Federal Register / Vol. 69, No. 193 / Wednesday, October 6, 2004 / Notices 59983

1SEP–14 was initiated on February 13, 1990, as 

a result of recommendations from a Transportation 

Research Board (TRB) task force formed to explore 

innovative contracting practices. The memorandum 

initiating the SEP–14 program can be found at the 

following URL: http: www.fhwa.dot.gov/

programadmin/contracts/021390.htm.

property and mail from a point or points 

in the United States, via intermediate 

points, to a point or points in the 

People’s Republic of China open to 

scheduled international operations, and 

beyond. Gemini also seeks designation 

as the next U.S. scheduled all-cargo 

carrier to China and asks the 

Department to allocate to Gemini the 

twelve all-cargo frequencies that will be 

available on March 25, 2006.

Docket Number: OST–2004–19077–

31. 

Date Filed: September 22, 2004. 

Due Date for Answers, Conforming 

Applications, or Motion to Modify 

Scope: N/A. 

Description: Application of 

Continental Airlines, Inc. requesting a 

certificate of public convenience and 

necessity authorizing Continental to 

engage in scheduled foreign air 

transportation of persons, property and 

mail between New York/Newark and 

Beijing and Shanghai, an allocation of 

seven weekly U.S.-China frequencies in 

2005 and seven additional frequencies 

in 2006 and authority to integrate this 

authority with Continental’s other 

certificate and exemption authority and 

to grant such other relief as the public 

interest may require. 

Docket Number: OST–2004–19077–

32. 

Date Filed: September 22, 2004. 

Due Date for Answers, Conforming 

Applications, or Motion to Modify 

Scope: N/A. 

Description: Application of Northwest 

Airlines, Inc. requesting: (1) An 

allocation of eight of the twelve allcargo frequencies available to 

designated U.S. carriers effective March 

25, 2006 under the recently amended 

aviation agreement between the United 

States and People’s Republic of China 

(PRC); (2) a temporary, experimental 

certificate of public convenience and 

necessity authorizing Northwest to 

provide scheduled foreign air 

transportation of property and mail 

between a point or points in the United 

States, via any intermediate points, to a 

point or points in China open to 

scheduled international operations, and 

beyond to any points outside of China, 

with full traffic rights; and (3) authority 

to integrate Northwest’s existing 

exemption and certificate authority with 

the new certificate authority sought 

herein.

Docket Number: OST–2004–19189–1. 

Date Filed: September 22, 2004. 

Due Date for Answers, Conforming 

Applications, or Motion to Modify 

Scope: October 13, 2004. 

Description: Application of Centurion 

Air Cargo, Inc. requesting a certificate of 

public convenience and necessity, and 

to the extent necessary, designations, 

authorizing Centurion to engage in 

scheduled foreign air transportation of 

property and mail to and from the sixtyfour countries listed herein that have 

concluded ‘‘open skies’’ aviation 

agreements or ‘‘open skies’’ all-cargo 

scheduled service amendments with the 

United States.

Andrea M. Jenkins, 

Program Manager, Docket Operations, 

Federal Register Liaison.

[FR Doc. 04–22501 Filed 10–5–04; 8:45 am] 

BILLING CODE 4910–62–P

DEPARTMENT OF TRANSPORTATION

Federal Highway Administration 

New Special Experimental Project 

(SEP–15) To Explore Alternative and 

Innovative Approaches to the Overall 

Project Development Process; 

Information

AGENCY: Federal Highway 

Administration (FHWA), DOT.

ACTION: Notice.

SUMMARY: The FHWA is establishing a 

new Special Experimental Project (SEP–

15) to encourage tests and 

experimentation in the entire 

development process for transportation 

projects. SEP–15 is aimed specifically at 

increased project management 

flexibility, more innovation, improved 

efficiency, timely project 

implementation, and new revenue 

streams. The FHWA plans to use the 

lessons learned from SEP–15 to develop 

more effective approaches to project 

planning, project development, finance, 

design, construction, maintenance, and 

operations.

