26948 Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices

Small and Non Hub=2 pts.

Commercial Service Airports=3 pts.

General Aviation Airports Aircraft/

Operations

100 or 50,000=1 pt.

50 or 20,000=2 pts.

20 or 8,000=3 pts.

≤20 or ≤8,000=6 pts.

The ACIP is used to help make AIP

fund allotment decisions for each

airport/development type. Funds are

allotted to regions through two

mechanisms: Commitments and

Priorities. Commitments are projects

that are believed to merit funding

regardless of their relative priority

calculation. These projects typically

include Letters of Intend (LOI) and

‘‘phased’’ projects where it is important

to complete a development program to

derive an acceptable level of benefit for

both the airport and the national system.

Funds for Commitment projects are ‘‘set

aside’’ for each airport/development

category. The remainder of the available

discretionary funds are distributed to

the highest priority projects which

remain unfunded in the ACIP. Priority

distribution uses a priority ‘‘cut-off’’ for

each airport/development category.

Issued in Washington, DC on May 2, 1996.

Stan Lou,

Manager, Programming Branch.

[FR Doc. 96–13422 Filed 5–28–96; 8:45 am]

BILLING CODE 4910–13–M

National Highway Traffic Safety

Administration

Discretionary Cooperative Agreements

To Support the Demonstration and

Evaluation of the Patterns for Life

Program

AGENCY: National Highway Traffic

Safety Administration (NHTSA), DOT.

ACTION: Announcement of discretionary

cooperative agreements to support the

demonstration and evaluation of the

Patterns for Life Program.

SUMMARY: The National Highway Traffic

Safety Administration (NHTSA)

announces the availability of FY 1996

discretionary cooperative agreements to

demonstrate the effectiveness of using

health/medical organizations to

establish an infrastructure of credible

program efforts pertaining to child

passenger safety, child pedestrian safety

and bicycle helmet safety. This notice

solicits applications from national

health and medical related

organizations that are interested in

developing and implementing

community partnerships with local law

enforcement, fire and rescue, child care

providers, state and local governments,

educational institutions, local child

safety seat distributors and trainers to

establish an infrastructure of

knowledgeable and skilled partners at

the state and local level.

DATES: Applications must be received at

the office designated below on or before

July 10, 1996.

ADDRESSES: Applications must be

submitted to the National Highway

Traffic Safety Administration, Office of

Contracts and Procurement (NAD–30),

Attention: Karen S. Brockmeier, 400 7th

Street SW., Room 5301, Washington DC

20590. All applications submitted must

include a reference to NHTSA

Cooperative Agreement Program

Number DTNH22–96–H–05194, and

identify the program approach for

which the application is submitted.

Interested applicants are advised that no

separate application package exists

beyond the contents of this

announcement.

FOR FURTHER INFORMATION CONTACT:

General administrative questions may

be directed to Karen S. Brockmeier,

Office of Contracts and Procurement, at

(202) 366–9567. Programmatic questions

relating to this cooperative agreement

program should be directed to Ms.

Cheryl Neverman, National

Organizations Division, Office of

Occupant Protection, (NTS–11) NHTSA,

400 7th Street SW., Room 5118,

Washington, DC 20590 (202) 366–2696.

SUPPLEMENTARY INFORMATION:

Background

The need to establish a community

infrastructure that can accommodate ongoing training needs as child

transportation technology and issues

change has emerged as a priority for the

nation. The Department of

Transportation, NHTSA, is initiating a

new program effort, Patterns for Life, in

FY 1996 to provide outreach to state and

local communities on issues focused on

child passenger, pedestrian, and bicycle

helmet safety. The goal of this program

effort is to establish lifelong safety

habits that set a pattern of safety for

children. The health/medical

community is often the first and most

continuous contact that new or

expectant parents have when pregnant

and during the first formative years of

a child’s life. It is at this time that

‘‘patterns’’ of behavior are established

which may have lasting impact on a

child’s lifetime safety habits.

