69126 Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Notices

Process Design

In 1998, the FAA established the Office of

Administrative Dispute Resolution under the

Associate Chief Counsel for ADR, within the

FAA Chief Counsel’s Office. This Office is

responsible for implementing provisions of

the Administrative Dispute Resolution Act

within the FAA. This Office provides

leadership and support for new and existing

ADR programs within FAA headquarters and

the regions. It provides ADR briefings and

orientation, assistance with system design,

and instruction in conflict management,

mediation, and advocacy in the ADR process.

The Office has also worked with the FAA’s

Center for Management to develop training in

mediation techniques for supervisors and

managers.

The U.S. Coast Guard is establishing an

information cross-flow ADR awareness

program which will align with the

Department’s policy, with integrated training

components to continue and expand current

Coast Guard ADR uses. In furtherance of this,

a core group has met and will continue to

meet on a quarterly basis pending full standup of Dispute Resolution Council activities.

The U.S. Coast Guard anticipates that the

program will ultimately provide and

continually invigorate awareness across

directorate and operational lines, and

enhance coordination with other modes to

optimize program effectiveness and share

and exchange information and

implementations.

Workplace

The Department, under its ONE DOT

initiative, has been developing a DOT-wide

mediation program to help resolve Equal

Employment Opportunity complaints. The

department has trained employees to serve as

neutral mediators to assist in the consensual

resolution of those complaints and has

established a pilot DOT-wide Sharing

Neutrals Program for the mediation of

discrimination complaints in the

Washington, DC area. The U.S. Coast Guard,

FAA, and Federal Railroad Administration

also established mediation programs for

discrimination complaints. In 1999, FAA

mediated 123 complaints of discrimination.

Mediation resolved 71 (58%) of the disputes.

This resolution rate is up from 43% in 1998.

With regard to other workplace issues, one

office within the FAA has established an

Early Resolution System and successfully

resolved 16 out of 18 cases.

The FAA also established two new

programs at its William J. Hughes Technical

Center in Atlantic City, N.J., under which

employees and management mediate

workplace disputes. One program includes

the bargaining unit employees of the

American Federation of Government

Employees, Local 200. The other involves the

non-bargaining unit employees.

The FAA and the National Air Traffic

Controllers Association (NATCA) established

an ADR Working Group in accordance with

their collective bargaining agreement.

NATCA represents approximately 25,000 air

traffic employees. The ADR Working Group

has produced three Memoranda of

Agreement designed to encourage joint

problem solving, and to assist in the

resolution of current disputes and the

avoidance of future disputes between the

FAA, NATCA, and NATCA members. The

first program is designed to eliminate the

backlog of current grievances through an

upper level joint review process. The second

program is a Neutral Evaluation pilot being

conducted in two FAA regions. This program

uses a neutral evaluator, generally an

arbitrator with labor law expertise, to give the

parties a realistic assessment of the

respective merits of the grievance cases that

would normally proceed to arbitration. The

goal is to enhance opportunities for

settlement, and the neutral is available to

move the process into mediation should the

parties so desire. The third program consists

of a grievance mediation process and a

facility-to-facility review process. Both

processes are designed to resolve disputes

early, so as to reduce the negative

consequences of conflict.

[FR Doc. 00–29099 Filed 11–14–00; 8:45 am]

BILLING CODE 4910–62–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket No. FAA–2000–8278]

High Density Airports; Notice of

Lottery of Slot Exemptions at

LaGuardia Airport

AGENCY: Federal Aviation

Administration.

ACTION: Notice of intent to conduct a

lottery of takeoff and landing times at

LaGuardia Airport.

SUMMARY: This notice announces the

Federal Aviation Administration’s

(FAA) intention to hold a lottery, with

the Port Authority of New York and

New Jersey, in late November or early

December to reallocate exemption slots

at LaGuardia Airport as authorized

under the Wendell H. Ford Aviation

Investment and Reform Act of the 21st

Century. The FAA finds that this action

is necessary to address the level of

delays that are currently experienced as

a result of the significant increase in

operations authorized by that

legislation, and to prevent an increase in

delays from additional flights scheduled

to begin in the near future.

DATES: Comments must be received on

or before November 20, 2000.

ADDRESSES: Comments on this notice

should be mailed or delivered in

duplicate, to: U.S. Department of

Transportation Dockets, Docket No.

