35300 Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices

anticipated from project

implementation.

Letters describing the proposed action

and soliciting comments will be sent to

appropriate Federal, State and local

agencies, affected tribes, and private

organizations and citizens who have

previously expressed or are known to

have interest in this proposal. An open

house and new public scoping meeting

was held on June 27th, 1996 to provide

information and seek public input on

the proposed alternatives. An open

house and public hearing will be held

to receive comments on the draft EIS

after it is circulated. The draft EIS will

be available for public and agency

review and comment prior to the public

hearing. Public notice will be given of

the time and place of the open house

and hearing and the availability of the

draft EIS.

To assure that the full range of issues

related to this proposed action are

addressed and all significant issues

identified, comments and suggestions

are invited from all interested parties.

Comments or questions concerning this

proposed action and the EIS, or requests

to be added to the mailing list should be

directed to the FHWA at the address

provided above.

(Catalog of Federal Domestic Assistance

Program Number 20.205, Highway Planning

and Construction. The regulations

implementing Executive Order 12372

regarding intergovernmental consultation on

Federal programs and activities apply to this

program.)

Issued on: June 26, 1996.

Jose ́ M. Miranda,

Environmental Program Manager Olympia,

Washington.

[FR Doc. 96–17132 Filed 7–3–96; 8:45 am]

BILLING CODE 4910–22–M

Environmental Impact Statement:

Sarpy and Cass Counties, NE

AGENCY: Federal Highway

Administration (FHWA), Nebraska

Department of Roads (NDOR).

ACTION: Notice of Intent.

SUMMARY: The FHWA is issuing this

notice to advise the public that a

supplement to a final environmental

impact statement will be prepared for a

proposed highway project in Sarpy and

Cass Counties, Nebraska.

FOR FURTHER INFORMATION CONTACT:

Philip E. Barnes, PE, Operations

Engineer, Federal Highway

Administration, Room 220, 100

Centennial Mall North, Lincoln,

Nebraska 68508–3851, Phone: (402)

437–5971

Mr. Arthur Yonkey, Project

Development Engineer, Nebraska

Department of Roads, P.O. Box 94759,

Lincoln, Nebraska 68509, Phone:

(402) 479–4795

SUPPLEMENTARY INFORMATION: The

FHWA, in cooperation with the NDOR,

will prepare a supplement to the final

environmental impact statement (EIS)

on a proposal to improve U.S. Highway

75 in Sarpy and Cass Counties,

Nebraska. The original EIS for the

improvements (FHWA–Neb–EIS–73–

11–F) was approved on June 6, 1979.

The proposed improvements to U.S. 75

will provide a divided four-lane, limited

access highway along existing alignment

between the towns of Nebraska City and

Bellevue, Nebraska for a distance of

about 48 km (29.8 miles). Improvements

to the corridor are considered necessary

to provide for existing and projected

traffic demand and improve upon high

accident locations.

The NDOR and FHWA have

determined that a supplement to the EIS

will be required for the 20 km (12.5

mile) segment from Murray (N–1) to

Bellevue (Fairview Road) segment of the

U.S. 75 improvements studied in 1994.

The supplement will identify those

aspects of the project that have changed,

as well as those aspects of the existing

environmental setting, that have

changed since the FEIS was filed 16

years ago. Since the 1979 EIS, the

concept is proposed to be revised as

follows:

• Murray (N–1) to south edge of

Plattsmouth—changed to a four lane

rural expressway on existing alignment;

• Through Plattsmouth—suburban

signalized four lane expressway; and

• North of Plattsmouth to Bellevue

(Fairview Road)—retain four lane

highway but increase access control to

that of a freeway with access points

(Interchanges) at Bay Road and north of

LaPlatte Road.

This alternative, a bypass to the west

of Plattsmouth, and no action (retain

1979 preferred alternative) are currently

being considered.

Letters describing the proposed action

and soliciting comments will be sent to

appropriate federal, state and local

agencies, and to private organizations

and citizens who have previously

expressed or are known to have interest

in this proposal.

An agency scoping meeting was held

on April 22, 1996. A public scoping

meeting will not be held. Public notice

will be given of the time and place of

the public hearing. This draft

supplemental EIS will be available for

public and agency review and comment

prior to the public hearing.

To ensure that the full range of issues

relating to this proposed action are

addressed and all significant issues

identified, comments and suggestions

are invited from all interested parties.