Under this cooperative agreement

program, the effectiveness of using

health and medical organizations to

conduct child traffic safety initiatives

shall be demonstrated and evaluated to

determine the impact on reducing motor

vehicle injuries and associated costs to

the community. Specific objectives for

this cooperative agreement are as

follows:

• Increasing the public’s awareness of

the importance of child passenger, child

pedestrian and helmet safety through

community partnerships;

• Performing aggressive community

outreach service through dedicated

support (e.g. paid advertising) and

earned media (e.g. articles in

newspaper, story on evening news);

• Maintaining partnerships in order

to preserve existing child safety

programs;

• Increasing the correct use of child

restraints, safety belts, and bicycle

helmets;

• Providing comprehensive education

and outreach to high-risk, underserved,

and culturally diverse populations using

updated educational materials and new

publications;

• Encouraging vigorous enforcement

of existing child passenger safety, safety

belt, and bicycle helmet use laws;

• Encouraging the enactment of

bicycle helmet laws and upgrades of

existing laws to cover children in all

vehicle seating positions with correct

restraint use;

• Increasing public awareness and

education of the benefits and the

dangers of air bags; especially as they

interact with children who are

unrestrained, improperly restrained, or

in rear-facing child seats;

• Measuring program effectiveness

and sharing success stories to encourage

public use and support; and

• Establishing and maintaining a

health/medical infrastructure at the

community level which can serve as an

on-going resource for the community

and contact for future educational and

technological messages.

As the result of high visibility in the

media about issues such as child seat

misuse and increased distribution of

safety products, such as the free child

seat distribution made possible through

the settlement between General Motors

and the Department of Transportation,

the public is seeking more answers to

questions about these safety issues.

Similar programs exist for the

distribution of free or reduced-price

bicycle helmets. Hundreds of state and

local programs have become

distribution sites for these efforts, but

little effort has been made to assure that

those involved in the distribution have

easy access to updated training and are

able to maintain a source of future

information. Additionally, the strong

enforcement of traffic safety laws and

the need to upgrade existing laws or
Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices 26949

implement new laws demands an

infrastructure which can provide the

outreach, advocacy and knowledge

necessary for success and strong public

support. The health/medical community

has been and continues to be one of the

most effective national and communitylevel leaders in supporting new

legislative efforts. It is also the group

that is most likely to have access to the

largest variety of populations, from lowincome to special needs children,

especially those considered at high risk

in traffic crashes.

The area of child passenger safety has

some unique considerations. Research

has demonstrated that child safety seats,

when correctly used, can reduce

fatalities among children less than 5

years of age by 71 percent. This makes

child safety seats one of the most

effective safety innovations ever

developed. As a result of improvements

in the convenience of the seats,

increased availability of free or reducedprice seats, upgrades and increased

enforcement of child passenger safety

laws and public education, the use of

child safety seats has increased

dramatically over the past ten years.

However, the use rate for children

involved in fatal crashes shows that as

many as 40 percent of these children are

still totally unrestrained. Recent studies

confirm the fact that as a child’s age

increases, the use of any occupant

restraint decreases, as does the use of an

occupant restraint appropriate for a

given height and weight. A number of

national program efforts are making

child safety seats more available to lowincome and special needs families.

Under an agreement with the

Department of Transportation, General

Motors will donate a total of eight

million dollars to qualified and selected

national organizations to purchase and

distribute child safety seats and ensure

that proper use information is provided

to the family recipients. Other

community-based programs featuring

free or reduced price child seats offered

by business partners in the local

community include the Midas Project

Safe Baby program and Operation Baby

Buckle through the SAFE America

Foundation.