DATES: This new experimental project is 

being initiated on October 6, 2004.

FOR FURTHER INFORMATION CONTACT:

Division Offices: A complete list of 

contact information for the FHWA 

Division Offices may be found at: http:/

/www.fhwa.dot.gov/keyfield/famc.htm.

Headquarters: Mr. Dwight Horne, Office 

of Program Administration (HIPA), (202) 

366–0494 or Mr. L. Harold Aikens, Jr., 

Office of the Chief Counsel (HCC–30), 

(202) 366–0791, 400 Seventh Street, 

SW., Washington, DC 20590. Office 

hours are from 7:45 a.m. to 4:15 p.m., 

e.s.t., Monday through Friday, except 

Federal holidays.

SUPPLEMENTARY INFORMATION: 

Electronic Access 

An electronic copy of this document 

may be downloaded using a modem and 

suitable communications software from 

the Government Printing Office 

Electronic Bulletin Board Service at 

(202) 512–1661. Internet users may 

reach the Office of the Federal Register’s 

home page at http://www.archives.gov/

fedreg and the Government Printing 

Office’s Web page at http://

www.gpoaccess.gpo.gov/nara.

Background 

The Federal Highway Administration 

(FHWA) has long encouraged increased 

private sector participation in the 

project development, finance, design, 

construction, maintenance, and 

operations of highways and bridges. The 

private sector has expertise often not 

available to the public sector that can 

bring innovation, flexibility, and 

efficiencies to certain types of projects. 

For some time, FHWA has conducted 

tests in the area of contracting practices 

under Special Experimental Project No. 

14 (SEP–14)1. Many of these practices 

have facilitated greater private sector 

investment. Since its inception in 1990, 

SEP–14 has been successful in 

advancing over 300 projects, and due to 

SEP–14, a number of contracting 

practices previously considered 

experimental have become a regular part 

of the highway program, such as designbuild, cost-plus-time bidding, lane 

rental, and the use warranties.

The FHWA has also encouraged 

innovations in the area of transportation 

financing. In 1994, Executive Order 

12893, Principles for Federal 

Infrastructure Investment, established 

more cost-effective infrastructure 

investment as a priority for all Federal 

agencies. This Executive Order 

prompted more systematic analyses of 

the costs and benefits of proposed 

infrastructure investments, efficient 

management of infrastructure, greater 

private sector investment in 

infrastructure, and encouragement of 

more effective State and local programs. 

In response to that Executive Order, the 

U.S. Department of Transportation (U.S. 

DOT) and the FHWA undertook a major 

initiative in 1994 to promote and 

facilitate infrastructure investment. 

This initiative was launched with the 

introduction of an experimental ‘‘Test 

and Evaluation’’ program, designated as 

TE–045, to solicit ideas from the States 

on a range of new financial strategies 

designed to stretch limited 

transportation dollars by creating new, 

59984 Federal Register / Vol. 69, No. 193 / Wednesday, October 6, 2004 / Notices 

more flexible ways to leverage Federalaid highway funds. The TE–045 

initiative has generated substantial 

benefits in terms of building more 

projects with fewer Federal dollars and 

accelerating project construction. Many 

of the innovations tested were 

subsequently approved for general use 

through administrative action or 

legislative changes made under the 

National Highway System Designation 

(NHS) Act of 1995 (Pub. L. 104–59; 109 

Stat. 568; Nov. 28, 1995), and the 

Transportation Equity Act for the 21st 

Century (TEA–21) (Pub. L. 105–178; 112 

Stat. 107; June 9, 1998). 

More recently, an increasing number 

of States and private ventures have 

explored public-private partnerships in 

which the private sector partner could 

assume a greater role in project 

planning, project development, 

financing, construction, maintenance, 

and operation. Because these projects 

involve elements of project planning, 

development, environmental analysis, 

construction, maintenance, operation, 

and financing, they extend well beyond 

innovative contracting practices 

contemplated by SEP–14 and the 

financing tools encompassed by TE–

045.

