden funds. This greatly challenges the program and results in security and protect our homeland. projects not being done and money being returned to the Grant Funding Eligibility – In the FY 2014 Treasury. FEMA has also been slow to approve appropriations omnibus, port security grants were funded extensions, often missing deadlines, resulting in further at $100 million. AAPA urges Congress to continue project delays. AAPA strongly encourages FEMA to go funding this program as a line-item and to increase the back to the three-year performance schedule and approve authorization and appropriation
    [Show full text]
  • Captain of the Port Boston Post Hurricane Damage Assessment and Recovery
    Captain of the Port (COPTP) Zone Boston Hurricane & Severe Weather Preparedness [email protected] [email protected] . Whereas Hurricane Season only spans from June 1st to November 30th, the New England Region is still prone to severe weather patterns ranging from Blizzards, Nor’easters, tornados, and severe thunderstorms throughout the year. So all ours seacoast ports are particularly vulnerable to the hazards associated with these types of weather patterns. So some of our initial concerns that are associated with these types of patterns are : disruption of cargo operations; disruption of commuter ferry operations; bridge damage; vessel groundings, allisions, and collisions; Oil spill and hazardous substance releases; waterfront facility damage; cargo handling equipment damage; clog critical waterways with debris; disruption to aids to navigation; topple stacks of containers and petroleum and chemical storage tanks ; and the structural integrity of piers and wharfs. Port Conditions: Consist of four categories of control measures (which may include Limited Access Areas, Safety Zones, and Captain of the Port Orders) and preparedness actions that apply to commercial enterprises located in all or specified portions of the Captain of the Port Zone Boston. These measures are to promote the safety of life and property. PORT CONDITION WHISKEY PORT CONDITION X-RAY PORT CONDITION YANKEE PORT CONDITION ZULU PORT CONDITION WHISKEY normally set when sustained gale force winds are expected to arrive within 72 hours. Port Status: Open to all traffic. Owners, operators or agents of all self-propelled oceangoing vessels over 500 GT and all barges and their supporting tugs report their intention to depart or remain in port, this applies to vessels moored or anchored .
    [Show full text]
  • U.S.-China Counterterrorism Cooperation: Issues for U.S. Policy
    U.S.-China Counterterrorism Cooperation: Issues for U.S. Policy Shirley A. Kan Specialist in Asian Security Affairs July 15, 2010 Congressional Research Service 7-5700 www.crs.gov RL33001 CRS Report for Congress Prepared for Members and Committees of Congress U.S.-China Counterterrorism Cooperation: Issues for U.S. Policy Summary After the terrorist attacks on September 11, 2001, the United States faced a challenge in enlisting the full support of the People’s Republic of China (PRC) in the counterterrorism fight against Al Qaeda. This effort raised short-term policy issues about how to elicit cooperation and how to address PRC concerns about the U.S.-led war (Operation Enduring Freedom). Longer-term issues have concerned whether counterterrorism has strategically transformed bilateral ties and whether China’s support was valuable and not obtained at the expense of other U.S. interests. The extent of U.S.-China counterterrorism cooperation has been limited, but the tone and context of counterterrorism helped to stabilize—even if it did not transform—the closer bilateral relationship pursued by President George Bush in late 2001. China’s military, the People’s Liberation Army (PLA), has not fought in the U.S.-led counterterrorism coalition. The Bush Administration designated the PRC-targeted “East Turkistan Islamic Movement” (ETIM) as a terrorist organization in August 2002, reportedly allowed PRC interrogators access to Uighur detainees at Guantanamo in September 2002, and held a summit in Texas in October 2002. Since 2005, however, U.S. concerns about China’s extent of cooperation in counterterrorism have increased. In September 2005, Deputy Secretary of State Robert Zoellick acknowledged that “China and the United States can do more together in the global fight against terrorism” after “a good start,” in his policy speech that called on China to be a “responsible stakeholder” in the world.
