Department of Homeland Security
Port Security Grant Program
Technologies for Critical Incident Preparedness Conference
Chicago, IL
October 30,2008
Overview of FEMA Grant Programs
 FEMA is responsible for managing a number of grant programs
- Homeland Security Grant Programs (HSGP)
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State Homeland Security Program
Urban Areas Security Initiative Program
Law Enforcement Terrorism Prevention Program
Metropolitan Medical Response System
Citizen Corps Program
- Critical Infrastructure Security Programs (CISP)
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Buffer Zone Protection Program
Intercity Bus Security Grant Program
Port Security Grant Program (PSGP)
Transit Security Grant Program
Trucking Security Program
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Critical Infrastructure Security Programs (CISP)
 CISP supports specific activities to protect critical infrastructure, such
as ports, mass transit, highways, and rail transportation
 DHS continues to work with regional transit agencies, port authorities,
and the owners and operators of critical infrastructure to align their
infrastructure protection efforts with national-level critical infrastructure
protection priorities and to reinforce activities funded through other
homeland security grant programs and federal agencies
 CISP grants fund a range of preparedness activities, including
strengthening infrastructure against explosive attacks, preparedness
planning, equipment purchase, training, exercises, and security
management and administration costs
 As in prior years, GPD will collaborate with TSA and USCG on the
administration and oversight of transportation programs
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Port Security Grant Program (PSGP)
 The purpose of the FY 2009 PSGP is to create a sustainable, riskbased effort to protect critical port infrastructure from terrorism,
particularly attacks using explosives and non-conventional threats
that could cause major disruption to commerce
 Program management relies on close coordination between FEMA,
the United States Coast Guard, Transportation Security
Administration and the Department of Transportation’s Maritime
Administration (MARAD) and Federal Transit Administration (FTA)
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PSGP Priorities
 Enhancing Maritime Domain Awareness (MDA)
MDA is the critical enabler that allows leaders at all levels to make effective decisions
and act early against threats to the security of the Nation’s seaports. In support of the
National Strategy for Maritime Security, port areas should seek to enhance their MDA
through projects that address knowledge capabilities within the maritime domain. This
could include access control/standardized credentialing, command and control,
communications, and enhanced intelligence sharing and analysis.
 Enhancing Improvised Explosive Device (IED) and Weapons of Mass
Destruction (WMD) prevention, protection, response and recovery
capabilities
Port areas should seek to enhance their capabilities to prevent, detect, respond to and
recover from terrorist attacks employing IEDs, WMDs and other non-conventional
weapons. Of particular concern in the port environment are attacks that employ IEDs
delivered via small craft (similar to the attack on the USS Cole), by underwater
swimmers (such as underwater mines) or on ferries (both passenger and vehicle).
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PSGP Priorities
 Training and Exercises
Port areas should first seek to ensure that appropriate capabilities exist among staff
and managers, and then regularly test these capabilities through emergency drills and
exercises. Emergency drills and exercises (such as those in the Transportation
Security Administration (TSA) Port Security Exercise Training Program) test
operational protocols that would be implemented in the event of a terrorist attack. The
efforts include live situational exercises involving various threat and disaster scenarios,
table-top exercises, and methods for implementing lessons learned.
 Efforts supporting implementation of the Transportation Worker
Identification Credential (TWIC)
The TWIC is a congressionally mandated security program through which DHS will
conduct appropriate background investigations and issue biometrically enabled and
secure identification cards for individuals requiring unescorted access to U.S. port
facilities. Regulations outlining the initial phase of this program (card issuance) were
issued by TSA in cooperation with the Coast Guard in 72 Federal Register 3492
(January 25, 2007).
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Ferry System Priorities
 Development and enhancement of capabilities to prevent, detect,
respond to and recover from terrorist attacks employing improvised
explosive devices (IEDs) and vehicle borne improvised explosive
devices (VBIEDs)
 Mitigation of other high consequence risks identified through individual
ferry system risk assessments
 Use of canine teams at the embarkation and exit points of a system,
as well as during passage
 Innovative utilization of mobile technology for prevention and
detection of explosives or other threats and hazards
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Ferry System Priorities
 Development and enhancement of physical and perimeter security
capabilities to deny access around maintenance facilities, dry docks,
and piers
 Development of emergency preparedness and response capabilities
in the event of a ferry being used as a weapon to inflict damage on
critical infrastructure
 Development and enhancement of training and awareness among
ferry operators and employees
 Public awareness training
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PSGP Funded Technology Initiatives
 Interoperable Communications Products – Ability to Connect Multiple
Radio Bands, Cellular, iDEN (Nextel), Land-Line Communications
 700Mhz and 800Mhz Communications
 Mobile Command Centers with Helicopter Downlinks
 Data Analysis Software for Fusion/Intelligence Centers
 Enhanced Side Scan Sonar Arrays
 5-Port Consortium in Louisiana Utilizing a Floating Barge as a Mobile
Command Center and Training Platform
 Transportation Worker Identification Credential (TWIC) Initiative with
TSA
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Proposed Changes for FY 2009
 Expanded Improvised Explosive Device (IED) Priority
Priority expanded to include enhancing Weapons of Mass Destruction (WMD) and
other non-conventional weapons capabilities
 Revised Cost Sharing Requirement
Cost sharing requirement can be met by a cash or an in-kind match (excluding
construction activities for which the non-Federal share must be a cash match)
 Construction
Some types of construction and renovation projects allowable for funding
 Explosive Detection Canine Team Operational Packages (OPacks)
OPacks available for funding to eligible Group I and Group II port areas and ferry
systems
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Eligibility
