### 61556 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices

apportionment of funds based on service data reported to the NTD. Thus,
allocation of as much service data as possible to the large UZA resulted in the greatest potential benefits in the apportionment. Since the passage of the Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA–LU), this calculation has changed. Now, small UZAs also receive an apportionment based on service data reported to the NTD under the Small Transit Intensive Cities (STIC)
formula.

FTA proposes to change this policy as follows: Transit systems reporting to the
NTD must allocate data on the FFA–10 to each urbanized areas served by the transit system, and to rural areas in aggregate (if rural areas are served by the transit system), based on a reasonable representation of the service provided to
each area. Service that connects a small UZA or a rural area to a large UZA cannot be allocated entirely to the large UZA. An area is considered served by transit service if passengers can board or alight the transit service there. Thus, service that begins in a small UZA, operates on a closed-door basis through a rural area, and ends in a large UZA should only be allocated to the small UZA and the large UZA—as the rural area is not served by transit in this case. Transit systems should make this
allocation based on actual data whenever possible, but may make this allocation based on VRM, UPT, or PMT,
or some other reasonable and consistent
method that reflects the service provided.

FTA proposes to change its policy for three reasons. First, FTA wishes to provide a more accurate representation
of the distribution of transit service among various urbanized areas and rural areas to our data users. Secondly, the current policy does not properly
allocate transit service data to small UZAs for use in calculating the apportionment of funds under the Small Transit Intensive Cities (STIC) Program. Finally, transit researchers and policymakers have expressed concern to FTA that the current policy understates
the level of transit service in rural areas. The NTD was recently expanded to collect data from recipients of FTA’s
Other Than Urbanized Area Formula Grant (Section 5311) Program. The data set produced by this collection, however, produces an incomplete picture of transit service in rural areas in cases where the service is provided by a transit system that is also a recipient of Section 5307 Funds. Data produced by this new policy will provide for a complete picture of rural

transit services. (7) Special Procedures for New Urbanized Area Definitions From the

2010 Census

It is anticipated the Census Bureau will publish new urbanized area
definitions based on the 2010 Decennial Census in Spring 2012. By the time these definitions are published, most urbanized area transit systems will have already submitted their 2011 Annual Module reports, and many will have already received their closeout letter for this year. This data, however, must be used for the FY 2013 apportionment of formula grants, which must beconducted using the most-recentlyavailable urbanized area definitions from the Census Bureau. To accomplish this, FTA proposes the following procedures for the 2011 Report Year.

Transit systems reporting to the NTD will complete a B–10 Identification
Form and an FFA–10 Form as usual and submit their report according to the usual timelines and procedures. Once the Census Bureau publishes the new Urbanized Area definitions and maps, and once FTA updates the NTD Online Reporting System (ORS) to incorporate these new definitions, FTA will notify all urbanized area NTD reporters to logon to the NTD ORS and submit a new
form addenda which will ask each system to confirm which of the new UZAs it serves (as suggested by FTA), to allocate their service among the new UZA boundaries, and to sub-allocate their service by State for any UZA that includes portions of more than one State. Transit systems would not be required to resubmit their Chief
Executive Officer Certification nor their Independent Auditor Statement for these report addenda. FTA also notes that in some rare cases, if the Census
Bureau releases revisions or corrections to its UZA definitions that FTA may require some adjustments to the aforementioned report addenda, in
order to reflect the most-recent UZA definitions. Again, this proposal is to support the FY 2013 apportionment of urbanized area formula grants.

III. Announcement of Suspension of Personal Security Reporting

Effective with the publication of this notice, FTA announces that it is temporarily suspending the reporting of personal security data on the S&S–50 Form of the Safety & Security Module. As part of its continuous evaluation of NTD reporting requirements and respondent reporting burden, FTA has determined that it would be prudent to suspend this data collection at this time, pending further review of its own data
needs and the burden of this data collection on the public. FTA will seek public comment before taking action to lift this suspension, alter this data collection, or cancel this data collection permanently. Transit systems reporting to the NTD should continue to report

‘‘ Other Safety Occurrences Not
Otherwise Classified ’’ (e.g. slip and fall/ electric shock/other) on the S&S–50
Form and on the ‘‘ Number of
Occurrences of Fire. ’’ All other aspects of this Form are being suspended. Transit systems should also continue to report on the S&S–40: Reportable Incident Form any crime-related
incident that meets the threshold criteria of one or more fatalities, one ormore injuries, or an evacuation for lifesafety reasons.

Issued in Washington, DC, this 24th day of September, 2010. Peter Rogoff,

Administrator.