Comments or questions concerning this

proposed action and the EIS should be

directed to the FHWA or the Nebraska

Department of Roads at the addresses

provided above.

Philip E. Barnes,

Operations Engineer.

[FR Doc. 96–17133 Filed 7–3–96; 8:45 am]

BILLING CODE 4910–22–M

Commercial Vehicle Information

Systems and Networks (CVISN) Model

Deployment Program

AGENCY: Federal Highway

Administration (FHWA).

ACTION: Request for application (RFA).

SUMMARY: The FHWA is soliciting

applications for the CVISN Model

Deployment Program. CVISN are

information systems that support

commercial vehicle operations (CVO).

This includes information systems

owned and operated by governments,

motor carriers, and other stakeholders.

CVISN is not a new national

information system, but rather a way for

existing systems to exchange

information through the use of

standards and the United States

commercially available communications

infrastructure. CVISN will enable

government agencies, the motor carrier

industry, and other parties engaged in

commercial vehicle operations, safety,

and regulation to exchange information

and conduct business transactions

electronically. The objectives of CVISN

include the following elements:

a. Distribution of safety information to

computers at the roadside to target high

risk carriers;

b. Use of license plate reader(s) at

roadside to electronically identify

commercial vehicles and carriers to

check safety information;

c. Electronic collection of inspection

data from the roadside and uploading to

SAFETYNET;

d. Electronic application for

credentials by motor carriers;

e. Interfacing of State systems to the

International Registration Plan (IRP)

clearinghouse;

f. Interfacing of State systems to the

International Fuel Tax Agreement

(IFTA) clearinghouse; and

g. Electronic clearance at fixed and/or

mobile sites.

This RFA has been sent to all State

agencies that have major responsibilities

for the State transportation system,
Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices 35301

Motor Carrier Safety Assistance Program

(MCSAP), vehicle registration, and

vehicle fuel tax. The RFA outlines

FHWA’s plans for model deployment of

CVISN in seven pilot States. A full text

of the CVISN RFA is being provided for

responses.

DATES: Applications must be submitted

to FHWA on or before July 19, 1996.

ADDRESSES: Submit applications or mail

to: Mr. Doug McKelvey, Federal

Highway Administration, Office of

Motor Carriers, 400 7th Street, SW.,

HSA–20, Room 3419, Washington, D.C.

20590 or Facsimile to: FHWA CVISN

RFA at (202) 366–7908.

FOR FURTHER INFORMATION CONTACT: Mr.

Larry Swartzlander, Office of Motor

Carriers, (202) 366–6066, or Mr.

Kenneth Baxter, Office of Motor

Carriers, (202) 366–8957.

SUPPLEMENTARY INFORMATION:

1. Introduction

1.1 Background

On April 11, 1996, notice of the

FHWA intention to solicit application

was published in the Federal Register

(61FR16157). Comments from twentytwo states and two entities were

received. The FHWA received

comments from twenty-two States and

two private agencies on the request for

information (RFI). Overall, the

responders were very supportive of

CVISN and believe it is a worthy

endeavor. The major comments and the

FHWA’s responses include the

following:

1.1.1 All but one commenter agreed

with the seven objectives. One

commenter recommended that the

hazardous materials transportation

registration and permitting as an

optional objective be added and require

one pilot State to test this objective.

This objective was not added because

there are already seven objectives, and

program funds and time are limited.

1.1.2 The majority of the States

believe the Federal funding over a twoyear period is appropriate to accomplish

the seven objectives. Because of limited

funding, it was decided to keep the twoyear funding period.

1.1.3 The commenters offered

varying opinions on the 50% minimum

non-Federal cost sharing. FHWA will

keep the 50% requirement in order to

comply with the Department of

Transportation and Related Agencies

Appropriations Act, 1996 to vigorously

pursue cost-sharing opportunities.

1.1.4 Several States were against

giving extra credit for States that

provide more than a 50% non-Federal

match. This selection criteria element

has been deleted because it would

impose a hardship on some States.

1.1.5 The majority of the responders

believe motor carrier support should be

required/encouraged during the model

deployment project, but there should be

no required signature from the industry.

The FHWA agreed to require

documentation indicating motor carrier

support.

1.1.6 The commenters offered

varying opinions on the issue of

requiring the governor’s signature on the

Memorandum of Agreement (MOA).

