Big Changes Coming Soon to Coast Guard's Homeport Website

On November 27, 2015, the Coast Guard made an announcement concerning its Homeport website via Maritime Commons (http://mariners.coastguard.dodlive.mil/2015/11/27/11272015-homeport-2-0-news-and-information/ ). The information is also posted on the Homeport website, http://homeport.uscg.mil .

We have been hearing for quite a while about upcoming changes to Homeport – these changes are happening and happening soon. Below is the text of the announcement from the Homeport/CG-FAC website:

“The United States Coast Guard (USCG) Homeport Internet Portal (HIP) was established in 2005 to facilitate compliance with the requirements set forth in the Maritime Transportation Security Act (MTSA) of 2002, by providing secure information dissemination, advanced collaboration, electronic submission and approval for vessel and facility security plans, and complex electronic and telecommunication notification capabilities.

Since its inception, HIP has been expanded to provide additional support such as Transportation Worker Identification Card New Hire; Electronic Vessel Response Plan; Marine Event Permit Process; Port Status Indicator; Merchant Mariner Licensing and Documentation; Marine Training and Assessment Data (training documentation); Merchant Mariner Certificate; Sea Service Calculator; Merchant Mariner Verification of Certificates; and Merchant Mariner Credential Survey

The Coast Guard will launch Homeport 2.0 Jan. 29, 2016 in order to provide a better user experience and improve the security of user information. Upgrades will include fewer site navigation menus and more efficient and secure search functions.

Although most features will be available as soon as the new site launches, user access to a few conveniences may be interrupted. Review the Homeport 2.0 Deployment Schedule for details. Functions that are essential to maintaining port security or that are critical to continuing the flow of commerce will remain available during the transition period.

Alternative solutions are available for most features taken offline during the transition. Anyone who needs access to a service normally obtained through HIP should contact the appropriate subject matter expert listed in the Homeport 2.0 Deployment Schedule.

From the Deployment Schedule:

Uninterrupted services:

 · TWIC new hire procedures

· Port status query

 · Merchant Mariner Application Status

· VRP Express

· Vessels & facilities search

· Merchant Mariner Credential Verification

· Merchant Mariner Sea Service Calculator

· Most core CG accessible-only functions

Services unavailable Jan. 29 - March 31, 2016

· Mariner Training & Assessment Database

 · Security Plans Temporary

· Merchant Mariner Credential Survey

 Services unavailable Jan. 29 - April 30, 2016

 · Merchant Mariner Certificate

· Marine Event Application Temporary

The FAQ document (http://www.uscg.mil/hq/cg5/cg544/docs/Homeport_2%200_FAQs_AllUsers1%201.pdf) lists work-arounds for most unavailable services in a Deployment Schedule (http://www.uscg.mil/hq/cg5/cg544/docs/Homeport%20Application%20Deployment%20Schedule.pdf ). There is a separate FAQ document (http://www.uscg.mil/hq/cg5/cg544/docs/Homeport_2%200_FAQs_CommunityOwners1%201.pdf ) for community owners, who need to pay careful attention to deadlines. The deadline for migrating community content is January 29, 2016.  This is a hard deadline. “Legacy Homeport will be taken offline as of Jan. 29, 2016, and community owners should make all efforts to meet this deadline. Any content that is not transferred will be auto-archived and will not be easily accessible.”

TSA Notice Concerning Reporting Non-Receipt of Mailed TWICs

Today the Transportation Security Administration posted a notice concerning persons who have enrolled for a TWIC card, received notification that the card has been mailed, and then fail to receive the card through the mail. The notice is at http://www.tsa.gov/stakeholders/transportation-worker-identification-credential-twic. This is the "down side" of the TSA one-visit program. It remains to be seen how many of the cards will fail to reach the end receiver.  Persons who have received the card through the mail tell me that the envelope is clearly marked "Transportation Security Administration".

The notice is printed in its entirety below.

NEW! Reporting Non-Receipt of Mailed TWICs: TWIC applicants who request to receive their TWIC card by mail will receive a phone or email notification that the card has been mailed.  After notification that the card has been mailed, applicants have 60 days to report non-receipt of the card by contacting the Universal Enrollment Services (UES) Call Center at: (855) 347-8371. Failure to report non-receipt of the card within 60 days will result in a $60 fee to replace the lost card.