State interest in public private 

partnerships is expected to increase. 

Private sector investment can make up 

some of the public funding shortfall, but 

it will require a fair return on 

investment. Tolls certainly will 

represent a major source of funds to 

support private sector investment, but 

other potential sources of income such 

as development fees and tax increment 

financing may also be needed. These 

features often add to the complexity of 

project development. 

Several States and private entities 

have asked for FHWA’s guidance in 

implementing innovative arrangements 

and have queried how these new 

arrangements will be treated under 

Federal laws affecting highway projects. 

Some recent SEP–14 applications have 

sought to incorporate initiatives that go 

beyond innovative contracting, to 

include environmental compliance, 

right of way acquisition, and financing. 

These applications have been difficult 

to fit within the limits of SEP–14. Thus, 

rather than continue to manage these 

new proposals under the SEP–14 

umbrella, FHWA is initiating a new 

Special Experimental Project No. 15 

(SEP–15) pursuant to the authority 

granted the Secretary by Congress in 23 

U.S.C. 502(b). SEP–15 will not be 

limited to contracting initiatives. It will 

encourage tests and experimentation in 

the entire project development process, 

specifically aimed at attracting private 

investment, leading to increased project 

management flexibility, more 

innovation, improved efficiency, timely 

project implementation, and new 

revenue streams. 

A key element of SEP–15 will be to 

identify impediments in current laws, 

regulations, and practices to the greater 

use of public-private partnerships and 

private investment in transportation 

improvements and to develop 

procedures and approaches that address 

these impediments. Of course, such 

procedures and approaches must 

continue to protect the public interest 

and any public investment in the 

project. Moreover, SEP–15 projects 

cannot be used to modify environmental 

and other requirements external to title 

23 of the United States Code. Thus, 

SEP–15 will allow for innovations in 

project delivery while maintaining 

FHWA’s stewardship responsibilities to 

protect taxpayers and the environment. 

The FHWA recognizes that SEP–15 

proposals may include multi-modal 

components. The FHWA will coordinate 

the review of multi-modal SEP–15 

proposals with the appropriate modal 

administration(s). 

The lessons learned from SEP–15 will 

aid FHWA in developing more effective 

approaches to project planning, project 

development, finance, design, 

construction, maintenance, and 

operations. Our goal is to establish 

comprehensive policies and to seek 

future legislation to authorize those 

public-private innovations that have 

proved most useful under SEP–15. 

SEP–15 

As personal and freight transportation 

needs continue to increase, public 

resources will fall behind the demand 

for investment in transportation 

infrastructure. It is unrealistic to assume 

that sufficient funding to meet this 

demand can be realized by increasing 

taxes or otherwise using only public 

funds. Additional funds must be 

obtained from other sources, such as 

drawing from private sector financing 

and investment. SEP–15 will allow 

FHWA to test project development 

approaches that provide the flexibility 

and timely decision-making often 

required to attract private capital while 

still exercising essential FHWA 

stewardship responsibilities. 

As a result, the FHWA is seeking to 

identify changes in current practices 

that could promote greater and more 

effective private sector involvement in 

the delivery of Federal-aid construction 

projects. Partnerships between private 

investors and public transportation 

agencies can bring not only greater 

funding to a project but also more 

intellectual capital and innovation. 

SEP–15 is designed to provide a 

mechanism by which States can 

facilitate public-private partnerships. 

The objective of SEP–15 is to identify 

for trial evaluation and documentation 

public-private partnership approaches 

that advance the efficient delivery of 

transportation projects while protecting 

the environment and the taxpayers. 

SEP–15 addresses four major 

components of project delivery—

contracting, compliance with FHWA’s 

National Environmental Policy Act 

(NEPA) process and other 

environmental requirements, right-ofway acquisition, and project finance. 