[FR Doc. 2010–24990 Filed 10–4–10; 8:45 am]

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**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**[Docket No. FAA–2011–22842]**

**Notice of Opportunity To Participate, Criteria Requirements and Application**  **Procedure for Participation in the Military Airport Program (MAP)** 

**AGENCY :**  Federal Aviation Administration (FAA), Department of Transportation (DOT).

**ACTION :**  Notice of criteria and application procedures for designation or redesignation, in the Military Airport Program (MAP), for the fiscal year 2011.

**SUMMARY :**  In anticipation of Congress enacting a reauthorization of the Airport Improvement Program (AIP) the FAA is publishing this annual notice. This notice announces the criteria, application procedures, and schedule to be applied by the Secretary of Transportation in designating or redesignating, and funding capital development annually for up to 15 current (joint-use) or former military airports seeking designation or redesignation to participate in the MAP. While FAA currently has continuing authority to designate or redesignate airports, FAA does not have authority to issue grants for fiscal year 2011 MAP, and will not have authority until Congress enacts legislation enabling FAA to issue grants for fiscal year 2011.

The MAP allows the Secretary to designate current (joint-use) or former military airports to receive grants from the Airport Improvement Program (AIP).


### 61557 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices

The Secretary is authorized to designate an airport (other than an airport designated before August 24, 1994) only
if: (1) The airport is a former military installation closed or realigned under
the Title 10 U.S.C. Sec. 2687 (announcement of closures of large Department of Defense installations after September 30, 1977), or under
Section 201 or 2905 of the Defense
Authorization Amendments and Base Closure and Realignment Acts; or

(2) The airport is a military installation with both military and civil aircraft operations.

The Secretary shall consider for designation only those current or former military airports, at least partly converted to civilian airports as part of the national air transportation system, that will reduce delays at airports with more than 20,000 hours of annual delays in commercial passenger aircraft takeoffs and landings, or will enhance airport and air traffic control system capacity in metropolitan areas, or reduce current and projected flight delays (49 U.S.C. 47118(c)).

**DATES :**  Applications must be received on or before December 6, 2010.

**ADDRESSES :**  Submit an original and two copies of Standard Form (SF) 424

,

‘‘ Application for Federal Assistance, ’’ prescribed by the Office of Management and Budget Circular A–102, available at http://www.faa.gov/airports

_ airtraffic/ airports/regional

_

guidance/
northwest

_mountain/ airports

_resources/forms/media/ applications/application

_ sf

_ 424.doc along with any supporting and justifying documentation. Applicant should specifically request to be considered for designation or redesignation to participate in the fiscal year 2011 MAP. Submission should be sent to the Regional FAA Airports Division or Airports District Office that serves the airport. Applicants may find the proper office on the FAA Web site http://www.faa.gov/airports

_ airtraffic/ airports/regional

_

guidance/or may contact the office below.

**FOR FURTHER INFORMATION CONTACT :**  Mr. Kendall Ball ( Kendall.Ball@faa.gov ), Airports Financial Assistance Division (APP–500), Office of Airport Planning and Programming, Federal Aviation Administration (FAA), 800 Independence Avenue, SW., Washington, DC 20591, (202) 267–7436.

**SUPPLEMENTARY INFORMATION :** 
General Description of the Program

The MAP provides capital development assistance to civil airportsponsors of designated current (jointuse) military airfields or former military airports that are included in the FAA’s National Plan of Integrated Airport Systems (NPIAS). Airports designated tothe MAP may obtain funds from a setaside (currently four percent) of AIP discretionary funds for airport development, including certain projects not otherwise eligible for AIP assistance. These airports are also eligible to receive grants from other categories of AIP funding.

Number of Airports

A maximum of 15 airports per fiscal year (FY) may participate in the MAP.
There are 8 slots available for designation or redesignation in FY 2011. There is 1 general aviation slot available fiscal year 2011.

Term of Designation

The maximum term is five fiscal years following designation. The FAA can designate airports for a period of less than five years. The FAA will evaluate the conversion needs of the airport in its capital development plan to determine the appropriate length of designation.

Redesignation

Previously designated airports may apply for redesignation of an additional term not to exceed five years. Those airports must meet current eligibility requirements in 49 U.S.C. 47118(a) at the beginning of each grant period and have MAP eligible projects. The FAA will evaluate applications for redesignation primarily in terms of warranted projects fundable only under
the MAP as these candidates tend to
have fewer conversion needs than new candidates. The FAA’s goal is to graduate MAP airports to regular AIP participation by successfully converting these airports to civilian airport operations.