Four States said the governor’s signature

should be required because deploying

CVISN will require involvement of

numerous State agencies and the

signature will ensure complete

allocation of resources. Other States said

the governor’s signature should not be

required because every State’s

administrative requirements are

different, the signature of the head of

the State’s lead agency should be

sufficient, and requiring the governor’s

signature could discourage participation

of larger States. It was decided to keep

this item optional and allow each State

to decide if they wanted to obtain the

governor’s signature.

1.1.7 A few responders

recommended that States be allowed to

form CVISN private and/or public

partnerships. The FHWA supports this

concept and believes the RFI/RFA

acknowledges this concept. Additional

language was added in the RFA to

clarify this issue.

1.1.8 A recommendation to delete

the requirement for a 20% non-Federal

hard match was supported by the

FHWA and the RFA will reflect this

deletion and only specify a 50% nonFederal match.

1.1.9 One commenter suggested

deleting the reference to provide free

Carrier Automated Transaction (CAT)

software. The commenter believes the

reference to free software would result

in government competing unfairly with

private sector participation in CVO

deployment. The FHWA agrees with

this request and the RFA has been

changed to say that it is available from

commercial sources.

1.1.10 Interoperability with toll

systems was also a concern. This issue

is addressed in the RFI/RFA by

requiring interoperability with major

CVO clearance programs and

encourages interoperability with toll

deployment technology.

Commercial vehicle business

practices and systems were originally

designed primarily for intrastate

trucking, but several factors have

changed the way CVO business is

conducted. These factors include

increased emphasis on safety, improved

truck technology, the construction of the

Interstate Highway System, the

industry’s deregulation in 1980, and the

interstate agreements for registration

and fuel tax being adopted nationwide.

The systems supporting CVO operations

have not kept pace. Many of the systems

supporting CVO are manual processes

requiring redundant data entry and

cannot share information within and

among States and customers.

Additionally, State safety and

administrative responsibilities for

commercial vehicles are projected to

increase over the next several years and

State budgets are anticipated to remain

stable or face reductions. To address

these issues, the United States

Department of Transportation (US

DOT), through the FHWA, intends to

support model deployment of CVISN in

a number of States. CVISN are

information systems that support

commercial vehicle operations. This

includes information systems owned

and operated by governments, motor

carriers, and other stakeholders. CVISN

is not a new information system, but

rather a way for existing systems to

exchange information through the use of

standards and the existing commercially

available communications

infrastructure. CVISN will enable

government agencies, the motor carrier

industry, and other parties engaged in

CVO safety and regulation to exchange

information and conduct business

transactions electronically. The purpose

of investing in model deployment of

CVISN in States is (1) to facilitate the

development and deployment of

Intelligent Transportation Systems (ITS)

services that will increase the safety and

productivity of CVO; and (2) to ascertain

and educate the general public and key

State and industry decision makers on

the costs and benefits of ITS for CVO.

1.2 Description of CVISN Model

Deployment Program

The model deployment of CVISN is

focused on safety and administrative

processes. Safety systems are being

pursued to improve safety on the

nation’s highways and to reduce the

burden on safe carriers, and help

streamline government processes.

Administrative processes are being

pursued because of expected benefits to

States and the high benefit/cost ratio

identified in a recent study

(‘‘Assessment of ITS/Commercial

Vehicle Operations and User Services—

Qualitative Benefit/Cost Analysis’’ June,

1996, American Trucking Associations)

for carriers possessing 100 or more

trucks.
35302 Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices

Three examples of CVISN include

screening for safety, acquiring

credentials, and mainline screening.

Screening for safety would include

Safety and Fitness Electronic Records

(SAFER) System information that would

provide a carrier safety snap-shot to the

State or its agent for use at the roadside

mobile and/or fixed inspection/weigh

facility. The vehicle would pull into the

facility and the US DOT number would

be obtained. This information is then

checked on the pen base computer that

has a selection algorithm that suggests if

the vehicle should be inspected for

safety. If the inspection is performed,

information is entered into the database

via the pen base computer.