Given the scope of some of the 

proposals that have surfaced, elements 

of the transportation planning process 

may be involved as well. In order to 

meet the objective of SEP–15, proposals 

should describe the specific Federal-aid 

program areas of experimentation and 

identify proposed performance 

measures to evaluate the success of the 

SEP–15 project. 

Contracting 

SEP–15 incorporates SEP–14’s 

approach to innovative contracting 

practices. However, SEP–15 projects are 

likely to solicit conditional Federal 

approval earlier in the project 

development process than is typical for 

SEP–14 projects. Projects under SEP–14 

usually have passed the initial concept 

stage. Hence, competition can occur 

around proposals for which cost 

parameters can be identified. Recently, 

the FHWA encountered a number of 

proposals that seek to involve the 

private sector even earlier in the 

process. Under these proposals, only 

generalized needs or policy initiatives 

that the project would serve have been 

identified.

For this reason, State applicants 

under SEP–15 should provide detail of 

the following: 

(1) The procurement methods it will 

use over the life of the project to 

encourage adequate competition. Many 

of the proposals developed to date are 

an offshoot of the design-build concept. 

SEP–15 proposals need not be limited 

by these concepts. However, given the 

very long lead-time and the large scope 

that a SEP–15 project might involve, 

FHWA is concerned that adequate 

competition is maintained and that 

qualitative and quantitative (price) 

evaluation factors are considered at key 

stages of the project. 

(2) Applicants should specify any title 

23, U.S.C., and FHWA regulatory 

requirements that may have to be 

waived or modified in order to conduct 

a successful SEP–15 test, together with 

Federal Register / Vol. 69, No. 193 / Wednesday, October 6, 2004 / Notices 59985

2E.O. 13274, Environmental Stewardship and 

Transportation Infrastructure Project Reviews, 

issued on September 18, 2002, emphasizes the 

importance of expedited transportation project 

delivery while being good stewards of the 

environment.

a justification or explanation for the 

modification. Applicants should also 

describe how laws and other 

requirements that fall outside title 23, 

U.S.C., and thus cannot be waived 

under SEP–15, would be affected by 

proposed changes in standard 

procedure. This includes not only the 

environmental laws discussed in the 

following section, but other 

requirements external to title 23, U.S.C.. 

(3) Many of the controls imposed by 

title 23, U.S.C., and implementing 

requirements provide for oversight and 

control to protect the public interest. It 

is clear from the proposals the FHWA 

has seen to date that some of these 

controls have created real and 

unnecessary impediments to innovation 

and greater private investment. Thus, an 

applicant should be prepared to 

describe how it will ensure an 

appropriate level of public oversight 

and control, while also encouraging 

innovation and flexible, efficient 

procedures throughout the life of the 

project. The FHWA has no preconceived 

measures in mind. We are concerned 

about meeting quality standards, 

monitoring compliance with 

government-wide policies, contracting 

process requirements, and other 

stewardship responsibilities. 

(4) The FHWA is particularly 

interested in proposals that can 

successfully accomplish the goals 

mentioned above. The FHWA has 

considerable authority under SEP–15 to 

test new ideas and is prepared to grant 

considerable flexibility if it is clear that 

its stewardship responsibilities can be 

met. 

Applicants will be allowed maximum 

flexibility in determining their own 

procurement methods consistent with 

their State law but need to specify State 

requirements that cannot be waived. 

Compliance with Environmental and 

Planning Laws 

SEP–15 applicants must still fully 

comply with all requirements of NEPA 

and other State and Federal 

environmental and planning laws and 

regulations. These requirements include 

all metropolitan and statewide planning 

provisions related to local consultation, 

public involvement, and project 

selection. Successful applicants, 

however, may be provided flexibility in 

the application of FHWA’s project 

development and NEPA implementation 

requirements, so long as there is 

verifiable compliance of the statutory 

requirements and regulations 

promulgated by agencies other than 

FHWA. Examples of innovation in the 

environmental area might include the 

following. 