End of TWIC Extended Expiration Date (EED) Program

TSA TWIC administrators have been publicly stating that the EED program is at an end. Today the official announcement was posted on the TSA website. It should be noted that the deadline to take advantage of this program - which I do not support because it does not include any updated background review - is December 23.

"End of Extended Expiration Date (EED) TWICs: The opportunity to obtain an Extended Expiration Date (EED) TWIC ends this year.  After December 31, 2014 current TWIC holders will no longer be able to obtain a replacement card extending the expiration date of their current TWIC by three years.  Since August 2012, U.S. citizens and U.S. Nationals holding a TWIC expiring on or before December 31, 2014 could obtain an EED TWIC by placing their order before their current card expires and paying the $60 card replacement fee.  The EED TWIC option will end as scheduled at the end of this year and will not be extended or renewed.

Eligible TWIC holders who wish to obtain an EED TWIC should place their order as soon as possible.  There is no benefit in delaying an EED card order since the EED expiration date is based on the expiration date of the currently held TWIC; not when the order is placed.  Orders should be placed prior to December 23rd to ensure processing prior to the end of the program.

EED TWICs can be ordered on line here; by calling the TWIC Call Center at (855) 347-8371 between 8 a.m. and 10 p.m. Eastern Time; or by visiting a Universal Enrollment Service Center (to find a location click here or call the TWIC Call Center)."   

 http://www.tsa.gov/stakeholders/transportation-worker-identification-credential-twic

Truncated Last Name on TWIC Card: Names Limited to 19 Characters

Recently, TSA posted the following information of concern to persons with lengthy last names, at http://www.tsa.gov/stakeholders/transportation-worker-identification-credential-twic. (TSA does not date the bulletins on its website so I am unable to state the exact date of this posting.)

Truncated Last Name on TWIC Card: Since TSA began issuing the new version 2.03 TWIC® cards in May 2014, only the first 14 characters (including spaces, hyphens, and apostrophes) of the applicant’s last name are printed on the card.  The last name is always followed by a comma.  If a person’s last name exceeds 14 characters, all after the 14th character are not printed, and a comma follows immediately after the 14th character.  This has caused some Transportation Workers to have their credentials questioned at facilities because the name on the card does not match the person’s full name.

On October 17, 2014, a system change will be made to extend the last name as printed on the TWIC® to a maximum of nineteen (19) characters, followed immediately by a comma.  Last names containing fewer than 19 characters will continue to be followed immediately by a comma.  TSA is looking into ways to include full last names, regardless of the number of characters, given the limited space available on the card for printing.  Until a satisfactory solution is developed and implemented, the last name printed on TWICs® beginning October 17, 2014 will be limited to the first 19 characters of the last name.

TSA Publishes Notice Concerning TWIC Cards Issued Without Fingerprint Template Files

On June 18, 2014, the Transportation Security Administration posted information on the TSA TWIC website concerning TWIC cards that were issued without fingerprint template files.  The bulletin is available at http://www.tsa.gov/sites/default/files/publications/pdf/twic/Statement_About_Missing_Fingerprints_on_TWICs.pdf.  From the bulletin:

The Transportation Security Administration (TSA) has identified that there were some

Transportation Worker Identification Credentials (TWICs) recently produced without the

fingerprint template files. Workers holding these cards who need to prove their identity by biometric match will not be able to do so until their card is replaced. TSA will replace

improperly produced cards at no cost to the card holder. Only TWICs produced with expiration dates of “2019MAY22” through, and including, “2019MAY30” are among the impacted cards and may potentially lack the fingerprint file.  Cards with expiration dates before May 22, 2019 or after May 30, 2019 are not affected by this problem. TSA has provided a list of Agency Serial Numbers; cardholders can locate this unique number identifier on the back of their card and determine if their card is affected. TSA reminds the stakeholder community that TWICs issued with missing fingerprint files are authentic, valid cards and should be accepted as such until replaced at the request of the card holder. Affected cards function with TWIC readers except for the capability to biometrically confirm identity.

Obtaining a Replacement Card:

Card holders who were issued a card without the fingerprint file should contact the UES CallCenter at 1-855-DHS-UES1 (855-347-8371) Monday through Friday, 8AM to 10PM Eastern to arrange for a free replacement card. Tell the Customer Service Representative that your card is missing the fingerprint file and provide the card’s ASN. The Representative will assist you in obtaining a replacement card.