Carriers and commercial motor

vehicle operators will obtain credentials

and perform carrier to State business

transactions electronically, directly from

their offices. Carrier Automated

Transaction (CAT) Software that

performs these transactions is available

from commercial sources. Commercial

vendors have agreed to use open

standards being developed through the

American National Standards Institute

(ANSI). ANSI open standards allow

organizations to develop compatible

CAT type software. Larger carriers

would likely use these open standards

to integrate carrier to State transaction

software into their existing fleet

management systems. While the FHWA

strongly encourages carriers and States

to use multiple vendors and encourage

a healthy competitive market, the CVO

architecture requires that all

communication systems and interfaces

deployed under CVISN use an open

architecture and comply with the ANSI

X.12 standards for electronic data

interchange. Public private partnerships

are encouraged in CAT development

and integration as they are in all CVISN

systems.

Carriers could enroll in mainline

screening projects that allow carriers to

pass inspection stations at mainline

speeds for those States with roadside

inspection/weigh facilities. A carrier’s

safety record will be evaluated using

available safety information. The

probability of a safe carrier being

inspected would be very low while the

probability of an historically unsafe

carrier would be very high. Participating

motor carrier vehicles in the mainline

screening program would be weighed

and classified by high speed screening

equipment on the highway preceding

the inspection facility and electronically

examined via a vehicle-mounted

transponder to ensure that all required

electronic screening criteria was met. If

the vehicle meets the criteria, the driver

will be electronically notified by an

indicator device inside of the vehicle

and allowed to bypass the inspection

facility. When one or more of the

criteria are not satisfied, the driver will

be required to enter the inspection

facility for further review.

This Request for Application (RFA)

outlines FHWA’s plans for model

deployment of CVISN in seven model

deployment States, one State from each

of the seven truckshed regions. The

trucksheds were defined by geographic

distribution in the United States and by

truck freight volumes, therefore piloting

a national program in each of the seven

regions is a logical progression to

‘‘grow’’ the program. Maryland and

Virginia will be used to try the first

generation of CVISN and it will then be

refined and transferred to the model

deployment State. States are encouraged

to form partnerships with other States

and the private sector in the CVISN

program.

The complete RFA and additional

information will be maintained on the

World Wide Web at the Johns Hopkins

University Applied Physics Laboratory

(JHU/APL) home page (http://

www.jhuapl.edu/transportation/ssd/

cvo/other /downdocs/downdocs.htm).

The Intelligent Transportation Society

of America also provides information

relevant to ITS and CVO on their home

page (http://davinci.csn.net/itsa/).

1.3 CVISN Objectives

Each model deployment State is

required to demonstrate the following

over a two-year funding period at a few

sites and for a portion of the truck and

motor coach industry:

a. Distribution of safety information to

computers at the roadside to target high

risk carriers.

b. Use of license plate reader(s) at

roadside to electronically identify

commercial vehicles and carriers to

check safety information.

c. Electronic collection of inspection

data from the roadside and uploading to

SAFETYNET.

d. Electronic application for

credentials by motor carriers.

e. Interfacing of State systems to the

International Registration Plan (IRP)

clearinghouse.

f. Interfacing of State systems to the

International Fuel Tax Agreement

(IFTA) clearinghouse.

g. Electronic clearance at fixed and/or

mobile sites.

The system for requesting oversize/

overweight permits electronically is

optional.

CVISN model deployment States

using Dedicated Short Range

Communications (DSRC) must be

interoperable with major CVO clearance

programs and it is desirable to be

interoparable with toll deployment

technology. This specifically includes

adopting Electronic Data Interchange

(EDI) and DSRC standards applicable to

CVO when they become available. This

is not designed to limit strategies, but to

encourage innovative approaches to

achieving the ITS/CVO vision of

increased safety and efficiency. In

addition, the FHWA will accept

proposals outlining projects that include

partnering of additional States in a

truckshed region. The FHWA’s plan

includes expansion to additional States

that may overlap trucksheds, however,

funding is limited to one lead State per

region. An example is a methodology

that will identify high risk carriers,

drivers, and vehicles based on a regional

hypothesis.

Evaluation is another requirement.

CVISN model deployment State must

participate in an overall project

evaluation. As a partner, the FHWA will

provide an independent evaluator to

work with the stakeholder in refining

their draft evaluation plan early in the

test. The evaluation process will help

focus stakeholder efforts and resources

through early evaluation planning to

achieve the maximum cost/benefits

from the program.