In the area of misuse, the degree of

compatibility between use of child

restraints and motor vehicles and

improper installation are important in

determining the level of effectiveness of

the child safety seat in providing

optimum protection in a crash. Even

though a child restraint may perform

adequately during compliance testing, if

it is not used properly in or is not

compatible with the vehicle seat belts or

seat, its effectiveness in a real crash may

be reduced. As technology changes, the

need for maintaining current training for

educators of the public and the media

continues to increase. Educational

materials produced just a few years ago

may need updating. The Blue Ribbon

Panel on Child Restraint and Vehicle

Compatibility, a group made up of child

seat, auto, and equipment

manufacturers and child safety

practitioners and advocates, was named

by NHTSA Administrator Ricardo

Martinez in 1995 to review child

restraint misuse and compatibility

concerns. The Panel announced twentyseven major recommendations in June

of 1995 including the need to conduct

an intensive educational campaign on

correct use and installation of child

safety seats and to make the public

aware of emerging incompatibility

issues such as air bags and rear-facing

child seats and other common misuses

and compatibility problems. The report

encouraged the government to work

collaboratively with groups such as

health care and emergency medical

service providers. The efforts are to

emphasize training for child safety

professionals who are in a position to

reach out to populations less likely to be

reached by a more generic public

information approach.

Public information and education

efforts are offered on an on-going basis

through long-time partners such as the

American Academy of Pediatrics. Newer

partners, such as Morton, International,

an air bag supplier, have made great

strides in developing new educational

materials. New curricula have been

developed and training efforts have

been implemented with law

enforcement, emergency medical service

providers, child care providers, and

child safety advocates such as local

SAFE KIDS coalitions. However, despite

many such efforts, the need remains

high to reach out to the local

infrastructure and provide a lasting

means of maintaining a network of

trainers and educators who can reach

the people who still don’t provide

proper occupant protection for their

children. In part because of non-use and

incorrect use, child safety seats are not

currently saving as many lives as they

could save.

Current issues and concerns about

safe transportation for children can be

summarized as follows:

—Approximately 40 percent of young

children are not protected by child

restraints, with the use rate dropping

dramatically as the child grows older.

—New technology, such as air bags, and

compatibility issues resulting from

design changes in vehicle belt and

seat systems demand updated training

for those who interact with children

and their families.

—Recent studies in patterns of misuse

of child seats conform anecdotal

information from advocates

conducting child seat clinics and

checkpoints showing misuse rates to

be as high as 80 percent. (The studies

did not provide a national misuse

rate, nor did they rank the misuse

modes as they would relate to

seriousness of potential injury.)

—While all states have primary child

passenger safety laws, a number of

states have significant gaps in their

child passenger safety and safety belt

laws, allowing children to ride

unprotected without threat of citation.

—As more new vehicles with dual air

bags enter the market, there are

increased concerns about children

who are riding unrestrained,

incorrectly restrained, or in rearfacing child seats in the front seat of

passenger-side air bag equipped

vehicles.

The importance of pedestrian and

bicycle safety issues must not be

overlooked when developing

community traffic safety initiatives.

Children become pedestrians with their

very first step, and their first mode of

transportation is usually a bicycle.

In 1994, 5,472 pedestrians were killed

in traffic crashes in the United States. Of

these deaths, 1,082 were young people

under the age of twenty. On average,

pedestrians are killed in traffic crashes

every ninety-six minutes. Furthermore,

the fatality rate for bicyclists is just as

tragic. More than one-third of the

bicyclists killed in traffic crashes were

children between five and fifteen years

old.

Educating young people about

pedestrian and bicycle safety rules,

including always using a certified

bicycle helmet, could prevent some of

these tragedies. Few schools provide

quality pedestrian safety and street

crossing training, even though the

material is readily available. Increasing

age-specific bicycle helmet laws can

also prevent needless deaths and

injuries. In fact, as of July 1995, thirteen

states and more than twenty

jurisdictions had enacted age-specific

bicycle helmet laws. The stage is set. It

is up to those working within the

community infrastructure to establish

an outreach system that incorporates

education and training to help young

people set a lifelong pattern of healthy

traffic safety habits. This is one of the

agency’s greatest concerns.

Community outreach centers were

identified and the first training and
26950 Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices

community outreach materials were

provided. Each community center was

provided with basic instruction to

enable it to effectively perform its role

as a community child safety seat

educator and distribution point.

Concurrent training and outreach

programs were conducted among the

national networks of law enforcement,

fire and rescue, and health and safety

advocates to prepare local affiliates of

these groups to become partners in

community child safety coalitions. Peerto-peer outreach programs were

established within the law enforcement

and fire and rescue communities to

promote participation in Patterns for

Life training and outreach activities.