FAA–2000–8278, 400 Seventh Street,

SW., Room Plaza 401, Washington, DC

20590. Comments may also be sent

electronically to the following Internet

address: DMS.dot.gov. Comments may

be filed and/or examined in Room Plaza

401 between 10 a.m. and 5 p.m.

weekdays except Federal holidays.

FOR FURTHER INFORMATION CONTACT:

David L. Bennett, Office of Airport

Safety and Standards, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone number 202–267–3053.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

comment on this process by submitting

such written data, views, or arguments

as they may desire. Comments that

provide the factual basis supporting the

views and suggestions presented are

particularly helpful in developing

reasoned decisions. Communications

should identify the docket number and

be submitted in triplicate to the above

specified address. All communications

and a report summarizing any

substantive public contact with FAA

personnel on this notice will be filed in

the docket. The docket is available for

public inspection both before and after

the closing date for receiving comments.

Before taking any final action on this

proposal, the Administrator will

consider all comments made on or

before the closing date for comments

and the proposal may be changed in

light of the comments received.

The FAA will acknowledge receipt of

a comment if the commenter includes a

self-addressed, stamped postcard with

the comment. The post card should be

marked ‘‘Comments to Docket No. FAA–

2000-8278.’’ When the comment is

received by the FAA, the postcard will

be dated, time stamped, and returned to

the commenter.

Authority

The FAA has broad authority under

Title 49 of the United States Code

(U.S.C.), Subtitle VII, to regulate and

control the use of the navigable airspace

of the United States. Under 49 U.S.C.

40103, the agency is authorized to

develop plans for and to formulate

policy with respect to the use of

navigable airspace and to assign by rule,

regulation, or order the use of navigable

airspace under such terms, conditions,

and limitations as may be deemed

necessary in order to ensure the safety

of aircraft and the efficient utilization of

the navigable airspace. Also, under

section 40103, the agency is further

authorized and directed to prescribe air

traffic rules and regulations governing

the efficient utilization of the navigable

airspace.

The High Density Traffic Airports

Rule, or ‘‘High Density Rule,’’ 14 CFR

part 93, subpart K, was promulgated in

Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Notices 69127

1968 to reduce delays at five congested

airports: JFK International Airport,

LaGuardia Airport, O’Hare International

Airport, Ronald Reagan National Airport

and Newark International Airport (33

FR 17896; December 3, 1968). The

regulation limits the number of

instrument flight rule (IFR) operations at

each airport, by hour or half hour,

during certain hours of the day. It

provides for the allocation to carriers of

operational authority, in the form of a

‘‘slot’’ for each IFR landing takeoff

during a specific 30- or 60-minute

period. The restrictions were lifted at

Newark in the early 1970s.

‘‘AIR–21’’

On April 5, 2000, the ‘‘Wendell H.

Ford Aviation Investment and Reform

Act of the 21st Century’’ (‘‘AIR–21’’)

was enacted. Section 231 of AIR–21

significantly amended 49 U.S.C. 41714

and included new provisions codified at

49 U.S.C. 41716, 41717, and 41718.

These provisions enable air carriers

meeting specified criteria to obtain new

slot exemptions at New York’s

LaGuardia Airport (LaGuardia) and John

F. Kennedy International Airport (JFK),

Chicago’s O’Hare International Airport

(O’Hare) and Washington DC’s Ronald

Reagan Washington National Airport

(National). As a result of this legislation,

the Department of Transportation

(Department) issued eight orders

establishing procedures for the

processing of various applications.

Specifically, Order 2000–4–11

implements 49 U.S.C. 41716(a), which

provides in pertinent part that an

exemption must be granted to any

airline using Stage 3 aircraft with less

than 71 seats that proposes to provide

nonstop service between LaGuardia and

an airport that was designated as a small

hub or nonhub in 1997, under certain

conditions. The exemption must be

granted if: (1) The airline was not

providing such nonstop service between

the small hub or nonhub and LaGuardia

Airport during the week of November 1,

1999; or (2) the proposed service

between the small hub or nonhub and

LaGuardia, exceeds the number of

flights provided between such airports

during the week of November 1, 1999;

or (3) if the air transportation pursuant

to the exemption would be provided

with a regional jet as replacement of

turboprop service that was being

provided during the week of November

1, 1999.