(1) The FHWA’s design-build 

regulations (23 CFR Part 636) prohibit 

States from issuing a request for 

proposal (RFP) for a project prior to 

approval of the Record of Decision 

(ROD). This restriction would not 

necessarily apply under SEP–15. 

However, applicants will be responsible 

for demonstrating that any changes to 

the traditional timing of actions within 

the NEPA project development process 

and contracting for professional 

services, design and/or construction, 

will not influence the NEPA analysis. 

SEP–15 is not a blanket waiver of basic 

NEPA process requirements found in 

the Council on Environmental Quality 

(CEQ) Regulations (40 CFR Parts 1500–

1508) or FHWA’s Environmental 

Regulation (23 CFR Part 771). 

Applicants must also understand the 

risk of taking advantage of this 

flexibility. If more than preliminary 

design is performed for a specific 

alternative prior to the ROD or final 

NEPA document, that work may be lost 

if another specific alternative is chosen 

in the ROD. Under no circumstances 

may construction begin prior to 

completion of the NEPA process. 

(2) Under current law, a successful 

applicant may allow a contractor to 

conduct environmental analysis and 

prepare NEPA documents. However, the 

State Department of Transportation 

(State DOT) in cooperation with FHWA 

must provide direction and oversight 

during the NEPA process and 

development of NEPA documents. In all 

cases, the State DOT in cooperation 

with FHWA will be responsible for 

demonstrating that NEPA documents 

are objective by carefully reviewing the 

document with in-house experts or 

consultant advisors hired by the State 

DOT. For SEP–15 projects, FHWA will 

maintain its role as the lead Federal 

agency and will independently review 

and evaluate the NEPA documents prior 

to taking an approval action. 

(3) Proposals that are very large in 

scope or slated to be built over a long 

time period might benefit from a tiered 

environmental process. While such 

tiering has always been allowed, 

transportation agencies have not made 

extensive use of tiered environmental 

analyses.

(4) The scope and nature of some of 

the proposals present particular 

challenges for public involvement and 

interagency coordination and 

consultation. Applicants are encouraged 

to identify innovative ways to include 

the public and other agencies in various 

phases of planning and project 

development. 

Improved coordination with resource 

agencies is a key element of the 

environmental streamlining provisions 

of TEA–21. These provisions also have 

been enhanced by Executive Order 

13274, Environmental Stewardship and 

Transportation Infrastructure Project 

Reviews.2 Proposals that take advantage 

of these provisions in a creative manner 

could be particularly useful.

Right-of-Way Acquisition 

Early acquisition of right-of-way, in 

spite of some risk, is a particularly 

useful tool to preserve transportation 

corridors from conflicting land uses. 

Also, early acquisition could influence 

land uses adjoining the potential 

corridor in a manner that is consistent 

with the ultimate transportation project 

and may even be appropriate to preserve 

the possibility of identified joint 

development initiatives. Thus, FHWA 

anticipates that timely land acquisition, 

or other land use control methods, 

could well be a part of a SEP–15 

proposal. 

Existing law provides project 

sponsors with an array of options to 

acquire right-of-way using both Federal 

and non-Federal funds. SEP–15 adds to 

that flexibility. For example, FHWA 

regulations currently discourage the 

award of a construction contract prior to 

acquisition of all necessary rights-ofway (ROW) (23 CFR 635.309). 

Environmentally neutral proposals that 

assure that landowners and tenants are 

receiving fair compensation, relocation 

assistance, and benefits guaranteed by 

the Uniform Relocation Assistance and 

Real Property Acquisitions Policies Act 

of 1970 (42 U.S.C. 4601 et seq.) could 

be eligible for modification of the ROW 

certification requirements, similar to the 

ROW phasing procedures under current 

design-build regulations. 

Project Finance 

Project financing for SEP–15 projects 

will likely come from a mix of Federal, 

State, local, and/or private funds. 

