d. 46 U.S.C. 53107 (f) for determining the equivalence and duration of the use of foreign-flagged vessels to replace the ability of U.S.-flagged vessels to transport cargo from a participant who entered into an operating agreement in accordance with point 46.C 53103, whose capacity has been removed from normal service for U.S.-flagged vessels to meet visa quota requirements. Such foreign-flagged vessels are permitted to carry cargo under the Cargo Preference Act of 1904 (10 U.S.C 2631), P.R. 17 (46 U.C 55304) is subject to the Cargo Preference Act of 1954 (46 U.C 55305) and 46 U.C 55302 (a). However, all procedures for the use of these foreign-flagged vessels for cargo transport subject to the Cargo Preference Act of 1904 must be approved by USTRANSCOM before it takes effect. Homepage, page 64466 The applicant below asks to participate in the Maritime Authority`s «Voluntary Intermodal Maritime Agreement.» The text of this agreement is published in the Federal Register. This agreement complies with Section 708 of the amended Defense Production Act of 1950 (50 App. U.S.C.
2158). The provisions of this agreement appear to be 44 CFR Part 332 and are reflected in 49 CFR subtitles A. Any U.S.-flagged ship operator seeking priority consideration for doD peace agreements must register 100% of its U.S. flag capability and related services in the VISA program and support no less than 50% of its total U.S. flag capacity under Phase III of the VISA program. Participants engaged in fishing activities in international trade can achieve a high level of conduct at the time of awarding DOD peace contracts by imposing minimum capacity percentages for the three stages of the VISA or basic animal examination, imposing the minimum capacity percentage only for Phase III of the VISA. USTRANSCOM and MARAD will coordinate to ensure that the amount of seabed engaged in Phases I and II will not have negative national economic effects. In order to minimize domestic trade disruptions, participants operating vessels exclusively in the domestic Market of the Jones Act are not required to require the capacity of these domestic commercial vessels at visa I and II levels. The requirements for the overall VISA requirement are based on annual registration. Perhaps the first real ship-sharing agreement was, quite rightly, the Vessel Sharing Agreement (which led to the use of the term «VSA» to describe such agreements) between Sea-Land Service, Inc., Nedlloyd Lijnen, B.V. and P-O Containers, Ltd. This agreement was intended to maximize the use of the then very large and fuel-efficient container ships (the «Econships») that Sea-Land had acquired from the estate of the insolvent U.S.
Lines. The P3 and G6 agreements have a similar purpose: to maximize the use of large efficient vessels as a means of reducing transport costs. In other words, some of the fundamental reasons why the lines are written in the VSAs have remained unchanged over the years. A. Step III: An air carrier wishing to participate in doD peace and transportation agreements must register at Level III no less than 50% of its total U.S. flag capacity. Air carriers that receive DOT payments under the MSP or air carriers affected by the amended section 909 of the Merchant Marine Act of 1936 and are not registered in the PRS have registered vessels receiving such assistance in Phase III.