Notice of Specific TWIC Card Services Unavailable - 04/22 through 05/04

Dear TWIC Stakeholder,

TSA is upgrading its technology to improve reliability, expand capabilities, and more effectively support TSA’s mission.  During the system upgrade, specific TWIC card services will be TEMPORARILY UNAVAILABLE.

TSA recommends that TWIC applicants take note of these important dates and plan accordingly:

• Services for Card Transfers, Card Replacements and Extended Expiration Date (EED) TWIC will be unavailable from Tuesday, April 22^nd through Sunday, May 4^th, 2014:

If you need to utilize these services and require your TWIC prior to or during this time period, please place your order on or before Monday, April 14^th.

• Card Pick- Up, Activation and Personal Identification Number (PIN) Resets will be unavailable from Saturday, April 26^th through Sunday, May 4^th, 2014:

If you have a card that is ready for pick up and activation or need to have a PIN reset, please consider visiting the designated Universal Enrollment Services (UES) enrollment center for activation by Friday, April 25^th or after May 4^th.

ENROLLMENT SITES WILL BE OPEN AND AVAILABLE

Please note that all enrollment sites for TWIC, HME and TSA PreP™Application Program WILL BE OPEN and AVAILABLE for enrollment services and NOT impacted by the system upgrade.  All TWIC card services will become available beginning Monday, May 5^th.

It is likely that enrollment sites may be busier than usual immediately before and after the upgrade, so stakeholders may choose to obtain card services a few weeks before or after the system upgrade if flexibility allows.

If you have any questions about the availability of card services, please contact the Universal Enrollment Services (UES) Call Center at 1-855-DHS-UES1 (855-347-8371) between 8am – 10pm Eastern, Monday through Friday.  For additional information on TWIC, HME or TSA PreP™ application program enrollment services, please visit https://universalenroll.dhs.gov/

From News from Bryant's Maritime Consulting: New Coast Guard Blog

CAPT Dennis Bryant has once more given the maritime community a great heads up in the April 04 2014 issue of News from Bryant’s Maritime Consulting, by letting us know that the Coast Guard has instituted a blog for maritime professionals, Maritime Commons, at http://mariners.coastguard.dodlive.mil/.  

This blog will assist us with the task we have of reducing the firehose delivery of information that comes at us every day to a drinkable amount. Keeping up is difficult for everyone and here we see the Coast Guard once more spotting the problem and assisting the profession with a solution. 

One item I saw that needs immediate attention is news concerning an ALCOAST about cybersecurity from the Office of Port and Facility Compliance, at http://www.uscg.mil/announcements/alcoast/122-14_ALCOAST.txt.

This blog looks to be mandatory reading for all MTSA security professionals.

GAO Issues Report: Maritime Security: DHS Could Benefit from Tracking Progress in Implementing the Small Vessel Security Strategy

On November 19, 2013, the Government Accountability Office issued GAO Report 14-32, Maritime Security: DHS Could Benefit from Tracking Progress in Implementing the Small Vessel Security Strategy.  This report is of particular interest to us here at the University of Findlay because our course Small Vessel Security for Rural Communities was recently certified by DHS as AWR 311. The report can be found at http://www.gao.gov/products/GAO-14-32. Below are highlights from the report.

From the highlights:

Why GAO did this study: The Coast Guard estimates that there were more than 22 million small vessels operating in the United States in 2012. Terrorists, smugglers, and other criminals can use small vessels as platforms for their activities because small vessels are generally unregulated and largely anonymous. Law enforcement agencies face the challenge of distinguishing between legitimate small vessel operators and the relatively few individuals estimated to be engaged in illicit activities. DHS issued its SVSS in April 2008 and its follow-on SVSS Implementation Plan in January 2011 to help guide actions to mitigate the security risks arising from small vessels. Given the importance of small vessel security, GAO was asked to review DHS’s efforts in developing and implementing the SVSS Implementation Plan.

  

This report examines what actions, if any, DHS and its components have taken to address small vessel security concerns, and the extent to which they have implemented action items in the SVSS Implementation Plan. GAO analyzed DHS documents; interviewed DHS officials; and visited two ports selected on the basis of the volume of small vessel traffic and security initiatives in place, among other things. While the results of the port visits cannot be generalized across all ports, they provided insights on small vessel security issues and operations.

