Federal Register / Vol. 76, No. 1 / Monday, January 3, 2011 / Notices 207 

the SPR funds apportioned annually 

must be used for research, development, 

and technology transfer activities. In 

accordance with government-wide grant 

management procedures, a grant 

application must be submitted for these 

funds. In addition, recipients must 

submit periodic progress and financial 

reports. In lieu of Standard Form 424, 

Application for Federal Assistance, the 

FHWA uses a work program as the grant 

application. The information contained 

in the work program includes task 

descriptions, assignments of 

responsibility for conducting the work 

effort, and estimated costs for the tasks. 

This information is necessary to 

determine how FHWA planning and 

research funds will be utilized by the 

State Transportation Departments and if 

the proposed work is eligible for Federal 

participation. The content and 

frequency of submission of progress and 

financial reports specified in 23 CFR 

part 420 are specified in OMB Circular 

A–102 and the companion common 

grant management regulations. 

Respondents: 52 State Transportation 

Departments, including the District of 

Columbia and Puerto Rico. 

Frequency: Annual. 

Estimated Average Annual Burden 

per Response: 560 hours per 

respondent. 

Estimated Total Annual Burden 

Hours: 29,120 hours. 

Authority: The Paperwork Reduction Act 

of 1995; 44 U.S.C. Chapter 35, as amended; 

and 49 CFR 1.48. 

Issued On: December 22, 2010. 

Judith Kane, 

Acting Chief, Management Programs and 

Analysis Division. 

[FR Doc. 2010–32721 Filed 12–30–10; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Transit Administration 

Intent To Prepare an Environmental 

Impact Statement for Proposed Transit 

Improvements to the North Red and 

Purple Lines, Cook County, IL 

AGENCY: Federal Transit Administration, 

U.S. Department of Transportation. 

ACTION: Notice of Intent to Prepare an 

Environmental Impact Statement. 

SUMMARY: The Federal Transit 

Administration (FTA), as the lead 

Federal agency, and the Chicago Transit 

Authority (CTA) intend to prepare a 

Tier 1 Environmental Impact Statement 

(Tier 1 EIS) for the North Red and 

Purple Line Modernization (RPM) 

Project in Cook County, Illinois. The 

CTA operates the rapid transit system in 

Cook County, Illinois. The proposed 

project, described more completely 

within, would bring the North Red and 

Purple lines up to a state of good repair 

from the track structure immediately 

north of Belmont Station in Chicago, 

Illinois to the Linden terminal in 

Wilmette, Illinois. The purpose of this 

Notice of Intent is to (1) alert interested 

parties regarding the intent to prepare 

the EIS, (2) to provide information on 

the nature of the proposed project and 

possible alternatives, and (3) to invite 

public participation in the EIS process. 

DATES: Written comments on the scope 

of the EIS, including the project’s 

purpose and need, the alternatives to be 

considered, the impacts to be evaluated, 

and the methodologies to be used in the 

evaluations should be sent to CTA on or 

before February 18, 2011. See 

ADDRESSES below for the address to 

which written public comments may be 

sent. Four public scoping meetings to 

accept comments on the scope of the 

EIS will be held on the following dates: 

• Monday, January 24, 2011; 6 p.m. to 

8:30 p.m.; at St. Augustine College, 1345 

West Argyle Street, Chicago, IL 60640. 

• Tuesday, January 25, 2011; 6 p.m. 

to 8:30 p.m.; at the Nicholas Senn High 

School, 5900 North Glenwood Avenue, 

Chicago, IL 60660. 

• Wednesday, January 26, 2011; 6 

p.m. to 8:30 p.m.; at the New Field 

Primary School, 1707 West Morse 

Avenue, Chicago, IL 60626. 

• Thursday, January 27, 2011; 6 p.m. 

to 8:30 p.m.; at the Fleetwood-Jourdain 

Community Center, 1655 Foster Street, 

Evanston, IL 60201. 

The buildings to be used for the 

scoping meetings are accessible to 

persons with disabilities. Any 

individual who requires special 

assistance or language translation, such 

as a sign language interpreter, to 

participate in the scoping meeting 

should contact Mr. Jeff Wilson, 

Government and Community Relations 

Officer, Chicago Transit Authority, at 

312–681–2712 or 

jwilson@transitchicago.com, five days 

prior to the meeting. 

Scoping materials describing the 

project purpose and need and the 

alternatives proposed for analysis will 

be available at the meetings and on the 

CTA Web site http:// 

www.transitchicago.com/rpmproject. 