Linkages between these community

partners and the child seat distribution

points were initiated.

As these training and outreach efforts

were being implemented, new and

updated educational materials were

developed. New training materials

include an updated comprehensive

child safety seat technical manual and

a complete set of manufacturers’

instructions for correct use of child

safety seats. New public information

materials include information on child

pedestrian safety and bicycle helmet

safety.

Community outreach was further

enhanced through cooperative

agreements with several national health

and medical organizations. These

agreements provided additional

community partnerships and resources

by mobilizing the organizations’ state

and community affiliates to directly

support local child safety program

efforts or to contribute indirect support,

such as endorsement of strong traffic

laws and aggressive law enforcement.

FY 1996 Program

In FY 1996, NHTSA intends to

establish cooperative agreements with

national health and medical

organizations that have mechanisms to

reach constituencies that can address

the program approaches described

below. One cooperative agreement will

be awarded for each of these three (3)

program approaches. An applicant

organization could be awarded

cooperative agreements for two program

approaches, if qualified in both and

based upon submitting two separate

applications and budgets. More than

one agreement could be awarded for a

program approach if additional funding

becomes available. Following is a

description of the program approaches:

1. Economically Disadvantaged

Populations

To achieve NHTSA’s goal of

educating all American consumers

about the benefits of correctly using

child safety seats and bicycle helmets,

and teaching pedestrian safety,

additional emphasis is being placed on

reaching individuals who have been

identified as being at higher than

average risk of suffering the effects of

non-use or incorrect use of protective

devices. Death rates of motor vehicle

occupants are greatest in geographic

areas with lowest per capita income.

Income, education and other variables

form profiles called socio-economic

status (SES). Recent surveys conducted

by NHTSA support previous findings

that individuals who fall into lower SES

profiles are less likely to practice safe

transportation habits, which in turn

affects their children’s use and misuse

levels.

The goal of this program is to identify

and develop community partnerships

which can have a significant impact on

effectively reaching these populations

with traffic safety education and access

to safe equipment. The program further

seeks to explore the means to maintain

this level of community education,

awareness, and advocacy as an on-going

effort. This includes identifying how

child transportation safety issues can fit

into a health/medical organization’s

overall mission, and exploring

innovative and long lasting delivery

mechanisms.

2. Community-Based Child Passenger

Safety

The national promotion of child

passenger safety presents unique

program challenges. The rapid turnover

of the child passenger safety audience

and educators demands that public

education efforts be intensive and

consistent. Each day, new parents (and

other child caretakers) enter the

audience and need to be reached with

the child passenger safety message. New

technology and emerging issues require

maintaining an on-going means of

educating the trainers. It is essential that

we reach each parent quickly and

effectively to ensure that the child is

best protected while traveling.

Parents (and other caretakers) need to

understand risks and potential

consequences of both non-use and

misuse of child occupant protection.

They need to receive education

concerning proper seat selection and

specific technical advice pertaining to

child seat compatibility with vehicle

belts and seats.

NHTSA has found that health care

providers are among the most credible

of educators for parents and the ones

most likely to reach the new parent and

to have continued contact through wellchild contacts. Health care providers

also serve well as prominent support for

upgrading child passenger safety laws

and supporting enhanced enforcement

of these laws.

The goal of this program is to develop

a community-based child passenger

safety education and training campaign.

The specific objectives include:

Facilitating parent education in health/

medical settings; providing training for

patient educators; developing or

adapting appropriate program materials

for dissemination through the

organizational network; designing a

program effort which encourages the

institutionalization of these educational

activities; and providing for strong

advocacy efforts which support

legislative and enforcement goals.

3. Safe Communities Partnerships for

Child Transportation Safety

Local community partnerships,

formed by public and private sector

groups under the strong leadership of

the health/medical community, can be

an effective means of establishing a

lasting infrastructure which will

provide on-going educational and

advocacy efforts for child transportation

safety issues. Other organizations in the

community would benefit by the health/

medical leadership in identifying needs

at the community level and working

together to fill gaps in education and in

availability of proper safety devices at

an affordable level, in showing

solidarity in legislative and enforcement

support, and in providing access to

ongoing, current technological

information.