Eligible Projects

In addition to eligible AIP projects, MAP can fund fuel farms, utility systems, surface automobile parking lots, hangars, and air cargo terminals up to 50,000 square feet. A designated or redesignated military airport can receive not more than $7,000,000 each fiscal year to construct, improve, and repair terminal building facilities. In addition a designated or redesignated military airport can receive not more than $7,000,000 each fiscal year for MAP eligible projects that include hangars, cargo facilities, fuel farms, automobile surface parking, and utility work.

Designation Considerations

In making designations of new candidate airports, the Secretary of Transportation may only designate an airport (other than an airport so designated before August 24, 1994) if it meets the following general requirements:

(1) The airport is a former military installation closed or realigned under:

(A) Section 2687 of Title 10; (B) Section 201 of the Defense
Authorization Amendments and Base Closure and Realignment Act (BRAC) (10 U.S.C. 2687 note); or

(C) Section 2905 of the Defense Base Closure and Realignment Act of 1990 (10 U.S.C. 2687 note); or

(2) The airport is a military installation with both military and civil aircraft operations; and

(3) The airport is classified as a commercial service or reliever airport in the NPIAS. (See 49 U.S.C. 47105(b)(2)). One of the designated airports, if included in the NPIAS, may be a general aviation (GA) airport (public airport other than an air carrier airport, 49 U.S.C. 47102(1), (20)) that was a former military installation closed or realigned under BRAC, as amended, or 10 U.S.C. 2687. ( See 49 U.S.C. 47118(g)). A general aviation airport must qualify under (1) above.

In designating new candidate airports, the Secretary shall consider if a grant
will:

(1) reduce delays at an airport with more than 20,000 hours of annual delays in commercial passenger aircraft takeoffs and landings; or

(2) Enhance airport and air traffic control system capacity in a metropolitan area or reduce current and projected flight delays.

The application for new designations
will be evaluated in terms of how the proposed projects will contribute to reducing delays and/or how the airport will enhance air traffic or airport system capacity and provide adequate user

services.

Project Evaluation

Recently realigned or closed military airports, as well as active military airfields with new joint-use agreements, have the greatest need of funding to convert to, or to incorporate, civil airport operations. Newly converted airports and new joint-use locations frequently have minimal capital development resources and will therefore receive priority consideration for designation and MAP funding. The FAA will evaluate the need for eligible projects based upon information in the candidate airport’s five-year Airport Capital Improvement Plan (ACIP). These projects need to be related to development of that airport and/or the air traffic control system capacity.


### 61558 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices

1. The FAA will evaluate candidate airports and/or the airports such candidate airports will relieve based on the following specific factors:

• Compatibility of airport roles and the ability of the airport to provide an adequate airport facility;

• The capability of the candidate airport and its airside and landside complex to serve aircraft that otherwise must use a congested airport;

• Landside surface access;

• Airport operational capability, including peak hour and annual capacities of the candidate airport;

• Potential of other metropolitan area airports to relieve the congested airport;

• Ability to satisfy, relieve, or meet air cargo demand within the metropolitan area;

• Forecasted aircraft and passenger levels, type of commercial service anticipated, i.e., scheduled or charter commercial service;

• Type and capacity of aircraft projected to serve the airport and level of operations at the congested airport and the candidate airport;

• The potential for the candidate airport to be served by aircraft or users, including the airlines, serving the congested airport;

• Ability to replace an existing commercial service or reliever airport serving the area; and

• Any other documentation to support the FAA designation of the candidate airport.

2. The FAA will evaluate the extent to which development needs funded through MAP will make the airport a viable civil airport that will enhance system capacity or reduce delays.

Application Procedures and Required

Documentation

Airport sponsors applying for designation or redesignation must complete and submit an SF 424, Application for Federal Assistance, and provide supporting documentation to the appropriate FAA Airports regional or district office serving that airport.

Standard Form 424: Sponsors may
obtain this fillable form at http://www. faa.gov/airports

_ airtraffic/airports/ regional

_guidance/northwest

_ mountain/airports

_resources/forms/ media/applications/application

_ sf

_ 424.doc. Applicants should fill this form out completely, including the following:

• Mark Item 1, Type of Submission as

a ‘‘ pre-application ’’ and indicate it is for

‘‘ construction ’’

.

• Mark item 8, Type of Application as

‘‘ new ’’ , and in ‘‘ other ’’ , fill in ‘‘ Military Airport Program ’’

.

• Fill in Item 11, Descriptive Title of Applicants Project. ‘‘ Designation (or redesignation) to the Military Airport Program ’’

.