1.4 Expected CVISN Benefits

Expected Benefits for State

Governments

a. Data interchange among State,

carriers, financial institutions, and

insurance carriers will be electronic and

efficient.

b. Administrators and enforcement

personnel will have electronic access to

required data.

c. Enforcement resources can be

focused on high risk carriers and

drivers.

d. Credentials issuance, taxation,

inspections, and compliance reviews

will be automated to proceed more

efficiently.

e. Better enforcement of weight, size,

safety, and tax regulations.

f. In the long term, re-engineered

policies and practices can be based on

measured data and careful analysis.

Expected Benefits for Motor Carriers

a. Reduced administrative burden in

regulatory compliance.

b. Vehicles of safe and legal carriers

will incur less delay.

c. Technology investment can support

multiple services.

d. Uniformity of services across North

America.

e. Focus on unsafe carriers will ‘‘level

the playing field.’’
Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices 35303

f. Reduction in exposure to lane

change movements at inspection sites.

g. Increased commercial vehicle fuel

efficiency.

h. Reduced commercial vehicle

emissions.

2. CVISN System and Organizational

Coordination

The objectives of the CVISN model

deployment program (Section 1.3) will

require system and organizational

coordination. The organizations and

capabilities described here include the

safety inspections and electronic

clearance; registration; electronic

credentials, clearance, and motor

carriers; fuel tax system; and oversize/

overweight. This section takes a

paragraph to describe what each

objective achieves with the CVISN

deployment and how this is

accomplished. The FHWA assumes that

model deployment States will upgrade

existing systems or use a private

provider to operate and maintain the

systems. The FHWA supports

automation of the existing functions, but

is not encouraging the addition of new

systems.

2.1 Safety Inspections and Electronic

Clearance

The State commercial vehicle safety

system will upload inspections

electronically at the roadside using the

ASPEN portable computer system or

current State system. Safety information

will be provided electronically to the

roadside to enforcement officers.

Preliminary data have indicated that the

effectiveness of roadside safety

inspections can be doubled combining

this safety information with experienced

law enforcement officers. This will

allow automated screening to clear safe

operators and focus safety enforcement

on high risk carriers. Federal model

deployment funds could be used for

hardware and software, and the State

will provide manpower to solve

organizational issues leading to

deployment and resources such as

motor carrier inspectors to operate the

system. This will be coordinated with

the existing Motor Carrier Safety

Assistance Program (MCSAP). The State

will also electronically clear

transponder-equipped safe and legal

trucks and buses at fixed and/or mobile

sites.

2.2 Registration

The State registration system will

electronically accept registration

requests, issue credentials

electronically, and respond to queries of

authorized users. Federal model

deployment funds could be used to

purchase the necessary hardware and

software to interface the existing pilot

State registration system and utilize an

interstate IRP clearinghouse. This IRP

clearinghouse will be developed and

operated under the direction of the IRP

board of directors. The State registration

agency will provide organizational

coordination of the technology

deployment and any modifications

required in the existing State system

software. Federal model deployment

funds could be used for travel funding

to resolve organizational issues and to

participate in ANSI standards meetings

to ensure the registration standards

developed meet the pilot State’s

requirements.

2.3 Electronic Credentials, Clearance,

and Motor Carriers

Carriers and commercial motor

vehicle operators will be able to obtain

credentials electronically. A small

carrier if needed would go to a single

location, either a State or private

provider, versus the numerous locations

currently required. User friendly

personal computer (PC) software would

be developed. This software will allow

carriers to obtain credentials directly

from their office. Larger carriers would

likely integrate credential software in

their existing fleet management system.

Carriers could apply for electronic

clearance that allows safe and legal

carriers with transponder-equipped

vehicles to pass inspection stations or

mobile sites at mainline speeds.

2.4 Fuel Tax System

The State fuel tax system will (1)

electronically accept applications for

fuel credentials, (2) issue them, (3)

accept quarterly fuel tax reports, (4)

respond to authorized queries, and (5)

notify other IFTA application States

electronically of carriers allocated for

their State. Federal model deployment

funds could be used to purchase the

necessary hardware and software to

interface the existing model deployment

State fuel tax system and utilize an

interstate fuel clearinghouse. This fuel

clearinghouse will be developed and

operated under the direction of the

IFTA board of directors and coordinated

with IFTA. The clearinghouse will

notify the model deployment State

electronically of all carriers allowed to

operate in the pilot State, who are basestated in other States. The fuel tax

system will provide organizational

coordination for the technology

deployment and necessary

modifications required in the existing

system software. Federal model

deployment funds could be used for

travel funding to resolve organizational

issues and to participate in the ANSI

standards meetings to ensure the fuel

tax standards developed meet the pilot

State’s requirements.