According to AIR–21 and the

Department’s Orders, air carriers

meeting the statutory tests delineated

above automatically receive blanket

approval for slot exemptions, provided

that they certify in accordance with 14

CFR 302.4(b) that they meet each and

every one of the statutory criteria. The

certification should state the

communities and airport to be served,

that the community was designated a

small hub or nonhub as of 1997, that the

aircraft used to provide the service have

fewer than 71 seats, that the aircraft are

Stage 3 compliant, and the planned

effective dates. Carriers must also certify

that the proposed service represents

new service, additional frequencies, or

regional jet service that has been

upgraded from turboprop service when

compared to service of the week of

November 1, 1999. In addition, carriers

must state the number of slot

exemptions and the times needed to

provide the service.

Order 2000–4–10 implements the

provisions of 49 U.S.C. 41716(b), which

states in pertinent part, that exemptions

must be granted to any new entrant or

limited incumbent airline using Stage 3

aircraft that proposes ‘‘* * * to provide

air transportation to or from LaGuardia

or John F. Kennedy International

Airport if the number of slot exemptions

granted under this subsection to such

air carrier with respect to such airport

when added to the slots and slot

exemptions held by such air carrier with

respect to such airport does not exceed

20.’’ Applications submitted under this

provision must identify the airports to

be served and the time requested.

Section 231 of AIR–21, 49 U.S.C.

41715(b)(1) expressly provides that the

provisions for slot exemptions are not to

affect the FAA’s authority for safety and

the movement of air traffic. The actions

proposed in this notice are taken under

that FAA authority, and do not rescind

the exemptions issued by the

Department of Transportation under

Orders 2000–4–10 and 2000–4–11. As

provided in those orders, carriers that

have filed the exemption certifications

also need to obtain slot exemption times

from the FAA. This notice proposes to

limit and allocate those times, in

recognition that it is not possible to add

an unlimited number of new operations

at LaGuardia Airport even if those

operations would otherwise qualify for

exemptions under AIR–21.

Lastly, § 93.225 of Title 14 of the Code

of Federal Regulations sets forth the

process for slot lotteries under the High

Density Rule. The process described in

the regulations is similar to the process

described herein and allows for special

conditions to be included when

circumstances warrant special

consideration.

Actions of the Port Authority of New

York and New Jersey

In response to a significant increase in

exemption operations under AIR–21

beginning in late summer (from 53

operations in August 2000 to 192

operations at the end of September), the

Port Authority of New York and New

Jersey (Port Authority) issued a letter on

August 2 to all carriers filing for AIR–

21 exemptions requiring 45 days

advance notice of new operations at the

airport under AIR–21. On August 21,

the Port Authority issued a second letter

to carriers planning to initiate service

under AIR–21 exemptions requesting

that the carriers schedule their flights

outside of the most congested hours in

order to mitigate the delays generated by

additional flights. On September 19, the

Port Authority announced a temporary

moratorium on new flights. In that

letter, the Port Authority stated its

intent to replace this moratorium as

soon as possible with a measure that

will prevent an unlimited increase in

operations at LaGuardia, and at the

same time fairly accommodate Federal

interests in competition and in service

to small hub or nonhub airports as

provided in AIR–21. To that end, the

Port Authority has proposed to the FAA

the imposition of a limit on the number

of AIR–21 exemption flights at

LaGuardia, and the allocation of those

flights to eligible carriers through a

lottery procedure to address, in the

short-term, the current situation at the

airport.

The following factors describe the

current operating conditions

experienced at LaGuardia:

• There were more than 9,000 flight

delays at LaGuardia in September 2000,

up from 3,108 in September 1999. In

September 2000, 25% of the flight

delays in the U.S. were at LaGuardia. In

September 1999, the figure was 12%.

• Average delays for many afternoon

flights at LaGuardia in September 2000

exceeded 48 minutes. The average delay

for all flights that month was 43

minutes.

• LaGuardia has recently experienced

as many as 600 delayed flights on a day

when there is good weather and no

other significant problems in the air

traffic control system.

• Some flights at LaGuardia have

experienced average ground delay time

that exceeds scheduled flight time.