• In Item 15a, Estimated Funding, indicate the total amount of funding requested from the MAP during the entire term for which you are applying.

Supporting Documentation

(A) Identification as a Current or Former Military Airport. The application must identify the airport as either a current or former military airport and indicate whether it was:

(1) Closed or realigned under Section
201 of the Defense Authorization
Amendments and Base Closure and Realignment Act, and/or Section 2905 of
the Defense Base Closure and Realignment Act of 1990 (Installations Approved for Closure by the Defense Base Realignment and Closure Commissions), or

(2) Closed or realigned pursuant to 10 U.S.C. 2687 as excess property (bases announced for closure by Department of Defense (DOD) pursuant to this title after September 30, 1977 (this is the
date of announcement for closure and not the date the property was deeded to the airport sponsor)), or

(3) A military installation with both military and civil aircraft operations. A general aviation airport applying for the MAP may be joint-use but must also qualify under (1) or (2) above.

(B) Qualifications for MAP: Submit documents for (1) through (7)
below:

(1) Documentation that the airport
meets the definition of a ‘‘ public airport ’’ as defined in 49 U.S.C. Sec. 47102(20).

(2) Documentation indicating the required environmental review for civil reuse or joint-use of the military airfield has been completed. This
environmental review need not include review of the individual projects to be funded by the MAP. Rather, the
documentation should reflect that the environmental review necessary toconvey the property, enter into a longterm lease, or finalize a joint-use agreement has been completed. The military department conveying or leasing the property, or entering into a joint-use agreement, has the lead responsibility for this environmental review. To meet AIP requirements the environmental review and approvals must indicate that the operator or owner of the airport has good title, satisfactory to the Secretary, or assures that good title will be acquired.

(3) For a former military airport, documentation that the eligible airport sponsor holds or will hold satisfactory title, a long-term lease in furtherance of conveyance of property for airport purposes, or a long-term interim lease for 25 years or longer to the property on which the civil airport is being located. Documentation that an application for surplus or BRAC airport property has been accepted by the Federal
Government is sufficient to indicate the eligible airport sponsor holds or will hold satisfactory title or a long-term
lease.

(4) For a current military airport, documentation that the airport sponsor has an existing joint-use agreement with the military department having jurisdiction over the airport. For all first time applicants a copy of the existing joint-use agreement must be submitted with the application. This is necessary so the FAA can legally issue grants to the sponsor. Here and in (3) directly above, the airport must possess the necessary property rights in order to accept a grant for its proposed projects during FY 2011.

(5) Documentation that the airport is
classified as a ‘‘ commercial service airport ’’ or a ‘‘ reliever airport ’’ as defined in 49 U.S.C. 47102(7) and 47102(22), unless the airport is applying for the general aviation slot.

(6) Documentation that the airport owner is an eligible airport ‘‘ sponsor ’’ as defined in 49 U.S.C. 47102(24).

(7) Documentation that the airport has an FAA approved airport layout plan (ALP) and a five-year airport capital improvement plan (ACIP) indicating all eligible grant projects proposed to be
funded either from the MAP or other portions of the AIP.

(C) Evaluation Factors: Submit information on the items
below to assist in our evaluation:

(1) Information identifying the existing and potential levels of visual or instrument operations and aeronautical activity at the current or former military airport and, if applicable, the congested airport. Also, if applicable, information on how the airport contributes to air traffic system or airport system capacity. If served by commercial air carriers, the revenue passenger and cargo levels should be provided.

(2) A description of the airport’s projected civil role and development needs for transitioning from use as a military airfield to a civil airport. Include how development projects would serve to reduce delays at an airport with more than 20,000 hours of annual delays in commercial passenger aircraft takeoffs and landings; or enhance capacity in a metropolitan area or reduce current and projected flight delays.

(3) A description of the existing airspace capacity. Describe how anticipated new operations would affect the surrounding airspace and air traffic


### 61559 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices

flow patterns in the metropolitan area in or near the airport. Include a discussion of whether operations at this airport create airspace conflicts that may cause congestion or whether air traffic works
into the flow of other air traffic in the

area.

(4) A description of the airport’s fiveyear ACIP, including a discussion of major projects, their priorities, projected schedule for project accomplishment,
and estimated costs. The ACIP must specifically identify the safety, capacity, and conversion related projects, associated costs, and projected five-year schedule of project construction, including those requested for consideration for MAP funding.