What GAO found: The Department of Homeland Security (DHS) and its components—such as the U.S. Coast Guard and Customs and Border Protection (CBP)—have started or completed initiatives to address small vessel security risks, but DHS is not tracking the progress being made to address action items in the Small Vessel Security Strategy (SVSS) Implementation Plan. “Small vessels” are characterized as any watercraft—regardless of method of propulsion—less than 300 gross tons, and used for recreational or commercial purposes. DHS component officials GAO met with identified examples of key initiatives that they have completed or have under way to enhance small vessel security, including an initiative to help CBP better track small vessels arriving from foreign locations and another to assist the Coast Guard in assessing and monitoring small vessel launch sites. Although the SVSS Implementation Plan states that DHS is to assess and update the plan, DHS has not determined the progress its components and other relevant stakeholders—such as the Department of Defense—are making in completing the action items and has no current plans to do so. DHS officials stated that this is due, in part, to budget constraints that make this a low priority. DHS officials stated that updating the SVSS Implementation Plan would be valuable, and doing so is particularly important since more than one component could be responsible for action items in the plan. Accordingly, by systematically gathering information from its components and other relevant stakeholders to regularly update the progress they are making in addressing the action items in the plan, DHS could help prioritize initiatives given constrained budgets and better identify successes and lessons learned, among other things.

What GAO recommends: GAO recommends that DHS regularly update the progress its components and other relevant stakeholders are making in addressing action items in the SVSS Implementation Plan. DHS concurred with the recommendation.

From the main body of the report:

DHS officials we spoke with stated that there is no plan to update the SVSS Implementation Plan because it is not a priority, given budget constraints, and it is too early to measure the effectiveness of action items in the plan. According to a senior DHS Policy official, although the SVSS Implementation Plan states that DHS should assess and update the plan annually, given these constraints, an annual review is too frequent. The senior DHS official added that per the Secretary of Homeland Security’s direction, DHS components are focusing on maintaining their ongoing operations under constrained budgets, and so efforts to update the SVSS Implementation Plan are not currently a priority…Coast Guard officials added that America’s Waterway Watch—a program highlighted in the SVSS Implementation Plan that provides outreach to the public, including the small vessel community, on awareness of threats and how to report suspicious activity—may not receive funding in DHS’s fiscal year 2014 appropriation…

DHS officials also stated that because the SVSS Implementation Plan was issued in early 2011, it is too early to expect a majority of the action items to be completed or, especially for the long-term action items, to have been implemented. These officials stated that accomplishing the SVSS’s goals and objectives through implementation of the many action items in the SVSS Implementation Plan will require a significant investment of time and resources, along with buy-in from state and local maritime security stakeholders. Accordingly, it could take years to fully implement some of the action items and determine whether they are effective…

Although it may be too early to measure the effectiveness of some action items in the SVSS Implementation Plan, updating the progress made in addressing the action items could help DHS and its components prioritize their efforts given constrained budgets; better identify successes and lessons learned; and enhance collaboration with federal, state, and local stakeholders regarding small vessel security issues. The SVSS Implementation Plan states that, because of risk, the unpredictability of budgets, policy changes, and administrative priorities, the plan must be reviewed regularly to ensure that it remains current and accurate. By engaging in this review process, the plan states that it is intended to be a living document that provides a strategic overview of participating agencies’ implementation of the SVSS. Standards for Internal Control in the Federal Government calls for federal agencies to design and implement control activities to enforce management’s directives.

Conclusions: Recognizing the risks posed by terrorists using small vessels to attack targets or as a conveyance for terrorists and their contraband to enter the United States, DHS issued its SVSS Implementation Plan in January 2011 to help guide efforts to mitigate the security risks arising from small vessels. DHS component agencies have completed some initiatives and have other initiatives under way to address the risk of a small vessel attack, but DHS is not gathering information on the progress its components or relevant stakeholders are making to address action items in the SVSS Implementation Plan and has no plans to do so. The SVSS Implementation Plan, by design, is to be revised to accommodate new information about threats, technologies, requirements, and lessons learned as action items are implemented, but DHS has not updated the plan since it was issued in 2011. Given that internal controls call for federal agencies to design and implement control activities to enforce management’s directives, DHS could better prioritize initiatives and identify successes if it was to regularly update the progress its components and other relevant stakeholders are making to address the action items in the SVSS Implementation Plan. This information could be particularly useful to DHS components that may be operating under more constrained budgets than when the plan was first issued.