2.5 Oversize/Overweight (Optional)

The State oversize/overweight system

will allow the carrier to request

credentials electronically and issue

oversize/overweight permits

electronically for CVO vehicles in an

approved envelope for size and weight.

Requests outside the envelope will be

notified to contact the organization in

person. Where States have developed

regional oversize/overweight

agreements, the region will select a

single State to issue credentials for that

region. The State will provide

manpower to resolve issues and operate

the system. Federal model deployment

funds could be used to purchase and

install the system and provide travel

funding to resolve the organizational

issues and to participate in ANSI

standards meetings to ensure the

oversize/overweight standards

developed meet the model deployment

State’s requirements.

3. CVISN Funding

In fiscal year (FY) 96, the FHWA

expects to provide $500,000 to each

model deployment State to enable them

to automate their systems, purchase

technologies for the model deployment,

and develop business plans. Additional

Federal FY 97 funding is planned. The

actual amount will be based on

implementation cost estimates,

Congressional funding levels, and past

performance. The availability of CVISN

funding beyond FY 97 is undetermined

at this time. Success of the CVISN

model deployment program will have a

significant role in future Federal

funding.

3.1 Federal Allocation

Funding for each selected pilot State

will be provided over a two-year

funding period.

3.2 Eligible Costs for Federal Funding

Eligible expenditures for Federal

funding will be for software

development, equipment, installation,

maintenance, and other expenses to

achieve the objectives of the CVISN

project.

3.3 Non-Federal Cost Sharing

The CVISN model deployment States

will be asked to contribute at least 50%

of the cost of the project in hard and/

or soft matches. Non-Federal cost

sharing (private and public) funds and

other resources are required. An

example of non-Federal cost sharing
35304 Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices

includes (a) funds for equipment, (b)

staff, (c) cash and (d) cost of integrating

existing equipment for CVISN model

deployment. In addition, the future nonFederal cost sharing percentage is

subject to change depending upon

Congressional funding.

4. Mainstreaming

Mainstreaming funds will be available

to States and regions in FY 1996. These

funds will help continue to build the

organizational and institutional

arrangements among State, carriers, and

vendors to ensure the development and

deployment of ITS/CVO user services to

public and private markets. While the

model deployment of the CVISN

architecture proceeds in the model

deployment State over the next two

funding years, the State and regional

forums will be strengthened by

providing Federal funding to hire

regional champions responsible for

near-term deployment activities. The

regional champions and forums will

serve the following functions: (a) the

development of regional and State ITS/

CVO Mainstreaming plans to prepare for

CVISN model deployment in States

throughout the seven truckshed regions,

(b) the dissemination of results from the

initial CVISN model deployment to the

rest of the regional forum and (c)

facilitating information transfer between

the regional champion and the program

manager.

5. Evaluation

The FHWA will conduct a rigorous,

independent evaluation of the

effectiveness of the CVISN model

deployment in achieving the CVISN

objectives and National ITS program

goals. The independent evaluation may

be conducted using existing FHWA

resources, or, as part of another

solicitation, the FHWA may contract

with one or more independent

evaluation contractor(s) to evaluate the

model deployments.

6. Application Requirements

The application to be a model

deployment State shall include a

memorandum of agreement (MOA) with

the chief executive officer’s (CEO)

signature of relevant agencies

demonstrating their support for

providing the CVISN services

previously outlined. A signature of the

Governor is optional. A letter(s) of

support from the CEO of a motor carrier

is strongly encouraged. An

organizational chart showing the

relationship between the agencies, a

point of contact for each agency and a

lead agency will be identified at this

time. This process is to ensure

management support for CVISN services

at all levels. If there is no MOA, the

application will not be considered

further.

Each application shall include and

fully address the selection criteria

statements in Section 7, Selection

Criteria.