    [Show full text]
  • Port Security –The New Reality
    PortPort SecuritySecurity ––TheThe NewNew RealityReality Presented by Leonard C. Cross Director, Business Development PresentationPresentation OutlineOutline •• MaritimeMaritime IndustryIndustry OverviewOverview •• ThreatsThreats toto SeaportsSeaports •• ComplianceCompliance RequirementsRequirements •• MitigationMitigation StrategyStrategy •• EconomicEconomic ImpactImpact ofof IncidentIncident MaritimeMaritime IndustryIndustry OverviewOverview USUS Maritime Infrastructure •• 361361 CommercialCommercial SeaportsSeaports inin U.S.U.S. • 50 represent 90% of all cargo by tons • 25 represent 98% of container traffic (less than 6% are inspected) • 16 represent 98% of all international cruise ship passengers •• 95,00095,000 MilesMiles ofof NavigableNavigable WaterwaysWaterways •• 20,00020,000 OceangoingOceangoing VesselsVessels •• 3,2003,200 CriticalCritical MaritimeMaritime FacilitiesFacilities • Oil refineries (both on and offshore) • Nuclear power plants • Liquid natural gas facilities • Hundreds of waterfront sites that use or store hazmat •• 8,5008,500 Ferries,Ferries, CargoCargo Ships,Ships, andand BargesBarges SeaportSeaport SizesSizes andand InternalInternal OperationsOperations VaryVary PortPort toto PortPort Ports of Los Angeles and Port of Miami, Florida Long Beach, California TypesTypes ofof SeaportSeaport ActivitiesActivities Bulk Container Cargo Container Cruise Petroleum Cruise AdditionalAdditional PortPort ActivitiesActivities Military Waterfront Development Military Museum/Cruise Ballpark PortPort ofof Georgetown,Georgetown,
    [Show full text]
  • Texas Transportation Forum U.S. Coast Guard Port Security
    Texas Transportation Forum U.S. Coast Guard Port Security Captain Marcus Woodring Sector Houston-Galveston A Day in the Life of Sector H-G… 35 Aids to Navigation Discrepancies 20 Vessel Inspections 3 Lives Saved/Assisted 4 Facility Inspections 2 Law Enforcement Violations 502 Total Tow Movements 2 Security Boardings 96 Vessel Arrivals 3 Marine Investigations 22 Merchant Mariner Credentials Issued 3 Pollution Responses Critical Infrastructure Warren Gas SECTOR HOUSTON-GALVESTONOxychem Marichem Co. Houston and Lyondell Petrochem Galveston Bay BASF Shell Oil Dow Chemical Exxon-Mobil Aristech Chem Gulf Oil 70 ship and 350 tug/barge Phillips 66 Dupont movements a day Texas Petrochem Exxon-Mobil’s largest Crown Central refinery in the world Ethyl Corp Petro United Owen Corning Dow’s largest petrochemical Lubrizol Hoechst Celanese plant in the West Hemisphere FINA Oil & Chem Baytank Shell’s largest refinery in US Kemah Strategic Petroleum Reserve Amoco Teppco Sterling Chemical Union Carbide Oil / Chem Facilities Bridges Passenger Vessels LNVA Exxon-Mobil MSU Port Arthur Martin Gas 4 Refineries – 11% of nation’s Veteran’s Bridge Rainbow Bridge gasoline production Sunoco Rainbow Bridge Huntsman 3 LNG terminals, 3 new LNG Total coming MSU / VTS Port Arthur Strategic Petroleum Reserve MSU / VTS Port Arthur Military Outload Port MLK Bridge Valero Valero Motiva MSU PA Small Boat Facility WPA Bridge Comms/AIS Site HWY 87 Bridge CCTV SPR Radar USCG Shore Unit Oil / Chem Facilities Bridges Critical Intersections Pelican Refinery PPG Citgo City of Lake
    [Show full text]
  • Fiscal Year 2021 Port Security Grant Program (PSGP)