Paper copies of the scoping materials 

may also be obtained from Mr. Jeff 

Wilson, Government and Community 

Relations Officer, Chicago Transit 

Authority, at 312–681–2712 or 

jwilson@transitchicago.com. 

An interagency scoping meeting will 

be held on Monday, January 24 at 10:30 

a.m. at CTA Headquarters, in 

Conference Room 2A, 567 W. Lake 

Street, Chicago, IL 60661. 

Representatives of Native American 

Tribal governments and Federal, State, 

regional, and local agencies that may 

have an interest in any aspect of the 

project will be invited to be 

participating or cooperating agencies, as 

appropriate. 

ADDRESSES: Comments will be accepted 

at the public scoping meetings or they 

may be sent to Mr. Steve Hands, 

Strategic Planning and Policy, Chicago 

Transit Authority, P.O. Box 7602, 

Chicago, IL 60680–7602, or via e-mail at 

RPM@transitchicago.com. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Reginald Arkell, Community Planner, 

Federal Transit Administration, Region 

V, 200 West Adams Street, Suite 320, 

Chicago, IL 60606, phone 312–886– 

3704, e-mail reginald.arkell@dot.gov. 

SUPPLEMENTARY INFORMATION: 

Scoping 

The FTA and CTA invite all 

interested individuals and 

organizations, public agencies, and 

Native American Tribes to comment on 

the scope of the Tier 1 EIS, including 

the project’s purpose and need, the 

alternatives to be studied, the impacts to 

be evaluated, and the evaluation 

methods to be used. The Tier 1 EIS will 

be a planning level EIS that will allow 

the CTA and FTA to use the National 

Environmental Policy Act (NEPA) 

process as a tool to involve agencies and 

the public in the decision making 

process for the project as well as to 

capture any associated or cumulative 

impacts on the environment. This 

process will ensure that: the complete 

9.5-mile RPM corridor is analyzed; the 

EIS is used to help refine and prioritize 

design concepts, and; related 

components of the project are grouped 

together for future analysis. After this 

Tier 1 EIS process is complete, 

component projects can each be 

evaluated more specifically with a 

second-tier EIS and/or other NEPA 

environmental documentation as 

needed. These ensuing NEPA 

documents can reference and 

summarize information from the Tier 1 

EIS and concentrate on the issues 

specific to the subsequent actions (40 

CFR 1502.20). Comments should 

address (1) the project’s priorities and 

appropriate cost-effective alternatives 

and components, and (2) any significant 

environmental impacts relating to the 

alternatives. 

NEPA ‘‘scoping’’ (40 CFR 1501.7) has 

specific and fairly limited objectives, 

one of which is to identify the 


jlentini on DSKJ8SOYB1PROD with NOTICES
208 Federal Register / Vol. 76, No. 1 / Monday, January 3, 2011 / Notices 

significant issues associated with 

alternatives that will be examined in 

detail in the Tier 1 EIS, while 

simultaneously limiting consideration 

and development of issues that are not 

truly significant. It is in the NEPA 

scoping process that potentially 

significant environmental impacts— 

those that give rise to the need to 

prepare an environmental impact 

statement—should be identified; 

impacts that are deemed not to be 

significant need not be developed 

extensively in the context of the impact 

statement, thereby keeping the 

statement focused on impacts of 

consequence. Transit projects may also 

generate environmental benefits; these 

should be highlighted as well—the 

impact statement process should draw 

attention to positive impacts, not just 

negative impacts. 

Once the scoping process is 

completed, a scoping report and 

annotated outline will be prepared and 

shared with interested agencies and the 

public. The report and outline serves at 

least three worthy purposes, including 

(1) documenting the results of the 

scoping process; (2) contributing to the 

transparency of the process; and (3) 

providing a clear roadmap for concise 

development of the environmental 

document. 

Purpose and Need for the Project 

The purpose of the North Red and 

Purple Line Modernization project is to 

bring the existing crucial transit asset 

into a state of good repair, while 

reducing travel times, improving access 

to job markets, responding to shifts in 

travel demand, better utilizing existing 

transit infrastructure and providing 

access to persons with disabilities in the 

north lakefront and north suburbs of 

Chicago. This project would also 

support the area’s economic 

development initiatives and current 

transit supportive development 

patterns. 