The goal of this program approach is

to form lasting community partnerships

to work together to reduce injuries and

deaths related to child passenger,

bicycle and pedestrian safety. The

specific objectives are: to establish or

work to enhance a local coalition of

community leaders who will collaborate

on efforts to prevent child injuries and

fatalities in motor vehicle crashes; to

find innovative means at the local level

to maintain the training needs of the

local child safety educators; to develop

effective child transportation safety

campaigns that serve the individual

needs of the community, to develop or

modify existing materials as

appropriate; to expand the outreach of

health/medical professionals to

incorporate traffic safety education and

awareness programs; and to measure the
Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices 26951

effectiveness of local efforts on reducing

child injuries.

Innovative Approaches

Applicant organizations are

encouraged to develop and propose

innovative strategies within these

program approaches that are appropriate

for their constituencies. Some examples

of activities follow that have been

conducted in the past by national

organizations and others involved in the

occupant protection program. These

examples are provided only to stimulate

thinking and should not be viewed as

required activities: identify members of

the organization (and their family

members) that qualify for ‘‘Saved By the

Child Seat/Helmet Club’’ recognition

and publicize these survivor stories in

organizational publications; identify

materials needed to conduct the project

(this could include handbooks,

manuals, brochures, posters, audiovisuals, etc.); publish articles in

organizational newsletters, magazines,

and/or journals; encourage and assist

organizations in adopting a national

policy resolution for child

transportation safety.

NHTS Involvement

The National Highway Traffic Safety

Administration (NHTSA), Office of

Occupant Protection (OOP), will be

involved in all activities undertaken as

part of the cooperative agreement

program and will:

1. Provide a Contracting Officer’s

Technical Representative (COTR) to

participate in the planning and

management of the cooperative

agreement and to coordinate activities

between the organization and OOP;

2. Provide information, educational

materials and curricula, and technical

assistance from government sources

within available resources and as

determined appropriate by the COTR;

3. Provide liaison with other

government/private agencies as

appropriate; and

4. Stimulate the exchange of ideas and

information among cooperative

agreement recipients through periodic

meetings.

Period of Support

Subject to the availability of funds,

satisfactory performance and continued

demonstrated need, cooperative

agreements may cover a total project

period of up to two (2) years. An

application should be submitted for an

initial funding period of 12 months and

should address what will be

accomplished during that initial period.

The application and budget for the

initial project period should cover only

the first 12 months of effort. To obtain

funding after the initial 12 month

period, an updated application must be

submitted for approval for any

subsequent year. The updated

application will not be subjected to

competitive review, but must

demonstrate that the continuation effort

will effectively and efficiently continue

to fulfill program objectives.

Anticipated funding level for FY 1996

projects will be $66,000.00 for each of

the three program approaches. Federal

funds should be viewed as seed money

to assist organizations in the

development in traffic safety initiatives.

Monies allocated for cooperative

agreements are not intended to cover all

of the costs that will be incurred in the

process of completing the projects.

Applicants should demonstrate a

commitment of financial or in-kind

resources to the support of proposed

projects.

Eligibility Requirements

In order to be eligible to participate in

this cooperative agreement program, a

national health and medical

organization must meet the following

requirements:

• Have exclusive membership within

the health and medical professional

field; provide medical care and/or

advice to patients and educate members.

• Have an established membership

structure with state/local chapters in all

regions of the country; and

• Have formal organizational

communication mechanisms established

for use in informing and motivating

members and other constituents to

become involved in child safety at the

state and local levels. Such

communication mechanisms may

include organizational newsletters,

journals, quarterly reports, and

scheduled conferences/conventions.

Application Procedure

Each applicant must submit one

original and two (2) copies of its

application package to NHTSA, Office

of Contracts and Procurement (NAD–

30), Attention: Karen S. Brockmeier, 400

7th Street SW., room 5301, Washington,

DC 20590. Submission of two additional

applications will expedite processing

but is not required. Applications must

be typed on one side of the page only.