    FEMA – PORT SECURITY GRANT PROGRAM FREQUENTLY ASKED QUESTIONS Fiscal Year 2021 Port Security Grant Program 1. What is the purpose of the FY 2021 PSGP? The Fiscal Year (FY) 2021 Port Security Grant Program (PSGP) is one of four grant programs that constitute the Department of Homeland Security (DHS)/Federal Emergency Management Agency’s (FEMA’s) focus on transportation infrastructure security activities. These grant programs are part of a comprehensive set of measures authorized by Congress and implemented by DHS to help strengthen the Nation’s critical infrastructure against potential terrorist attacks. PSGP provides funds to state, territorial, local, and private sector partners to support increased port-wide risk management and protect critical surface transportation infrastructure from acts of terrorism. 2. What legislation authorized funding for the FY 2021 PSGP? Section 102 of the Maritime Transportation Security Act of 2002 (Pub. L. No. 107-295), codified as amended (46 U.S.C. § 70107). PSGP funding was appropriated by Congress in the Department of Homeland Security Appropriations Act, 2021 (Pub. L. No. 116-260). 3. How much funding is available under the FY 2021 PSGP? The total amount of funds distributed under the FY 2021 PSGP will be $100 million. 4. What are the changes in funding levels between FY 2020 and FY 2021? The FY 2021 funding level for the PSGP is the same as FY 2020. 5. Where is the FY 2021 PSGP Notice of Funding Opportunity (NOFO) located? The FY 2021 PSGP NOFO is located online at www.fema.gov/grants as well as www.grants.gov. 6.
    [Show full text]
  • George W. Bush and East Asia: a First Term Assessment
    GEORGE W. BUSH AND EAST ASIA: A FIRST TERM ASSESSMENT Edited by Robert M. Hathaway and Wilson Lee Asia Program GEORGE W. BUSH AND EAST ASIA: A FIRST TERM ASSESSMENT Essays by: Richard W. Baker Chan Heng Chee Catharin E. Dalpino Evelyn Goh Harry Harding Jia Qingguo James A. Kelly Ilsu Kim James A. Leach Koji Murata Jonathan D. Pollack Robert Sutter Nancy Bernkopf Tucker Jusuf Wanandi Edited by: Robert M. Hathaway Wilson Lee ©2005 Woodrow Wilson International Center for Scholars, Washington, D.C. www.wilsoncenter.org WOODROW WILSON INTERNATIONAL CENTER FOR SCHOLARS Lee H. Hamilton, President and Director BOARD OF TRUSTEES Joseph B. Gildenhorn, Chair; David A. Metzner, Vice Chair. Public Members: James H. Billington, The Librarian of Congress; Bruce Cole, Chairman, National Endowment for the Humanities; Michael O. Leavitt, The Secretary, U.S. Department of Health and Human Services; Condoleezza Rice, The Secretary, U.S. Department of State; Lawrence M. Small, The Secretary, Smithsonian Institution; Margaret Spellings, The Secretary, U.S. Department of Education; Allen Weinstein, Archivist of the United States Private Citizen Members: Joseph A. Cari, Jr., Carol Cartwright, Robin Cook, Donald E. Garcia, Bruce S. Gelb, Charles L. Glazer, Tami Longaberge WILSON COUNCIL Bruce S. Gelb, President; Elias F. Aburdene, Jennifer Acker, Charles S. Ackerman, B. B. Andersen, Russell Anmuth, Cyrus A. Ansary, Lawrence E Bathgate, II, Theresa Behrendt, John Beinecke, Joseph C. Bell, Steven Alan Bennett, Stuart Bernstein, Rudy Boschwitz, A. Oakley Brooks, Donald A. Brown, Melva Bucksbaum, Richard Burnham, Nicola L. Caiola, Albert V. Casey, Mark Chandler, Peter B. Clark, Melvin Cohen, William T.
    [Show full text]