The need for the project is based on 

the following considerations: the North 

Red and Purple Line infrastructure is 

significantly past its useful life as most 

of it was constructed between 1900 and 

1922; much of the infrastructure is 

dilapidated and continued degradation 

could increase the cost of maintenance 

and compromise service in the future; 

transit trips are delayed and unreliable 

due to antiquated infrastructure; the 

community relies on these facilities for 

all trip types including work access and 

reverse commutes; 15 of the 21 stations 

within the project area do not have 

access for persons with disabilities; the 

volume of passengers, over 128,000 trips 

on an average weekday representing 

over 19% of all weekday and 23% of all 

weekend CTA rail trips, could not be 

accommodated either on the currently 

congested road network or through bus 

transportation alternatives; and the 

project area population is growing, 

highly transit-reliant, and diverse. 

Project Location and Environmental 

Setting 

The project area extends from the 

track structure immediately north of 

Belmont station to Linden station, 

which is approximately 9.5 miles and 

includes 21 stations and two rail yards, 

the Howard Yard and the Linden Yard. 

Currently, the Red and Purple Lines 

operate beside each other on 4 tracks for 

5.7 miles from north of Belmont station 

to Howard station, of which 1.9 miles is 

located on steel elevated structure and 

3.8 miles on earthen embankment. The 

Purple Line operates alone on 2 tracks 

for 3.8 miles from Howard station to 

Linden station on earthen embankment. 

The project area traverses dense urban 

single and multi family residential, 

commercial, and educational land uses 

and includes portions of Chicago’s 

North Side, Evanston, and Wilmette, 

Illinois. The project area includes 

numerous parks and cemeteries, and 

crosses the North Shore Channel of the 

Chicago River. 

Alternatives 

Several alternatives are proposed for 

analysis in the EIS. Public input 

received during scoping will help to 

select, reject and/or revise the following 

alternatives. 

No Action Alternative: The No Action 

Alternative would maintain the status 

quo. This alternative would include the 

absolute minimum repairs required to 

keep the Red and Purple lines 

functional. Travel patterns would 

remain the same. Travel times would 

likely continue to increase and service 

reliability would continue to degrade 

due to the need to safely operate on 

systems not considered in a state of 

good repair. Additional ADA access 

would not be provided. Minor repairs 

and upgrades would be made using 

current capital funding levels. The 

number of stations and station entrances 

would remain at 21 and 23, 

respectively. No stations would be 

renovated. The No Action Alternative is 

used as a basis for comparison for the 

other alternatives. 

Basic Rehabilitation Alternative: This 

alternative includes a strategic mix of 

repairs, rehabilitation, and replacement 

to bring the Evanston Branch (between 

Linden Terminal and Howard Station) 

and the North Red Line (between 

Belmont Station and Howard Station) 

into a minimal state of good repair. It 

would provide adequate service for the 

next 20 years. The stations, viaducts, 

and other structural elements would not 

be brought up to modern standards and 

would only meet minimal ADA 

requirements. Upgrades would be made 

to signals and communication systems. 

The number of stations and station 

entrances would remain at 21 and 23, 

respectively. 

Evanston Branch: The Evanston 

Branch, between Linden Terminal and 

Howard Station, is the northern section 

of the study area and is approximately 

3.8 miles long. This segment currently 

has 2 operating tracks with 8 stations 

(not including Howard). Only one 

station would be renovated to 

accommodate 8 car trains; two stations 

which are already accessible would 

receive minor repairs; the other six 

stations would be renovated to meet 

minimal ADA requirements. This 

alternative consists of upgrades to 

existing structures primarily within the 

existing CTA right-of-way and 

maintenance of the existing overall track 

alignment, structure, and station 

configurations. 

North Red Line: The North Red Line, 

between Belmont Station and Howard 

Station, is the southern section of the 

study area and is approximately 5.8 

miles long. This segment currently has 

4 operating tracks with 13 stations. 

Eight stations would be renovated to 

meet minimal ADA requirements; one 

station would be reconstructed; the 

remaining four stations are already 

accessible and would receive minor 

repairs. This alternative consists of 

upgrades to existing structures primarily 

within the existing CTA right-of-way 

and maintaining the existing overall 

track alignment, structure, and station 

configurations. Express service with no 

stops between Howard and Belmont 

would continue to be provided in both 

directions during peak periods. 

Basic Rehabilitation with Transfer 

Stations Alternative: This alternative 

includes all of the elements of the Basic 

Rehabilitation Alternative plus new 

transfer stations at Wilson and Loyola. 