7. Selection Criteria

Selection for participation in the

CVISN model deployment program will

include the following criteria:

7.1 Institutional Capabilities

States interested in model

deployment of CVISN should include,

with their application of interest,

supporting documentation indicating

the extent to which of these institutional

capabilities exist. Possessing more of

these institutional capabilities will

increase the ability of a State to be

selected and to be a successful model

deployment State.

a. Leadership and initiative on ITS/

CVO issues and programs through

participation in ITS/CVO institutional

studies and operational tests.

b. Integration with safety strategies

and projects targeting high risk carriers.

c. An ITS/CVO working group

involving agencies and private industry.

d. An ITS/CVO plan (strategic,

business, deployment, etc.). If a plan is

available, a bullet list of major elements

should be attached with the application

including: (1) Goals, (2) Objectives, (3)

Actions, (4) Schedule, and (5) Funding

summary.

e. Strong commitment to customer

service and the ability to work with the

motor carrier industry in their State.

f. A project manager to oversee

deployment of these services.

g. Experience and willingness to work

with other State and CVO-related

organizations at the regional and

national level.

h. Commitment to participate in the

evaluation and the CVISN model

deployment following the two-year

operational test.

i. Public/private partnerships

involving CVO.

7.2 Technical Capabilities

States interested in model

deployment of CVISN should include

supporting documentation indicating

their technical capabilities for the items

below. It is not anticipated that most of

these technical capabilities exist in

States, but possessing more of these

technical capabilities will increase the

ability of a State to be a successful

model deployment .

a. Significant public and/or private

sector investment and technical

capability in developing, operating, and

maintaining CVO-related information

management systems and technologies.

b. Significant progress in developing

and operating (including the private

sector) several ITS/CVO services,

including:

1. Distribution of safety information to

computers at the roadside to target high

risk carriers.

2. Use of license plate reader(s) at

roadside to electronically identify

commercial vehicles and carriers to

check safety information.

3. Electronic application for

credentials by motor carriers.

4. Electronic collection of inspection

data from fixed and/or mobile electronic

safety screening programs, and the

ability to support on-line data entry of

safety information to SAFETYNET.

5. Electronic clearance programs

where States operate a significant

number of weigh stations, ports-ofentry, or mobile operations.

6. Electronic registration programs for

carriers for interstate and intrastate

registrations, and the ability to respond

to electronic queries from government

and industry to verify the status of

registrations.

7. Electronic fuel tax reporting, and

the ability to respond to electronic

queries from government and industry

to verify the status of fuel tax accounts.

8. Electronic oversize/overweight

permitting, and the ability to respond to

electronic queries from government and

industry to verify the status of oversize/

overweight permits.

c. State communications

infrastructure or that of a private

provider is sufficiently developed to

provide on-line information exchange

capability to the designated users.

d. Sufficient support equipment to

carry out the model deployment of

CVISN and ITS/CVO services.

8. Schedule

The time line for the CVISN model

deployment State application and

selection process is as follows:

Number and date Event

1. May 20, 1996 ....... Distribute request for

Applications for

CVISN Model Deployment Program.

2. July 19, 1996 ........ Applications for

CVISN Model Deployment Program

due.

3. August 16, 1996 ... Applications selected

for CVISN Model

Deployment Program.

4. September 20,

1996.

Funding agreements

completed.
Federal Register / Vol. 61, No. 130 / Friday, July 5, 1996 / Notices 35305

Authority: 23 U.S.C. 315; 49 CFR 1.48.

Issued on: June 28, 1996.

Rodney E. Slater,

Federal Highway Administrator.

[FR Doc. 96–17110 Filed 7–3–96; 8:45 am]

BILLING CODE 4910–22–P

[FHWA Docket No. 96–23]

Utilization of the Private Sector for

Surveying and Mapping Services

AGENCY: Federal Highway

Administration (FHWA), DOT.

ACTION: Notice and request for

comments.

SUMMARY: Section 306 of title 23, United

States Code, requires the Secretary of

Transportation to issue guidance to

encourage States to utilize, to the

maximum extent practicable, private

sector sources for surveying and

mapping services for projects under title

23 of the United States Code. The

FHWA requests information from the

public, State and local transportation

agencies, public and private

professional organizations, private

sector firms, and others on the

appropriate role of the State and private

sector in surveying and mapping

activities.

DATES: Comments must be received on

or before September 3, 1996.

ADDRESSES: Submit written, signed

comments to FHWA Docket No. 96–23,

Federal Highway Administration Room

4232, HCC–10, Office of the Chief

Counsel, 400 Seventh Street, SW.,

Washington, D.C. 20590. All comments

received will be available for

examination at the above address

between 8:30 a.m. and 3:30 p.m., e.t.,

Monday through Friday, except Federal

holidays.