• Air carriers routinely cancel

scheduled flights, especially in

afternoon and evening hours, due to

aircraft positioning and other

operational issues related to excessive

delays.

Since AIR–21 was enacted on April 5,

2000:

69128 Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Notices

• Carriers have filed exemption

requests for more than 600 new flights

a day at LaGuardia.

• As of November 1, almost 300 new

flights are operating under AIR–21

exemptions.

• Carriers have published schedules

for 28 new flights in December and 23

more new flights in January 2001.

• In April 2000, the number of

scheduled operations at LaGuardia was

1064. As of November 1, that number is

1344.

• If the flights published for

December and January began operation,

there would be approximately 1395

scheduled operations each day at the

airport, an increase of 30% in less than

a year at an airport that was already one

of the top two delay airports in the U.S.

There is no question that the

exemption provisions of AIR–21 have

significant benefits for competition, by

providing new entrant carriers access to

slot-controlled airports, and permitting

new service to small hub and non-hub

airports. The FAA fully supports these

goals, and intends to accommodate

those goals to the maximum extent

practical in measures to manage

congestion and delay at LaGuardia

Airport.

At the same time, the FAA

understands that the capacity of the

airport to accommodate additional

flights is not unlimited. At some point,

the increase in operations at the airport

will result in hundreds of operating

delays each day, with increasing average

delay times for each flight. Market

forces alone have not limited the

scheduling of additional operations or

the scheduling of these operations in

peak hours at the airport. This

increasing level of congestion and delay

makes carrier schedules impossible to

meet, frustrates passenger travel plans,

and places an unnecessary strain on

carrier ground operations and on air

traffic control services. The goals of the

AIR–21 exemptions are not served by an

unlimited increase in operations,

because the flights operating under

those exemptions experience the same

disruption and delay as existing flights.

Ultimately, unlimited growth is not just

a service issue; increasing ground

congestion increases the possibility of

aircraft collisions during taxi and ramp

operations, and could increase the

possibility of a runway incursion at the

airport.

The agency does believe that some

action is appropriate and necessary to

prevent the scheduling of more flights at

LaGuardia than can possibly be

operated on any published schedule,

and to address the substantial delays

experienced even in ideal conditions.

After consideration of a number of

options for short-term management of

congestion, the Port Authority presented

a preferred option to the FAA on

November 2, which included: (1) The

establishment of a certain number of

total daily operations at the airport (the

Port Authority proposed a limit of 75

total scheduled operations per hour); (2)

the total would include a fixed number

of AIR–21 exemption operations,

determined by the difference between

75 and existing HDR and exemption

slots that preceded the AIR–21

exemptions; and (3) allocation by lottery

of slot exemptions to conduct that

number of AIR–21 operations. (A copy

of the Port Authority’s letter is placed in

the docket.) On November 8, 2000, the

Port Authority and the FAA convened a

meeting and invited all affected carriers

to discuss the situation at LaGuardia

and presented the lottery concept. This

notice supplements and clarifies the

information made available by the FAA

at that meeting. (A copy of the agency’s

November 7 letter to the Port Authority

is located on the FAA’s website

FAA.gov. and has been placed in the

docket.)

In consideration of the urgency of the

delay situation at LaGuardia, described

above, and the fact that even more

flights are planned and will commence

operations if some action is not taken,

the number of AIR–21 slot exemption

flights should be limited to recognize

practical constraints of the airport

environment and provisions of air traffic

services. Since other categories of flights

at LaGuardia are already limited, a limit

on AIR–21 exemption flights serves to

achieve a general limit on airport

operations that will prevent increasingly

disruptive congestion and longer delays

in the future. The limit would not be

permanent and would remain in effect

until September 15, 2000, when a

permanent demand management policy

for the airport would be developed with

the participation of all interested

parties.

The FAA’s Air Traffic Service has

independently reviewed the Port

Authority’s proposal for scheduled

operations. The limit of 75 scheduled

operations per hour would limit daily

and hourly demand on airport facilities

and the air traffic control system to a

number of flights that can be

accommodated, at least in good weather

conditions and, at the same time,

provides access for AIR–21 exemption

flights. The number does not include

extra sections of scheduled air carrier

flights or the 6 slots per hour reserved

for ‘‘Other’’ nonscheduled operations

including general aviation, charters and

military flights.