The number of stations would remain at 

21 and the total number of station 

entrances would increase to 25. 

Evanston Branch: Same as Basic 

Rehabilitation Alternative above in this 

segment for this alternative. 

North Red Line: This alternative 

includes all of the elements of the Basic 

Rehabilitation Alternative plus new 

transfer stations at Wilson and Loyola. 

The new transfer stations and 1 mile of 

associated structures would have a 

useful life of 60–80 years; the rest of the 

improvements would have a useful life 


jlentini on DSKJ8SOYB1PROD with NOTICES
Federal Register / Vol. 76, No. 1 / Monday, January 3, 2011 / Notices 209 

of 20 years. Additional access to express 

service would be possible at the two 

new transfer stations. This alternative 

would allow for potential expanded 

hours of express service. Seven stations 

would be renovated to meet minimal 

ADA requirements; three stations would 

be reconstructed (two as transfer 

stations); the remaining three stations 

are already accessible and would 

receive minor repairs. 

Modernization 4-Track Alternative: 

This alternative would provide modern 

amenities at stations, extend the useful 

life of the system for the next 60–80 

years, increase speed and reliability, 

and address safety and accessibility 

concerns. This alternative would require 

significant right-of-way acquisitions. 

The number of stations would decrease 

to 17 and the total number of station 

entrances would increase to 31. 

Evanston Branch: All stations would 

be reconstructed or renovated to meet 

modern standards for accessibility and 

safety including modern platform 

widths and clear lines of sight, in 

addition to being expanded to 

accommodate 8 car trains. Four stations 

would be reconstructed; the remaining 

two previously-modernized stations 

would receive minor repairs. 

Reconstruction of elevated structures 

and viaducts would bring them up to 

modern standards including clearances 

for cross streets underneath viaducts. 

Minimal acquisition would be required 

to straighten curves that currently slow 

service. The potential exists to 

consolidate stops while providing 

additional access points; examples of 

this could include: Adding a 

Washington entrance to Main station 

and removing South Blvd station; and 

adding a Gaffield entrance to Noyes 

station and a Church entrance to Davis 

station and removing Foster station. 

North Red Line: All stations would be 

reconstructed or renovated to meet 

modern standards for accessibility and 

safety including modern platform 

widths and clear lines of sight. Nine 

stations would be reconstructed (two as 

transfer stations); the remaining one 

previously-modernized station would 

receive minor repairs. This alternative 

would provide express and local service 

in both directions by maintaining 4- 

tracks and would replace the existing 

structures and embankment with 

modern concrete aerial structure. This 

alternative would allow for potential 

expanded hours of express service. 

Substantial additional right-of-way 

would be required to increase platform 

widths and provide clear lines of sight, 

as well as to straighten curves that slow 

service. The potential exists to 

consolidate stops, while providing 

additional access points; examples of 

this could include: Adding an Ainslie 

entrance to Argyle station and removing 

Lawrence station; adding a Glenlake 

entrance to Granville station and a 

Hollywood entrance to Bryn Mawr 

station and removing Thorndale station; 

and providing additional access to 

Howard station at Rogers Avenue and 

removing Jarvis station. 

Modernization 3-Track Alternative: 

This alternative would provide modern 

amenities at stations, extend the useful 

life of the system for the next 60–80 

years, increase speed and reliability, 

and address safety and accessibility 

concerns. This alternative would 

remove one of the four tracks in the 

North Red Line corridor. The number of 

stations would decrease to 17 and the 

total number of station entrances would 

increase to 31. The number of stations 

to be reconstructed and repaired would 

be the same as the Modernization 4- 

Track Alternative above. 

Evanston Branch: Same as 

Modernization 4-Track Alternative 

above in this segment for this 

alternative. 

North Red Line: All stations would be 

reconstructed or renovated to meet 

modern standards for accessibility and 

safety including modern platform 

widths and clear lines of sight. This 

alternative would generally stay within 

the existing right-of-way, would 

eliminate one of the four existing tracks 

between Belmont and Howard to 

accommodate wider platforms, and 

would replace the existing structures 

and embankment with modern concrete 

aerial structure. Local service would be 

offered in both directions at all times 

and express service would be offered 

inbound in the morning and outbound 

in the evening; no reverse commute 

express service would be provided. 

Some right-of-way acquisition would be 

required to straighten curves that 

currently slow service. The potential 

exists to consolidate stops, while 

providing additional access points; 

possibilities would be the same as for 

the Modernization 4-Track Alternative 

above. 