FOR FURTHER INFORMATION CONTACT:

Fe ́lix Rodrı ́guez-Soto, Office of

Engineering, 202–366–1564, or Wilbert

Baccus, (HCC–32), Office of the Chief

Counsel, 202–366–0780. The address is

Federal Highway Administration, 400

Seventh Street, SW., Washington, D.C.

20590. Office hours are from 7:45 a.m.

to 4:15 p.m., e.t., Monday through

Friday except Federal holidays.

SUPPLEMENTARY INFORMATION: Section

306 of title 23 of the United States Code,

as amended by the National Highway

System Designation Act of 1995,

authorizes, wherever practicable, the

use of photogrammetric methods in

mapping and the utilization of the

private sector for such services. Section

306(b) requires the Secretary of

Transportation to issue guidance to

encourage States to utilize, to the

maximum extent practicable, private

sector sources for surveying and

mapping services for projects under title

23 of the United States Code. Interested

persons are invited to submit

information and comments addressing

the appropriate roles for States and the

private sector in mapping and surveying

activities including the following areas:

(1) preparation of standards and

specifications;

(2) research in surveying and mapping

instrumentation and procedures and

technology transfer to the private sector;

(3) providing technical guidance,

coordination, and administration of

State surveying and mapping activities;

and

(4) recommending methods for

increasing the use by the States of

private sector sources for surveying and

mapping activities.

The FHWA will review the

information received and consider it in

the development of the guidance

required by the Act.

Authority: 23 U.S.C. 306, 315; 49 CFR 1.48.

Issued on: June 25, 1996.

Rodney E. Slater,

Federal Highway Administrator.

[FR Doc. 96–17109 Filed 7–3–96; 8:45 am]

BILLING CODE 4910–22–P

DEPARTMENT OF THE TREASURY

Fiscal Service

Proposed Collection of Information:

Notice of Reclamation; Electronic

Funds Transfer, Federal Recurring

Payments; Request for Debit,

Electronic Funds Transfer, Federal

Recurring Payments

AGENCY: Financial Management Service,

Fiscal Service, Treasury.

ACTION: Notice and request for

comments.

SUMMARY: The Financial Management

Service, as part of its continuing effort

to reduce paperwork and respondent

burden, invites the general public and

other Federal agencies to comment on a

continuing information collection. By

this notice, the Financial Management

Service solicits comments concerning

the forms ‘‘Notice of Reclamation,

Electronic Funds Transfer; Federal

Recurring Payments request for Debit,

Electronic Funds Transfer, Federal

Recurring Payments.’’.

DATES: Written comments should be

received on or before September 3,

1996.

ADDRESSES: Direct all written comments

to Financial Management Service, 3361–

L 75th Avenue, Landover, Maryland

20785.

FOR FURTHER INFORMATION CONTACT:

Requests for additional information or

copies of the form(s) and instructions

should be directed to Dorothy Wilson,

Financial Management Service, Room

357–D, 401 14th St., S.W., Washington,

D.C. 20227, (202) 874–7157.

SUPPLEMENTARY INFORMATION: Pursuant

to the Paperwork Reduction Act of 1995,

(44 U.S.C. 3506(c)(2)(A)), the Financial

Management Service solicits comments

on the collection of information

described below.

Title: Notice of Reclamation,

Electronic Funds Transfer, Federal

recurring Payments; Request for Debit,

Electronic Funds Transfer, Federal

Recurring Payments.

OMB Number: 1510–0043.

Form Number: FMS–133 and FMS–

135.

Abstract: These forms are used when

a program agency authorizes Treasury to

recover payments that have been issued

after the death of the beneficiary. FMS–

133 is used by Treasury to notify the

financial organization of its

accountability concerning the funds.

When there is no response to the FMS–

133, an FMS–135 is sent requesting a

debit to the financial organization’s

account.

Current Actions: There are no changes

to this information collection. It is being

submitted for extension purposes only.

Type of Review: Extension.

Affected Public: Business/Financial

Institutions.

Estimated Number of Respondents:

55,000.

Estimated Time Per Respondent: 12

minutes.

Estimated Total Annual Burden

Hours: 50,930.