Recommendation for Executive Action: To improve DHS’s ability to monitor progress, prioritize action items, and identify successes, we recommend that the Secretary of Homeland Security systematically gather information from the department’s components and other relevant stakeholders to regularly update the progress they are making in addressing action items in the SVSS Implementation Plan.

Federal Register Notice Concerning the Carriage of Shale Gas Extraction Waste Water in Bulk via Barge

Once more, many thanks to CAPT Dennis Bryant for mentioning the Coast Guard Oct. 30 Federal Register fracking water policy notice in his great resource, Bryant’s Maritime Blog, http://brymar-consulting.com/.

From the Federal Register, vol 78, issue 210:

“The Coast Guard announces the availability of a proposed policy letter concerning the carriage of shale gas extraction waste water in bulk via barge, and invites public comment. The policy letter specifies the conditions under which a barge owner may request and be granted a Certificate of Inspection endorsement or letter allowing the barge to transport shale gas extraction waste water in bulk. The policy letter also defines the information the Coast Guard may require the barge owner to provide and specifies the additional requirements the Coast Guard is considering imposing on such barges. Upon reviewing comments received on this proposed policy letter, Coast Guard will issue the final policy letter and specify its effective date.

DATES: Comments and related material must either be submitted to our online docket via http://www.regulations.gov on or before November 29, 2013 or reach the Docket Management Facility by that date.”

You may submit comments identified by docket number USCG– 2013–0915 using any one of the methods identified in the Federal Register notice.

From the policy letter, which will be posted on Regulations.gov but for now can be found at http://www.uscg.mil/hq/cg5/cg521/:

“The purpose of this policy letter is: (a) to specify the conditions under which a barge owner may request and be granted a Certificate of Inspection endorsement or letter, under 46 CFR 153.900(d), allowing the barge to transport shale gas extraction waste water (SGEWW) in bulk as Conditionally Permitted SGEWW; (b) to define the information the Coast Guard may require the barge owner to provide pursuant to 46 CFR 153.900(d)(1)(ii); and (c) to specify the additional requirements the Coast Guard imposes on such barges pursuant to 46 CFR 153.900(d)(2)(iii). A barge owner who has not been granted an endorsement or letter under 46 CFR 153.900(d), or who has not provided the information defined by this policy letter, or who has not complied with the additional requirements this policy letter describes, is prohibited from transporting SGEWW in bulk on that barge.”

"Endorsement of Certificate of Inspection. Pursuant to 46 CFR 153.900(d)(1)(i), a barge owner may request endorsement of a barge’s Certificate of Inspection, or a letter, allowing the barge to transport Conditionally Permitted SGEWW in bulk. Requests may be made by contacting the U.S. Coast Guard Commandant (CG-ENG-5) at (202) 372-1412 or by emailing HazmatStandards@uscg.mil. The Coast Guard, at its discretion, may provide the endorsement or letter, on condition that the barge owner conduct and document the analyses and surveys, and take the venting measures, described in this paragraph 8. Carriage requirements for SGEWW are given in Enclosure (4), and a sample endorsement is included in Enclosure (5) to this policy letter."

"Analyses. As an “additional requirement” that the Coast Guard may impose, per 46 CFR 153.900(d)(2)(iii), on the endorsement or letter described in paragraph 8.b, prior to carrying SGEWW on board the barge, the barge owner must have each consignment load of SGEWW chemically analyzed in accordance with Enclosure (1) to this policy letter. The barge owner must keep records showing the results of each analysis for two years and make those records available to the Coast Guard upon request. These records are subject to the Freedom of Information Act (FOIA). The identity of proprietary chemicals may be withheld from public release pursuant to the FOIA and applicable Coast Guard policy." (Details of analysis including the radioactivity concentration limit and the consignment activity limit are given in Enc. 1).

"Surveys. As an “additional requirement” that the Coast Guard may impose, per 46 CFR 153.900(d)(2)(iii), on the endorsement or letter described in paragraph 8.b, the barge owner must have the barge surveyed in accordance with Enclosure (1) to this policy letter, whenever the barge changes from carrying Conditionally Permitted SGEWW to carrying another cargo, and prior to the entry of any personnel, Coast Guard or otherwise, into the barge. The barge owner must keep records showing the results of each survey for two years and make those records available to the Coast Guard upon request."