Modernization 2-Track Underground 

Alternative: This alternative would 

provide modern amenities at stations, 

extend the useful life of the system for 

the next 60–80 years, increase speed 

and reliability, and address safety and 

accessibility concerns. This alternative 

would operate underground in a new 2- 

track alignment in place of the current 

4-track alignment in the North Red Line 

segment. The number of stations would 

decrease to 16 and the total number of 

station entrances would increase to 29. 

Evanston Branch: Same as 

Modernization 4-Track Alternative 

above in this segment for this 

alternative. 

North Red Line: This alternative 

would replace a significant portion of 

the existing 4-track elevated rail 

structure and embankment with a 

below-grade 2-track alignment. This 

alternative would provide a single more 

frequent local service in both directions 

between Linden and Belmont in this 

corridor; no express overlay service 

would be provided. The alternative 

alignment would begin north of 

Belmont and transition below ground, 

proceeding underneath the northbound 

Brown Line tracks. The alignment 

would continue northward generally 

following Sheffield/Sheridan to the 

intersection of Sheridan and Broadway, 

and then proceed north underneath 

Broadway until it transitions back to the 

elevated alignment just north of Loyola. 

Subway stations would be constructed 

at Addison, Irving Park, Wilson, Foster, 

Bryn Mawr, Glenlake, and Devon/ 

Loyola. In total, seven modern stations 

would be constructed underground; one 

station would be reconstructed above 

ground; one previously-modernized 

station would receive minor repairs. 

The current 4-track earthen 

embankment between Loyola and 

Howard would be replaced with a 2- 

track modern concrete aerial structure. 

This alternative would require right-ofway acquisition outside of the existing 

Red Line alignment for station entrances 

and auxiliary structures. Curves would 

be straightened and new subway stops 

would be located to maximize train 

speed. The potential exists in the 

remaining elevated alignment to provide 

additional access to Howard station at 

Rogers Avenue and remove Jarvis 

station. 

Possible Effects 

The purpose of this Tier 1 EIS process 

is to study, in a public setting, the 

effects of the proposed project and its 

alternatives on the quality of the human 

and natural environment. Areas of 

investigation for transit projects 

generally include, but are not limited to: 

Land use, development potential, land 

acquisition and displacements, historic 

resources, visual and aesthetic qualities, 

air quality, noise and vibration, energy 

use, safety and security, and 

ecosystems, including threatened and 

endangered species. Investigation may 

reveal that the proposed project will or 

will not substantially affect many of 

these areas. Measures will be identified 

to avoid, minimize, or mitigate any 

significant adverse impacts. 


jlentini on DSKJ8SOYB1PROD with NOTICES
210 Federal Register / Vol. 76, No. 1 / Monday, January 3, 2011 / Notices 

FTA Procedures 

The regulations implementing NEPA, 

as well as provisions of the Safe, 

Accountable, Flexible, Efficient 

Transportation Equity Act: A Legacy for 

Users (SAFETEA–LU), calls for public 

involvement in the EIS process. Section 

6002 of SAFETEA–LU requires that FTA 

and CTA do the following: (1) Extend an 

invitation to other Federal and nonFederal agencies and Native American 

Tribes that may have an interest in the 

proposed project to become 

‘‘participating agencies;’’ (2) provide an 

opportunity for involvement by 

participating agencies and the public to 

help define the purpose and need for a 

proposed project, as well as the range of 

alternatives for consideration in the EIS; 

and (3) establish a plan for coordinating 

public and agency participation in, and 

comment on, the environmental review 

process. An invitation to become a 

participating or cooperating agency, 

with scoping materials appended, will 

be extended to other Federal and nonFederal agencies and Native American 

Tribes that may have an interest in the 

proposed project. It is possible that FTA 

and CTA will not be able to identify all 

Federal and non-Federal agencies and 

Native American Tribes that may have 

such an interest. Any Federal or nonFederal agency or Native American 

Tribe interested in the proposed project 

that does not receive an invitation to 

become a participating agency should 

notify at the earliest opportunity the 

Project Manager identified above under 

ADDRESSES. 

A comprehensive public involvement 

program and a Coordination Plan for 

public and interagency involvement 

will be developed for the project and 

posted on CTA’s Web site, http:// 

www.transitchicago.com/rpmproject. 