Applications must include a reference

to NHTSA Cooperative Agreement

Program Number DTNH22–96–H–05194

and identify the program approach for

which the application is submitted.

Applicants may apply for more than one

program approach, however, a separate

application and budget must be

submitted for each program area

approach. Only complete applications

received on or before July 10, 1996,

shall be considered.

Application Content

1. The application package must be

submitted with OMB Standard Form

424 (Rev. 4–88, including 424A and

424B), Applications for Federal

Assistance, with the required

information filled in and the certified

assurances included. While Form 424–

A deals with budget information, and

Form 424B identifies Budget Categories,

the available space does not permit a

level of detail which is sufficient to

provide for a meaningful evaluation of

the proposed costs. A supplemental

sheet shall be provided which presents

a detailed breakdown of the proposed

costs, as well as any costs which the

applicant indicates will be contributed

by the organization or its local affiliates

and partners.

2. Applications shall include a

program narrative statement which

addresses the following in separately

labeled sections:

a. Technical Approach: A description

of the organizational membership and

purpose, demonstrating the need for the

assistance, and stating the principal

goals and subordinate objectives of the

project, as well as the anticipated results

and benefits. This section shall describe

any unusual features, such as design or

technological innovations, reductions in

cost or time, or extraordinary social/

community involvement. Supporting

documentation from concerned interests

other than the applicant can be used.

Any relevant data based on planning

studies should be included or footnoted.

(Evaluation Factor #1)

b. Implementation Plan: A description

of the program approach, including a

plan of action pertaining to the scope

and detail of the proposed work. This

section shall include the reasons for

taking this plan of action as opposed to

others. The Implementation Plan shall

include a presentation at one or more

national meetings (e.g. Moving Kids

Safely, Lifesavers or others.) (Evaluation

Factor #2)

c. Project Management and Staffing:

Quantitative projections of the

accomplishments to be achieved, if

possible, or lists of activities in

chronological order to show the

schedule of accomplishments and their

target dates. This section shall list each

organization, corporation, consultant or

other individuals who will work on the

project along with a short description of

the nature of the individual’s effort or

contribution and relevant experience.

(Evaluation Factor #3)
26952 Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices

d. Evaluation Plan: A description of

the kinds of data to be collected and

maintained and the criteria to be used

to evaluate the results. This section

shall explain the methodology that will

be used to determine if the needs

identified and discussed are being met,

and if the results and benefits identified

are being achieved. (Evaluation Factor

#4)

Evaluation Criteria and Review Process

Initially, all applications will be

reviewed to confirm that the applicant

is an eligible recipient and to assure that

the application contains all of the

information required by this notice.

Each complete application from an

eligible recipient will then be evaluated

by an Evaluation Committee. The

Evaluation Committee will include one

non-NHTSA staff specialist from the

Children’s Safety Network. The

application will be evaluated using the

following criteria:

1. Understanding of the Problem and

the Relationship to the Health/Medical

Community (40%). The extent to which

the applicant has demonstrated an

understanding of the child

transportation safety issues. The extent

to which the applicant is knowledgeable

about data sources, community linkages,

the need for a coordinated approach to

controlling child traffic injuries using

the health/medical field as leaders, and

his demonstrated the organization’s

affiliate’s willingness to commit to and

participate in the program. The extent to

which the applicant has access to the

potential target populations in the

community.

2. Goals, Objectives, and

Implementation Plan (40%). The extent

to which the applicant’s goals are

clearly articulated and the objectives are

time-phased, specific, measurable and

achievable. The extent to which the

Implementation Plan will achieve an

outcome oriented result that will reduce

child-related traffic injuries and deaths.

The Implementation Plan will be

evaluated with respect to its feasibility,

realism, and ability to achieve the

desired outcomes.

3. Project Management and Staffing

(10%). The reasonableness of the

applicant’s plan for accomplishing the

objectives of the project within the time

frame set out in this announcement. The

skill and experience of proposed staff,

including project management and

program staff and proposed affiliates,

and ability to accomplish the program

objectives.

4. Evaluation Plan (10%). The extent

to which the proposed methods for

measuring the processes and outcomes

of the proposed interventions

(countermeasures) will assess the

effectiveness of the use of the Health/

Medical Community in reaching the

desired target populations.