"Venting. Carriage of Conditionally Permitted SGEWW may over time lead to the accumulation of radon, a daughter radionuclide of both Ra-226 and Ra-228, in the tank head space. Daily temperature changes can cause variations in tank pressure, and open venting provides pressure relief, preventing over- or under-pressurization of the tanks. Closed or restricted venting would trap the radon in the head space of the tank. Therefore, as a “design and equipment” requirement under 46 CFR 153.900(d)(2)(ii) and as an “additional requirement” under 46 CFR 153.900(d)(2)(iii), the barge owner must ensure that each barge to which the endorsement or letter described in paragraph 8.b is issued has open venting and must ensure that personnel avoid areas where gas from the tanks may escape, especially during loading and offloading. The owner may meet these requirements by ensuring that operational policy instructs personnel to avoid the tank vents and that personnel comply with that instruction."

Enclosure 1 of the policy discusses details of the analysis for hazardous materials including radioisotopes;  criteria to determine if SGEWW can be carried as conditionally permitted SGEWW, including radioactivity formulas, and safety conditions and procedures to protect personnel.

Enclosure 2 of the policy is a State of Pennsylvania Department of Environmental Protection Form 26R , Chemical Analysis of Residual Waste, Annual Report by the Generator.

Enclosure 3 are Sample Calculations for Maximum Allowed Volume.  These are equations used to find  the total radioactivity limit allowed to be transported in one barge.  Editorial comment – both shippers and inspectors will need to go back to school in order to understand this part of the policy document.

Enclosure 4 talks about Interim Minimum Requirements for the Carriage on Unmanned Barges, 46 CFR 153.  The policy letter states that has been assigned to Group 43 (Miscellaneous Water Solutions) as listed in 46 CFR Part 150. For those of us who don’t work with Title 46 a lot, Part 150 is found in Subchapter O.

Enclosure 5 is a sample Certificate of Inspection Endorsement for Carriage of Shale Gas Extraction Waste Water (SGEWW).

Questions or concerns regarding this policy may be directed to Commandant (CG-ENG-5) at (202) 372-1412 or emailed to HazmatStandards@uscg.mil.

__________________________________________________________________

The policy letter does not address any security concerns. Absent any word from the Coast Guard to the contrary, the towboat and barge transporting SGEWW appears to me to be a 104 vessel under 33 CFR 104.105(a)(8). A terminal accepting the vessel would become regulated under 33 CFR 105.

TWIC Enrollment Centers Transitioned from Lockheed Martin to MorphoTrust - Important Payment Information

On June 24, 2013, the Transportation Security Administration posted the following notice on its website:

The TWIC Program has transitioned to UES: All TWIC Enrollment Centers have now been transitioned to the Universal Enrollment Services (UES). For information and appointments please contact the UES Call Center at 1-855 DHS-UES1 (1-855-347-8371) Monday through Friday 8:00AM – 10:00PM Eastern. Effective 6/21/2013 all check and money order payments for TWIC services will be made out to MorphoTrust USA. IMPORTANT: All Enrollment Centers and the Call Center will be closed on July 4, 2013 for Independence Day.

TSA issues notices about affects of contractor change-over: mobile enrollment and EYO, center hours

The Transportation Security Administration has issued two notices about the change-over from contractor Lockheed Martin to contractor MorphoTrust. This changeover will affect  mobile enrollment and Enroll Your Own (EYO) arrangements and enrollment center availability and hours.  Both notices are reproduced below.

 UPDATED 05/23/2013: Transportation Worker Identification Credential (TWIC) – Mobile Enrollment and Activation Services TSA has been contacted by a number of stakeholders interested in establishing mobile enrollment and activation services at their facilities. TSA understands the flexibility that mobile enrollment and activation services provide, not only for TWIC renewals but for Extended Expiration Date (EED) TWICs.

 TSA has been contacted by a number of stakeholders interested in establishing mobile enrollment and activation services at their facilities. TSA understands the flexibility that mobile enrollment and activation services provide, not only for TWIC renewals but for Extended Expiration Date (EED) TWICs.

In April 2013, TWIC enrollment services began transitioning to a new contractor, MorphoTrust, under a Universal Enrollment Services (UES) contract. The UES contract includes enhanced mobile enrollment services, Enroll Your Own (EYO), and bulk payment arrangements.