Reallocation of Slot Exemptions at

LaGuardia Airport by Lottery

The FAA intends to proceed with the

development of new department policy

on measures available to airport

operators for management of congestion,

with participation by all interested

parties. The goal is to have that policy

in final form in time to permit the Port

Authority to adopt measures to replace

the allocation of exemption slots under

the lottery described in this notice. .

However, in the short-term, the FAA

believes that the number of AIR–21

exemption operations at LaGuardia

should be limited and that an allocation

of those flights by lottery to eligible

carriers is preferable. The FAA believes

that a reallocation of AIR–21 exemption

flights at LaGuardia in accordance with

the following conditions would meet

the goals and requirements of AIR–21,

and also would be consistent with the

FAA’s responsibility for the efficient use

of the navigable airspace, under 49

U.S.C. 40103(b).

On January 1, 2001, the number of

scheduled operations at LaGuardia

would be limited to approximately 75

per hour. As a result, the number of

AIR–21 slot exemptions at LaGuardia

would be limited to approximately 150

a day between the hours of 7:00 a.m.

and 9:59 p.m. Also on January 1, 2001,

the FAA would reissue AIR–21 slot

exemptions to eligible carriers in

accordance with the results of a lottery.

The FAA seeks comments as to whether

the January 1, 2001, date is feasible or

whether alternative dates are suggested.

In late November or early December,

the FAA proposes, in conjunction with

the Port Authority, to conduct a lottery

at the Port Authority’s facilities in New

York. Details regarding this lottery

would be provided under separate

notice in the near future, following

consideration of the comments received

in response to this notice. The

preliminary number of AIR–21 slot

exemptions that would be issued in

each hour, consistent with an hourly

total of 75 scheduled operations is as

follows (allocations will be made by 30

minute time periods):

Hourly period Number of

exemptions

0700 .......................................... 18

0800 .......................................... 11

0900 .......................................... 9

1000 .......................................... 8

1100 .......................................... 8

1200 .......................................... 13

1300 .......................................... 15

1400 .......................................... 8

1500 .......................................... 13

1600 .......................................... 7

1700 .......................................... 2

Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Notices 69129

Hourly period Number of

exemptions

1800 .......................................... 7

1900 .......................................... 8

2000 .......................................... 6

2100 .......................................... 26

The FAA proposes that carriers

eligible for participation in the lottery

would be those carriers that have

applications on file with the

Department, have fulfilled the

certification requirements articulated in

OST Orders 2000–4–10 and 2000–4–11

as of the date of this notice, and will

have commenced operations by January

1, 2001. Definitions for the terms

‘‘carrier,’’ ‘‘new entrant,’’ and ‘‘limited

incumbent’’ for purposes of

participation in the lottery, are proposed

as set forth in 14 CFR 93.123, and

amended by section 231 of AIR–21. The

Port Authority proposed to consider all

carriers operating under a single

designator code to be considered a

single carrier for the purposes of the

lottery. We note that the language in

AIR–21 addressing affiliated carriers

applies only in determining new entrant

status and does not include the

provision addressing service for small

hub or nonhub airports. Upon

reconsideration, the FAA is proposing

for comment that independently owned

carriers that had obtained AIR–21

certification in their own name could

participate in the lottery separately,

regardless of code-share arrangements.

The list of eligible carriers below is

based on this reconsideration. However,

comments are specifically requested on

this distinction.

The FAA further proposes that no

carrier may select more exemption times

than it operated between 0700–2159 on

January 1, 2001. The slot exemptions

reallocated by lottery would remain in

effect until September 15, 2001. The

FAA seeks comment as to whether

another date in September is more

feasible for carriers to make general

schedule changes. Carriers that are

reallocated exemption slots by lottery

should re-certify to the Department of

Transportation in accordance with the

procedures articulated in OST Orders

2000–4–10 and 2000–4–11, and provide

the Department and the FAA with the

markets to be served, the number of

exemption slots and the time of

operation. While this temporary reallocation process will be conducted

jointly with the Port Authority, the FAA

wants to make clear that this measure is

taken in response to a serious and

currently unique situation at LaGuardia

Airport under the FAA’s authority for

the efficient management of the

navigable airspace and provided for in

AIR–21.