(5) A description of those projects that
are consistent with the role of the airport and effectively contribute to the joint-use or conversion of the airfield to a civil airport. The projects can be related to various improvement categories depending on what is needed to convert from military to civil airport use, to meet required civil airport standards, and/or to provide capacity to the airport and/or airport system. The projects selected ( e.g., safety-related,conversion-related, and/or capacityrelated), must be identified and fully explained based on the airport’s planned use. Those projects that may be eligible under MAP, if needed for conversion or capacity-related purposes, must be clearly indicated, and include the following information:

Airside

• Modification of airport or military airfield for safety purposes, including airport pavement modifications ( e.g., widening), marking, lighting, strengthening, drainage or modifying other structures or features in the airport
environs to meet civil standards for airport imaginary surfaces as described

in 14 CFR part 77

.

• Construction of facilities or support facilities such as passenger terminal gates, aprons for passenger terminals, taxiways to new terminal facilities, aircraft parking, and cargo facilities to
accommodate civil use.

• Modification of airport or military utilities (electrical distribution systems, communications lines, water, sewer, storm drainage) to meet civil standards. Also, modifications that allow utilities on the civil airport to operate independently, where other portions of the base are conveyed to entities other than the airport sponsor or retained by
the Government.

• Purchase, rehabilitation, or modification of airport and airport support facilities and equipment, including snow removal, aircraft rescue, fire fighting buildings and equipment, airport security, lighting vaults, and reconfiguration or relocation of eligible buildings for more efficient civil airport operations.

• Modification of airport or military airfield fuel systems and fuel farms to
accommodate civil aviation use.

• Acquisition of additional land for runway protection zones, other approach protection, or airport development.

• Cargo facility requirements.

• Modifications, which will permit the airfield to accommodate general

aviation users.

Landside

• Construction of surface parking
areas and access roads to accommodate automobiles in the airport terminal and air cargo areas and provide an adequate level of access to the airport.

• Construction or relocation of access roads to provide efficient and
convenient movement of vehicular traffic to, on, and from the airport, including access to passenger, air cargo, fixed base operations, and aircraft

maintenance areas.

• Modification or construction of facilities such as passenger terminals, surface automobile parking lots, hangars, air cargo terminal buildings, and access roads to cargo facilities to
accommodate civil use.

(6) An evaluation of the ability of surface transportation facilities (road, rail, high-speed rail, maritime) to provide intermodal connections.

(7) A description of the type and level of aviation and community interest in
the civil use of a current or former military airport.

(8) One copy of the FAA-approved ALP for each copy of the application. The ALP or supporting information should clearly show capacity and conversion related projects. Other information such as project costs, schedule, project justification, other maps and drawings showing the project locations, and any other supporting
documentation that would make the application easier to understand should also be included. You may also provide photos, which would further describe the airport, projects, and otherwise clarify certain aspects of this application. These maps and ALP’s
should be cross-referenced with the project costs and project descriptions.

Redesignation of Airports Previously Designated and Applying for up to an Additional Five Years in the Program

Airports applying for redesignation to the Military Airport Program must submit the same information required by new candidate airports applying for a new designation. On the SF 424, Application for Federal Assistance, prescribed by the Office of Management and Budget Circular A–102, airports must indicate their application is for redesignation to the MAP. In addition to the above information, required for new candidates, they must explain:

(1) Why a redesignation and additional MAP eligible project funding is needed to accomplish the conversion to meet the civil role of the airport and the preferred time period for redesignation not to exceed five years;

(2) Why funding of eligible work under other categories of AIP or other sources of funding would not accomplish the development needs of the airport; and

(3) Why, based on the previously funded MAP projects, the projects and/ or funding level were insufficient to accomplish the airport conversion needs and development goals.

In addition to the information requested above airports applying for redesignation must provide a reanalysis of their original business/marketing plans (for example, a plan previously funded by the Office of Economic Adjustment or the original Master Plan for the airport) and prepare a report. If there is no existing business/marketing plan a business/marketing plan or strategy must be developed. The report

must contain:

(1) Whether the original business/ marketing plan is still appropriate;

(2) Is the airport continuing to work towards the goals established in the business/marketing plan;

(3) Discuss how the MAP projects contained in the application contribute to the goals of the sponsor and their plans; and

(4) If the business/marketing plan no longer applies to the current goals of the airport, how has the airport altered the business/marketing plan to establish a new direction for the facility and how do the projects contained in the MAP application aid in the completion of the new direction and goals and by what date does the sponsor anticipate graduating from the MAP.

This notice is issued pursuant to Title

49 U.S.C. 47118.

Issued at Washington, DC, on September

29, 2010.

Steven Rower, Acting Deputy Director, Office of Airport Planning and Programming.

[FR Doc. 2010–24991 Filed 10–4–10; 8:45 am]

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