Mobile enrollment services include the following options below:

 Mobile Enrollment Only – Mobile enrollment service without a mobile activation service

 Mobile Enrollment Plus Activation - Mobile enrollment and corresponding activation service

 Extended Expiration Date (EED) Bulk Order/Activation - Mobile service available via bulk orders, which includes the mobile activation service

MorphoTrust is now accepting orders for these services and will begin service in mid-summer 2013. Please submit mobile enrollment requests to Win Noble, MorphoTrust UES Communications Manager, at wnoble@morphotrust.com

Further details about mobile enrollment services and EYO capabilities will be available on the UES website – https://universalenroll.dhs.gov/ 

Please note that Lockheed Martin’s capacity to provide mobile enrollment and activation capability has been filled through the end of their contract. Please consider alternate plans such as utilizing fixed enrollment centers or requesting mobile services after completion of the UES transition (scheduled for end of June 2013). 

(Available at http://www.tsa.gov/sites/default/files/publications/pdf/twic/mobile_enrollment_and_activation_05_23_2013.pdf)

_____________________________________________________________

TWIC Stakeholders:  

The following TWIC enrollment centers will be closed on the date noted in an effort to assist their transition to a new enrollment provider as part of the Transportation Security Administration (TSA) Universal Enrollment Services (UES) initiative.  

As enrollment centers transition, their individual web pages will be updated to reflect any new logistics (e.g., location updates, new hours of operation, payment details, etc.).  Current information on enrollment centers can be found at:   

           http://www.twicinformation.com/twicinfo/schedule.jsp  

Below is a schedule of enrollment centers for the week of May 27-31, 2013, in which a Center will need to be closed on a given date to assist its transition.  Please note that during the week a site is transitioning, appointments will be blocked and the site will likely be busier than usual.  For appointments following a site’s transition, applicants can call the UES Call Center at 1-855 DHS-UES1 (1-855-347-8371), Monday through Friday: 8:00 AM - 10:00 PM EST.

Enrollment Center	Date Closed for UES Transition (Wk. of May 27-May 31)
American Samoa	05/28/13
Cedar Rapids, IA	05/29/13
Eureka, CA	05/29/13
La Plata, MD	05/29/13
Longview, WA	05/29/13
Pasco, WA	05/29/13
Port Fourchon, LA	05/28/13
Portland, ME	05/28/13
Providence, RI	05/28/13
Traverse City, MI	05/29/13

*Note: Following a site’s effective transition closure date above, check or money order payments for enrollments should be made payable to 'MorphoTrust USA', check or money order payments for card replacements and Extended Expiration Date (EED) services should be made payable to 'Lockheed Martin'.  For additional information and updates on the TWIC program, please visit http://www.twicinformation.com/twicinfo/.  

(From TWIC Stakeholder communications email)

FY13 Port Security Grant Program Solicitation posted

On May 22, 2013 FEMA posted the details of this year’s (FY13) Port Security grant program. The file is available at http://www.fema.gov/library/viewRecord.do?id=7471. Below are some important points:

 Key Dates and Times:

Application Start Date: 05/21/2013

Application Submission Deadline Date: 06/24/2013 at 11:59:59 p.m. EST

Anticipated Funding Selection Date: 08/02/2013

Anticipated Award Date: 09/01/2013

Award Amounts, Important Dates, and Extensions

Available Funding for this FOA: $93,207,313

Projected Number of Awards: 210

Projected Award Start Date(s): 09/01/2013

Projected Award End Date(s): 08/31/2015

Period of Performance: 24 months

Cost Match:

Public Sector. Public sector applicants must provide a non-Federal match (cash or in-kind) supporting at least 25 percent (25%) of the total project cost for each proposed project.

Private Sector. Private sector applicants must provide a non-Federal match (cash or in-kind) supporting at least 50 percent (50%) of the total project cost for each proposed project.

Cash and in-kind matches must consist of eligible costs (i.e., purchase price of allowable contracts, equipment). A cash match includes cash spent for project-related costs while an in-kind match includes the valuation of in-kind services. The cost-match requirement for the PSGP award may not be met by costs borne by another Federal grant or assistance program. Likewise, in-kind matches used to meet the matching requirement for the PSGP award may not be used to meet matching requirements for any other Federal grant program (e.g., FY 2013 funds are used to purchase a mobile command center from a vendor, the vendor contributes or donates communications equipment associated with the mobile command center, the value of the donated equipment may be considered as an in-kind match for the PSGP award only).

