Federal Register / Vol. 61, No. 104 / Wednesday, May 29, 1996 / Notices 26947

exposure maps to resolve questions

concerning, for example, which

properties should be covered by the

provisions of section 107 of the Act.

These functions are inseparable from

the ultimate land use control and

planning responsibilities of local

government. These local responsibilities

are not changed in any way under Part

150 or through FAA’s review of noise

exposure maps. Therefore, the

responsibility for the detailed

overlaying of noise exposure contours

onto the map depicting properties on

the surface rests exclusively with the

airport operator which submitted those

maps, or with those public agencies and

planning agencies with which

consultation is required under section

103 of the Act. The FAA has relied on

the certification by the airport operator,

under section 150.16 of FAR Part 150,

that the statutorily required consultation

has been accomplished.

Copies of the updated noise exposure

maps and of the FAA’s evaluation of the

maps are available for examination at

the following locations:

Federal Aviation Administration, 800

Independence Avenue SW., Room

621, Washington, D.C. 20591

Federal Aviation Administration,

Western-Pacific Region, Airports

Division, AWP–600, 15000 Aviation

Boulevard, Room 3012, Hawthorne,

California 90261

Federal Aviation Administration, San

Francisco Airports District Office, 831

Mitten Road, Burlingame, California

94010–1303

Mr. John Martin, Director of Airports,

San Francisco International Airport,

San Francisco, California 94128.

Questions may be directed to the

individual named above under the

heading FOR FURTHER INFORMATION

CONTACT.

Issued in Hawthorne, California on May

17, 1996

Robert C. Bloom,

Acting Manager, Airports Division, AWP–600,

Western-Pacific Region.

[FR Doc. 96–13425 Filed 5–28–96; 8:45 am]

BILLING CODE 1410–13–M

Notice of Airport Capital Improvement

Program National Priority System;

Opportunity To Comment

AGENCY: Federal Aviation

Administration (FAA), (DOT).

SUMMARY: The FAA is clarifying details

of the ACIP National Priority System.

Comments and recommendations for

improving the effectiveness of the ACIP

National Priority System are solicited.

DATES: Comments and/or

recommendations must be submitted on

or before July 29, 1996.

ADDRESSES: Comments may be delivered

or mailed to the FAA, Airports

Financial Assistance Division,

Programming Branch, APP–520, Room

615, 800 Independence Avenue SW.,

Washington, DC 20591.

FOR FURTHER INFORMATION CONTACT:

Mr. Stan Lou, Manager, Programming

Branch, Airports Financial Assistance

Division, Office of Airport Planning and

Programming, APP–520, on (202) 267–

8809.

SUPPLEMENTARY INFORMATION: FAA

Order 5100.39, ‘‘Airport Capital

Improvement Plan’’ describes

procedures that are intended to guide

the distribution of Airport Improvement

Program (AIP) funds to the highest

priority projects nationally. In order to

implement the ACIP Order, a standard

database has been established. This

database (NPIAS–CIP) provides a

common data structure to compile and

analyze airport development needs. A

key element of this process is the

determination of objective priority

ratings for items of work.

The National Priority is a numerical,

computer-generated system for

prioritizing work items in accordance

with agency goals. The ACIP is used as

a vehicle to evaluate requests for AIP

funded airport development in an

airport’s five year Capital Improvement

Program (CIP).

The ACIP uses a national priority

calculation as prescribed by Order

5100.39. Priority numbers are calculated

based on the size and type of airport

(service level) and the type of project (as

described by the NPIAS–CIP project

codes). The national priority

calculation:

• Provides a standard means to sort

projects from high to low priority.

• Is used to measure how well

funding plans (the ACIP) address the

highest priority needs.

• Imitates the existing AIP priority

system.

• Is not intended to be the sole gauge

for project approval.

The national priority calculation is as

follows: (P*(APT+C+1)+T)*10+APT

Where:

P=Purpose Points (0 to 5 pts)

Safety/Security=0 pt.

Reconstruction=1 pt.

Standards=2 pts.

Environment=1 pt.

Upgrade=3 pts.

Capacity=3 pts.

New Airport (Community)=5 pts.

New Airport (Capacity)=3 pts.

Planning=1 pt.

C=Component Points (1 to 6 pts)

Land=3 pts.

Runway=1 pt.

Taxiway=3 pts.

Apron=4 pts.

Lighting=3 pts.

Approach Aids=2 pts.

Terminal=5 pts.

Access=5 pts.

Planning=1 pt.

Equipment=3 pts.

Other=3 pts.

T=Type Points (1 to 3 points), and

Access=2 pts.

Acquire Airport=2 pts.

Terminal Building Bond=2 pts.

Runway Centerline Lights=1 pt.

Construction=2 pts.

Land for Development=2 pts.

Extension/Expansion=2 pts.

Runway Friction=1 pt.

Gates=2 pts.

Grooving=1 pt.

Helicopter Landing=2 pts.

High Intensity Runway Lights=1 pt.

Improvements=1 pt.

Mass Transit/Master Plan=2 pts.

Metropolitan Planning=2 pts.

Medium Intensity Runway Lights=1 pt.

Miscellaneous=3 pts.

Noise Barrier=2 pts.

Landscaping For Noise=2 pts.

Noise Plan/Suppression=2 pts.

Soundproofing=2 pts.

Obstruction Removal=2 pts.

Parking=3 pts.

Partial Instrument=2 pts.

Relocation Assistance (Non-Noise)=2

pts.

ARFF Vehicle=1 pt.

Relocation Assistance (Noise)=2 pts.

Rehab Runway Lights=1 pt.

Rehab Taxiway Lights=2 pts.

Safety Related Building=2 pts.

Sealcoat=2 pts.

Security Improvement=1 pt.

Runway Safety Area=1 pt.

Service Road Improvement=3 pts.

Snow Removal Equipment=2 pts.

Runway Sensors=2 pts.

Safety Zone=1 pt.

Terminal=2 pts.

Visual Approach Aids=2 pts.

Construct V/TOL Runway/Vertical

Plan=2 pts.

Weather Reporting=2 pts.

Runway/Taxiway Signs=1 pt.

Taxiway Sensors/State Planning=2 pts.

Air Navigation Facilities=2 pts.

Deicing Facilities=1 pt.

Fuel Farm Development=3 pts.

Utility Development=3 pts.

APT=Airport Points (1, 2, 3, or 6 pt).

Airport Points are calculated as

follows:

Primary and Reliever Airports

Large and Medium Hub=1 pt.
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