Building on the TE–045 initiative, SEP–

15 will focus on financing innovations 

specifically associated with publicprivate partnerships. Existing Federal 

law already has a number of provisions 

that encompass a considerable range of 

financial arrangements. 

The Transportation Infrastructure 

Finance and Innovative Act (TIFIA) 

program, (http://tifia.fhwa.dot.gov/), 

which facilitates a range of financing 

approaches, will continue to be a key 

element in FHWA’s efforts to encourage 

59986 Federal Register / Vol. 69, No. 193 / Wednesday, October 6, 2004 / Notices 

the formation of public-private 

partnerships. This program is designed 

specifically to encourage greater 

leveraging of public transportation 

funds and attract private investment to 

transportation projects by providing 

credit assistance in the form of direct 

loans, loan guarantees, and standby 

lines of credit. 

Little use has been made of the loan 

authority provided by 23 U.S.C. 

129(a)(7). The FHWA welcomes 

proposals to use this ‘‘129(a)(7)’’

authority, which allows highway 

apportionments to be used for low cost 

loans to projects with dedicated revenue 

sources, as part of a three-way financing 

partnership between the State, the 

private venture partner, and the FHWA. 

By coupling ‘‘129(a)(7) authority’’ with 

TIFIA, tax-exempt bond financing, and 

Federal-aid grant funding as an 

integrated financing package, FHWA 

believes that this kind of partnership 

will serve as a catalyst for moving 

public-private partnerships quickly 

from concept to construction. When the 

State makes a 129(a)(7) loan to an 

eligible public or private entity, the 

State receives reimbursement from 

FHWA and is repaid the loan amount 

plus applicable interest by the borrower, 

which the State may then use for any 

eligible title 23 U.S.C. purpose; thus, 

assisting the State to establish a 

revolving loan fund for future projects. 

The FHWA will devote the internal 

resources necessary to evaluate the 

financing package, offer alternative 

financing solutions, and establish 

financial feasibility in order to move the 

project from concept to commitment of 

Federal funds (where applicable) and 

construction. 

Joint Development Agreements 

In addition to the transportation 

project itself, significant benefit and 

revenue potential may be realized from 

joint use of the transportation facility. 

Thus, the ROW may be used both for 

transportation purposes and other uses 

that are compatible with the 

transportation use, such as airspace 

development. Even joint use of the 

airspace of Interstate and other limited 

access highways is favored, so long as 

the transportation purpose is not 

impaired. States are encouraged to enter 

into joint development agreements with 

private parties by current Federal law, 

23 U.S.C. 156. Under this provision, if 

FHWA participates in the cost of 

acquiring real property needed for a 

proposed project, there are specific 

requirements that apply to the sale or 

lease of the real property acquired with 

Federal funds (such as air rights). These 

requirements may include such things 

as ensuring that the amount realized by 

sale or lease represents the fair market 

value of the interest at issue. The net 

realized must be dedicated to 

transportation purposes. Waivers of the 

requirement to charge the fair market 

value are available in limited 

circumstances. 

Application Process 

A State DOT should submit SEP–15 

proposals to the appropriate FHWA 

Division Office. Proposals may include 

localities and private transportation 

ventures as project sponsors. SEP–15 

applications should provide a brief 

description of the project, including the 

innovative techniques proposed and the 

expected value of those techniques. 

Upon the completion of major 

milestones, the public-private sponsors 

will be responsible for submitting an 

independently prepared report that 

summarizes lessons learned from the 

SEP–15 process. These reports shall 

include the experiment undertaken, the 

lessons learned, evaluate the success of 

the process and its impact on the 

project, and recommend statutory and 

regulatory changes with an explanation 

of how the changes will improve the 

delivery of the Federal-aid highway 

program. 