Reallocation of Slot Exemption at

LaGuardia by Lottery

In late November or early December

2000, the FAA intends to hold a lottery

with the Port Authority to allocate

approximately 150 slot exemptions

authorized under AIR–21. The FAA

proposes the following lottery

procedure for allocation of the AIR–21

slot exemptions at LaGuardia:

1. All AIR–21 slot exemptions will be

allocated in this lottery, and all carriers

currently operating under AIR–21

exemption authority will be required to

conform their schedules to the slots

received in the lottery, effective on the

effective date of the allocation (in

January 2001).

2. To be eligible to participate in this

lottery, a carrier must have applied to

the Department of Transportation under

Orders OST 2000–4–10 or 2000–4–11,

received allocations by the FAA as of

the date of this notice, and commenced

operation by January 1, 2001. Carriers

that meet this criteria under Order

2000–4–10 and would be eligible for a

lottery of times between 0700–2159 are:

Air Tran (11 operations), American

Trans Air (8 operations), Legend, (7

operations), Midway (9 operations),

Midwest Express (8 operations), Spirit

Airlines (14 operations), Shuttle

America (14 operations), Southeast

Airlines (4) and Vanguard (4

operations). Carriers that meet the

criteria of Order 2000–4–11 for service

for small hub and nonhub airports and

would be eligible for a lottery are:

American Eagle (26 operations), Atlantic

Coast Jet (44 operations), Chautauqua

Airlines (12 operations), Colgan Air (20

operations), Commutair (10 operations),

Continental Express (22 operations),

Delta Connection (37 operations) and

US Airways Express (50 operations).

3. The slot exemption lottery will be

conducted in accordance with the

following procedures:

a. Carriers will participate in a

random drawing for selection order.

Carriers will select in that order in each

round.

b. No carrier may select more

exemption times than it operated

between 0700–2159 on January 1, 2001.

c. In the first round, only new

entrants and limited incumbent carriers

may participate. Each new entrant and

limited incumbent carrier may select up

to 4 slot exemption times, 2 arrivals and

2 departures. No more than one slot

exemption time may be selected in any

hour. In this round each carrier may

select one slot exemption time in each

of 4 hours without regard to whether a

slot is available in that hour.

d. In the second and third rounds,

only carriers providing service to small

hub and nonhub airports may

participate. Each carrier may select up

to 2 slot exemption times, one arrival

and one departure in each round.

e. Beginning with the fourth round,

all eligible carriers may participate.

Each carrier may select up to 2 of the

remaining slot exemption times, one

arrival and one departure, in each

round, until a total of 150 slot

exemption times have been selected.

f. If the last remaining slot exemption

times available do not permit a

reasonable arrival-departure

turnaround, the FAA will take requests

for trades among AIR–21 operators, or

will make an adjustment to one of the

times to assure that all slot exemption

time pairs selected provide for a viable

operation by the selecting carrier.

g. The Chief Counsel will be the final

decisionmaker concerning eligibility of

carriers to participate in the lottery.

Issued on November 9, 2000 in

Washington, DC.

James W. Whitlow,

Deputy Chief Counsel.

[FR Doc. 00–29356 Filed 11–13–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Highway Administration

Intelligent Transportation Society of

America; Public Meeting

AGENCY: Federal Highway

Administration (FHWA), DOT.

ACTION: Notice of public meeting.

SUMMARY: The Intelligent Transportation

Society of America (ITS AMERICA) will

hold a meeting of its Coordinating

Council on Tuesday, December 5, 2000.

The following designations are made for

each item: (A) is an ‘‘action’’ item; (I) is

an ‘‘information item’’; and (D) is a

‘‘discussion’’ item. The agenda includes

the following: (1) Housekeeping Items,

i.e. Introductions, Statements of

Antitrust Compliance and Conflict of

Interest, and Previous Minutes (I); (2)

Federal Report (I&D); (3) President’s

Report (I); (4) Council Membership

Issues Discussion (I/D/A); (5) Adoption

of ITS America Privacy Principles (D/

A); (6) Break (20 minutes) (A); (7)

Progress Report: Joint Task Force on ITS

Deployment Strategy (I/D); (8) Approval

of IVI Advice letter to USDOT (D/A); (9)

Progress Report: 10-Year Program Plan &

Research Agenda (I/D); (10) Closing

Housekeeping—Next meeting: TBD.