Special Award Selection Factors

While not a requirement, applicants

are strongly urged to consider the use of

other available organizational resources,

including other sources of financial

support. Preference may be given, for

those applicants that are evaluated as

meritorious for consideration of award,

for those who show commitment on the

part of the Health/Medical organization

by committing other organizational

resources or seeking additional outside

partners (cost-sharing strategies).

Terms and Conditions of the Award

1. Prior to award, each recipient must

comply with the certification

requirements of 49 CFR Part 20,

Department of Transportation New

Restriction or Lobbing, and 49 CFR Part

29 Department of Transportation

Government-wide Department and

Suspension (Nonprocurement) and

Government-wide Requirements for

Drug-Free Workplace (Grants).

2. Performance Requirements and

Deliverables:

(a) The grantee shall arrange to meet

with the Contracting Officer’s Technical

Representative (COTR) within 2 weeks

of the award of the cooperative

agreement to discuss the

implementation plan, including

milestones and deliverables.

(b) The grantee shall supply Quarterly

Progress Reports every ninety days, in a

format to be determined at the time of

award. Quarterly Progress Reports are to

include a summary of the previous

quarter’s activities and

accomplishments, as well as proposed

activities for the upcoming quarter. Any

decisions and actions required in the

upcoming quarter should be included in

the report.

(c) Draft Final Report. The grantee

shall prepare a Draft Final Report that

includes a description of the

intervention strategies, program

implementation, and findings from the

program evaluation. It is important, for

purposes of future programs, to know

what worked and did not work, under

what circumstances, and what can be

done to avoid potential problems in

replicating similar programs. The

grantee shall submit the Draft final

report to the COTR 30 days prior to the

end of the performance period. The

COTR will review the document and

provide comments within 2 weeks of

receipt of the document.

(d) Final Report. The grantee shall

revise the draft final report to reflect the

COTR’s comments. The revised

document shall be delivered to the

COTR on or before the end of the

performance period. The grantee shall

supply the COTR on computer disk

copy in WordPerfect format, and four

additional hard copies of the revised

document.

3. Meetings and Briefings. The grantee

shall plan for the initial planning

meeting in Washington, DC with the

COTR, as well as an interim briefing

approximately midway through the

project, a final briefing at the end of the

project period, and a presentation at one

or more national meetings, (e.g. Moving

Kids Safety, Lifesavers or other).

4. During the effective performance

period of cooperative agreements

awarded under this announcement, the

agreement shall be subject to the

National Highway Traffic Safety

Administration’s General Provisions for

Assistance Agreements.

Issued on: May 22, 1996.

James Hedlund,

Associate Administrator for Traffic Safety

Programs.

[FR Doc. 96–13344 Filed 5–28–96; 8:45 am]

BILLING CODE 4910–59–M

DEPARTMENT OF VETERANS

AFFAIRS

Advisory Committee on Geriatrics and

Gerontology, Notice of Meeting

The Department of Veterans Affairs

gives notice that a meeting of the

Geriatrics and Gerontology Advisory

Committee (GGAC) will be held on June

11–12, 1996 by the Department of

Veterans Affairs, in Room 1105 of VA

TechWorld located at 801 I Street NW.,

Washington, DC. The purpose of the

GGAC is to advise the Secretary of

Veterans Affairs and the Under

Secretary for Health relative to the care

and treatment of the aging veterans, and

to evaluate the Geriatric Research,

Education, and Clinical Centers. The

Committee will convene at 9:00 a.m.

(EST) on June 11 and will adjourn at

Noon (EST) on June 12.

The agenda for June 11 will begin

with updates for the Office of Geriatrics

and Extended Care. The first day’s

agenda will also cover an overview of

activities in the offices of Research and

Development; Geriatric and Grants

Management Service; Patient Care

Services, Academic Affiliations; and

Extended Care Service.

On June 12 the Committee will plan

the programs and activities for future

GGAC projects as well as plan review of

the GRECC (Geriatric Research,

Education, and Clinical Centers).