The public involvement program 

includes a full range of activities 

including maintaining the project Web 

page on the CTA Web site and outreach 

to local officials, community and civic 

groups, and the public. Specific 

activities or events for involvement will 

be detailed in the project’s public 

participation plan. 

The Paperwork Reduction Act seeks, 

in part, to minimize the cost to the 

taxpayer of the creation, collection, 

maintenance, use, dissemination, and 

disposition of information. Consistent 

with this goal and with principles of 

economy and efficiency in government, 

it is FTA policy to limit insofar as 

possible distribution of complete 

printed sets of environmental 

documents. Accordingly, unless a 

specific request for a complete printed 

set of environmental documents is 

received (preferably in advance of 

printing), FTA and its grantees will 

distribute only the executive summary 

of the environmental document together 

with a Compact Disc of the complete 

environmental document. A complete 

printed set of the environmental 

document will be available for review at 

the CTA’s offices and elsewhere; an 

electronic copy of the complete 

environmental document will also be 

available on the CTA’s Web page. 

The EIS will be prepared in 

accordance with NEPA and its 

implementing regulations issued by the 

Council on Environmental Quality (40 

CFR Parts 1500–1508) and with the 

FTA/Federal Highway Administration 

regulations ‘‘Environmental Impact and 

Related Procedures’’ (23 CFR Part 771). 

Issued on: December 22, 2010. 

Marisol Simo ́n, 

Regional Administrator. 

[FR Doc. 2010–33065 Filed 12–30–10; 8:45 am] 

BILLING CODE 4910–57–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

[Docket No. NHTSA–2010–0111] 

Reports, Forms, and Recordkeeping 

Requirements 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation. 

ACTION: Request for extension of a 

currently approved collection of 

information. 

SUMMARY: This notice solicits public 

comments on continuation of the 

requirements for the collection of 

information on safety standards. Before 

a Federal agency can collect certain 

information from the public, it must 

receive approval from the Office of 

Management and Budget (OMB). Under 

procedures established by the 

Paperwork Reduction Act of 1995, 

before seeking OMB approval, Federal 

agencies must solicit public comment 

on proposed collections of information, 

including extensions and reinstatement 

of previously approved collections. 

This document describes a collection 

of labeling information on five Federal 

motor vehicle safety standards, for 

which NHTSA intends to seek OMB 

approval. The labeling requirements 

include brake fluid warning, glazing 

labeling, safety belt labeling, and 

vehicle certification labeling. 

DATES: Comments must be received on 

or before March 4, 2011. 

ADDRESSES: You may submit comments 

(identified by the DOT Docket ID 

Number above) by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

online instructions for submitting 

comments. 

• Mail: Docket Management Facility; 

M–30, U.S. Department of 

Transportation, West Building Ground 

Floor, Rm. W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery or Courier: West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590 between 9 a.m. 

and 5 p.m. Eastern Time, Monday 

through Friday, except Federal holidays. 

• Fax: (202) 493–2251. 

Regardless of how you submit your 

comments, you should mention the 

docket number of this document. You 

may call the Docket at (202) 366–9324. 

Please identify the proposed collection 

of information for which a comment is 

provided, by referencing its OMB 

clearance number. It is requested, but 

not required, that two copies of the 

comment be provided. 

Note that all comments received will 

be posted without change to http:// 

www.regulations.gov, including any 

personal information provided. Anyone 

is able to search the electronic form of 

all comments received into any of our 

dockets by the name of the individual 

submitting the comment (or signing the 

comment, if submitted on behalf of an 

association, business, labor union, etc.). 

You may review DOT’s complete 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477–78). 

Docket: For access to the docket to 

read background documents or 

comments received, go to http:// 

www.regulations.gov or the street 

address listed above. Follow the online 

instructions for accessing the dockets. 

FOR FURTHER INFORMATION CONTACT: 

Complete copies of each request for 

collection of information may be 

obtained at no charge from Mrs. Lori 

Summers, U.S. Department of 

Transportation, NHTSA, Room W43– 

320, 1200 New Jersey Avenue SE., 

Washington, DC 20590. Mrs. Summer’s 

telephone number is (202) 366–4917 

and fax number is (202) 366–7002. 

SUPPLEMENTARY INFORMATION: Under the 

Paperwork Reduction Act of 1995, 

before a proposed collection of 

information is submitted to OMB for 

approval, Federal agencies must first 

publish a document in the Federal 

Register providing a 60-day comment 

period and otherwise consult with 


jlentini on DSKJ8SOYB1PROD with NOTICES