Program Objectives

The FY 2013 PSGP plays an important role in the implementation of the National Preparedness System (NPS) by supporting the building, sustainment, and delivery of core capabilities essential to achieving the National Preparedness Goal (NPG) of a secure and resilient Nation. Delivering core capabilities requires the combined effort of the whole community, rather than the exclusive effort of any single organization or level of government. The FY 2013 PSGP’s allowable costs support efforts to build and sustain core capabilities across Prevention, Protection, Mitigation, Response, and Recovery mission areas.

Grantees under the FY 2013 PSGP are encouraged to build and sustain core capabilities through activities such as:

• Strengthening governance integration;

• Enhancing Maritime Domain Awareness (MDA)

• Enhancing IED and Chemical, Biological, Radiological, Nuclear, Explosive (CBRNE) prevention, protection, response and supporting recovery capabilities within the maritime domain

• Enhancing cybersecurity capabilities

• Maritime security risk mitigation projects that support port resilience and recovery capabilities

• Training and exercises

• Transportation Worker Identification Credential (TWIC) implementation

Application Review Information

The four core PSGP funding priorities for applications are:

• Funding Priority #1. Projects that support development and sustainment of the core capabilities in the NPG and align to PSGP funding priorities identified in Appendix B –PSGP Priorities. These include:

• Enhancing MDA

• Enhancing IED and CBRNE prevention, protection, response and recovery capabilities within the maritime domain

• Enhancing cybersecurity capabilities

• Maritime security risk mitigation projects that support port resilience and recovery capabilities

• Training and exercises

• TWIC implementation

• Funding Priority #2. Projects that address priorities outlined in the applicable AMSP, FSP, and Vessel Security Plan (VSP), as mandated under the MTSA and/or the Port-Wide Risk Mitigation Plans (PRMP)

• Funding Priority #3. Projects that address additional maritime security priorities based on the COTP’s expertise and experience of the COTP within the specific Port Area

• Funding Priority #4. Projects that are eligible and feasible based on program priorities, Port Area plans and priorities, and available period of performance 

Port Area Group Designations

For FY 2013, there will be two Port Area Group Designations, rather than the traditional four groupings in prior years. Table 2 lists the specific Port Areas by Group that are eligible for funding through the FY 2013 PSGP and the competitive funding amount available within each Group. This change helps ensure funding is made available to the highest risk ports and funding is awarded to projects that are rated most effective in addressing program priorities and mitigating port security risks. DHS/FEMA reserves the right to re-allocate funding from one group to the other should the applications within a particular group prove insufficient in terms of quality, number, and/or total project costs.

Group I Port Areas

Eight Port Areas have been selected as Group I (highest risk) and will be allocated 60 percent (60%) of funding available. Each Group I Port Area will compete for the target funding allocation assigned to the group. The amount of available funding for the group is based on the FY 2013 DHS risk analysis. This will allow applicants to submit IJs for projects without being confined to a set dollar amount, providing DHS the opportunity to conduct field and national reviews of each project and make awards based on the two overarching priorities of PSGP, risk-based funding and regional security cooperation, as well as evaluating the extent to which each IJ decreases risk for the Port Area.

Group II Port Areas

The legacy Group II, III, and All Other Port Areas are combined into a single Port Grouping known as Group II, which will receive the remaining 40 percent (40%) of funds available. These Port Areas will compete for the target funding allocation assigned to Group II. As is the case with the Group I Port Areas, available funding is based on results of the FY 2013 DHS risk analysis. The number of legacy Group II and III ports will be adjusted to, 47 and 35, respectively; thus the total number of Group II ports under the new grouping methodology is 82. Note: The total number of Group II ports does not include All Other Port Areas. 

Ineligible Entities

The PSGP will not accept applications or IJs from an applicant or sub-applicant for the purpose of providing a service or product to an otherwise eligible entity

Port-Wide Risk Management Planning for legacy Group I and Group II Port Areas

Legacy Group I and II Port Areas are encouraged to maintain their PRMPs and to use them to identify projects that will serve to address remaining maritime security vulnerabilities. These ports are also highly encouraged to develop a Business Continuity/Resumption of Trade Plan (BCRTP). For purposes of regional strategic and tactical planning, these plans must take into consideration all other Port Areas covered by their AMSP.

Depending on the number of highly rated IJs received within each Port Grouping, funding may adjusted between groups to ensure the most highly effective, risk based maritime security projects are funded.