Conclusion 

The Secretary has identified publicprivate partnerships as being an 

important element of the Department’s 

ability to reduce congestion and 

maintain the highway system. To this 

end, SEP–15 is designed to encourage a 

broad range of innovations in project 

planning, project development, finance, 

design, construction, maintenance, and 

operations. This notice outlines some 

areas in which States may experiment 

and innovate in order to help provide 

some framework for experimentation. 

Project proponents applying under SEP–

15, however, are encouraged to propose 

innovations in all areas of title 23, 

U.S.C.

(Authority: 23 U.S.C. 315 and 502).

Issued on: September 23, 2004. 

Mary E. Peters, 

Federal Highway Administrator.

[FR Doc. 04–21975 Filed 10–5–04; 8:45 am] 

BILLING CODE 4910–22–P

DEPARTMENT OF THE TREASURY

Senior Executive Service Departmental 

Performance Review Board

AGENCY: Treasury Department.

ACTION: Notice of members of the 

Departmental Performance Review 

Board (PRB). 

SUMMARY: Pursuant to 5 U.S.C. 

4314(c)(4), this notice announces the 

appointment of members of the 

Departmental PRB. The purpose of this 

PRB is to review and make 

recommendations concerning proposed 

performance appraisals, ratings, bonuses 

and other appropriate personnel actions 

for incumbents of SES positions for 

which the Secretary or Deputy Secretary 

is the appointing authority. These 

positions include SES bureau heads, 

deputy bureau heads and certain other 

positions. The Board will perform PRB 

functions for other key bureau positions 

if requested. 

Composition of Departmental PRB:

The Board shall consist of at least three 

members. In the case of an appraisal of 

a career appointee, more than half the 

members shall consist of career 

appointees. The names and titles of the 

PRB members are as follows:

Wayne A. Abernathy, Assistant Secretary 

(Financial Institutions); Rebecca A. 

Contreras, Deputy Assistant Secretary 

(Human Resources) and Chief Human Capital 

Officer; Jesus H. Delgado-Jenkins, Deputy 

Assistant Secretary (Management and 

Budget); John M. Duncan, Assistant Secretary 

(Legislative Affairs); James H. Fall III, Deputy 

Assistant Secretary (Technical Assistance 

Policy); Reese H. Fuller, Advanced 

Counterfeit Deterrence Program Director 

(Domestic Finance); Geraldine A. Gerardi, 

Director for Business Taxation; Donald V. 

Hammond, Fiscal Assistant Secretary; Ira L. 

Hobbs, Chief Information Officer; Gregory F. 

Jenner, Deputy Assistant Secretary (Tax 

Policy); Jeffrey F. Kupfer, Deputy Chief of 

Staff; Robert Nichols, Assistant Secretary 

(Public Affairs); Patricia J. Pointer, Deputy for 

Human Resources; Randal K. Quarles, 

Assistant Secretary (International Affairs); 

Brian C. Roseboro, Under Secretary 

(Domestic Finance); Mary Beth Shaw, 

Executive for DC Pensions Policy and 

Oversight; Christopher A. Smith, Chief of 

Staff; Juan C. Zarate, Assistant Secretary 

(Terrorist Financing); Marla A. Freedman, 

Assistant Inspector General for Audit, Office; 

William H. Pugh, Deputy Assistant Inspector 

General for Audit (Financial Management); 

Dennis S. Schindel, Deputy Inspector 

General; Arthur J. Libertucci, Administrator, 

Tax and Trade Bureau; John J. Manfreda, 

Deputy Administrator, Tax and Trade 

Bureau; Marcia H. Coates, Senior Advisor, 

United States Mint; Henrietta H. Fore, 

Director, United States Mint; Jerry W. Horton, 

Chief Information Officer, United States 

Mint; David A. Lebryk, Deputy Director, 

United States Mint; Nancy Coto Fleetwood, 

Assistant Commissioner, Information 

Resources, Financial Management Service; 

Richard L. Gregg, Commissioner, Financial 

Management Service; Scott Johnson, 

Assistant Commissioner, Management (Chief 

Financial Officer), Financial Management