 The SAFE Port Act states that all entities covered by an AMSP may
submit an application for consideration of funding
 Congress has specifically directed DHS to apply these funds to the
highest risk ports
- In support of this, 147 critical ports representing approximately 95 percent
of the foreign waterborne commerce of the United States, have been
identified and ranked within 3 groups
- Based upon USCG recommendations, these ports are aggregated into 91
discreet port funding areas
 All Other Port Areas not located within Groups I-III and covered by an
AMSP are also eligible to apply
 Under a fifth group, eligible ferry systems may also apply for funding
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Eligibility
 Entities specifically encouraged to apply:
- Owners or operators of federally regulated terminals, facilities, U.S. inspected
passenger vessels or ferries as defined in the Maritime Transportation Security Act
(MTSA) and Title 33 of the Code of Federal Regulations (CFR) Parts 101, 104,
105, and 106
- Port authorities or other State and local agencies that are required to provide
security services to eligible Ferry System applicants (MTSA regulated facilities)
pursuant to an AMSP or a Facility or Vessel Security Plan
- Consortia composed of local river organizations, ports and terminal associations,
and other local stakeholder groups representing federally regulated ports,
terminals, U.S. inspected passenger vessels or ferries that are required to provide
security services to federally regulated facilities in accordance with an AMSP or a
Facility or Vessel Security Plan
- Group I and II Fiduciary Agents (including newly identified Group II port areas who
choose to begin the FA process)
- Eligible ferry systems
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Available Funding
 Each Group I and Group II port area has been designated a specific
amount of money based upon the FY 2009 risk analysis
 Group III, All Other Port Areas and Ferry Systems compete for the
funding identified in their corresponding Group
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Port Wide Risk Management
 During 2009, DHS will continue its effort to encourage and help
coordinate port security planning efforts, such as the Area Maritime
Security Plans (AMSP), with complementary initiatives underway at
the State and Urban Area levels
 Implementing the National Infrastructure Protection Plan (NIPP) Risk
Management Strategy is a fundamental shift of the PSGP:
Old Focus
New Focus
Security of
individual
facilities security
within ports
Port-Wide Risk
Management
approach that
compliments
urban area and
state efforts
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Port Wide Risk Management
 Program will build on successes of previous years by continuing to
encourage port-wide partnerships, regional management of risk, and
business continuity
- Group I and Group II port areas are in the process of developing PortWide Risk Management/Mitigation and Business Continuity/Resumption
of Trade plans that address the gaps in authorities, capabilities,
capacities, competencies, and partnerships in these ports and identify
their prioritized projects for the next five years
- FY 2009 PSGP will continue to fund those projects identified in the plan
 This strategy will focus the security needs of port stakeholders and
will provide ports with investment justifications for Federal dollars
 Adoption of a deliberate risk management planning process,
consistent with that employed in the UASI and State programs, is
also a key focus of the SAFE Port Act (Public Law 109-347)
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Port Wide Risk Management Deliverables
Concept of
Operations
Draft
Plan
Final
Plan
Investment
Justifications
 Due within 30
calendar days of
award
 Due 180 calendar
days after CONOPS
approval
 Due 90 days after
comments received
on draft plan
 Due 30 days after
Final Plan
approval
 Federal comments
provided within 14
days after receipt
of CONOPS
 Federal comments
provided within 21
days after receipt of
draft
 Reviewed and
approved by the
PSGP Executive
Steering
Committee
 Reviewed and
approved by
AMSC and PSGP
Executive Steering
Committee
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Port Wide Risk Management Deliverables
 Concept of Operations (CONOPS)
- 2 pages in length
- 2 part focus
• 1. Risk Management/Mitigation
• 2. Business Operations/Resumption of Trade
- Primary elements:
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Roles and responsibilities of key subcommittee members
Relationship of FA and AMSC
How plan will be developed (in house/contract support)
Timeline for developing and implementing plan
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Port Wide Risk Management Deliverables
 The Plan
- Complements Area Maritime Security Plans, not meant to replace them
- Provides a 5-year investment strategy and establishes a forward-looking
risk management approach for non-federal segments of the port community
- Identifies port wide gaps in security, authorities, capabilities, capacities,
competences and partnerships across the security continuum of awareness,
prevention, protection, response and recovery
- Port specific risk based upon MSRAM results and Area Maritime Security
preparedness activities
- Links to other Federal plans (National Strategy for Maritime Security,
National Infrastructure Protection Plan, Maritime Incident Response Plan)
- No more than 20% of the total award amount may be used in the
development of the Plan (no non-federal cost share requirement for this
portion)
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Port Wide Risk Management Deliverables
 Investment Justifications (IJs)
- i.e. Projects (based on Final Plan)
- Not required from the FA until Final Plan has been approved
- Remaining funds will used to implement prioritized projects that provide
the greatest risk reduction benefit for the port area as a whole, and which
support the developed plan
- Non-federal cost share requirement is 25% percent of the total project
cost. Because the FA represents and serves on behalf of the AMSC, a
public sector entity, the public cost share requirement (25%) is applicable
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Fiduciary Agent Requirement
 For the past two rounds of funding, each Group I and Group II port
area was required to select a single entity to act as the Fiduciary
Agent (FA) for that port area
 The FA serves as the principal point of contact with FEMA for
application, management and administration of the PSGP award
- Responsible for ensuring that all sub-recipients are compliant with the
terms and conditions of the award
- Not the sole decision maker as to the use of these funds, works in
conjunction with the Captain of the Port (COTP) and AMSC
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Questions
Alexander R. Mrazik Jr.
Section Chief
Port Security Grant Program
202-786-9732
alexander.mrazik@dhs.gov
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