Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 61553 

wishing to present statements or obtain 

information should contact the person 

listed in the FOR FURTHER INFORMATION

CONTACT section. Members of the public 

may present a written statement to the 

committee at any time. 

Issued in Washington, DC, on September 

29, 2010. 

Robert L. Bostiga, 

RTCA Advisory Committee. 

[FR Doc. 2010–24994 Filed 10–4–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Transit Administration 

[Docket No FTA–2010–0027] 

National Transit Database: 

Amendments to the Urbanized Area 

Annual Reporting Manual and to the 

Safety and Security Reporting Manual 

AGENCY: Federal Transit Administration 

(FTA), DOT. 

ACTION: Notice of Proposed 

Amendments to the 2011 National 

Transit Database Urbanized Area 

Annual Reporting Manual and 

Announcement of Immediate 

Suspension of Collecting Security Data 

on the S&S–50 Form in the Safety and 

Security Module 

SUMMARY: This notice provides 

interested parties with the opportunity 

to comment on changes to the Federal 

Transit Administration’s (FTA) National 

Transit Database (NTD) reporting 

requirements, including amendments to 

the 2011 Urbanized Area Annual 

Reporting Manual (Annual Manual). 

Pursuant to 49 U.S.C. 5335, FTA 

requires recipients or beneficiaries of 

FTA Urbanized Area Formula Grants to 

provide an annual report to the 

Secretary of Transportation via the NTD 

reporting system according to a uniform 

system of accounts (USOA). Other 

transit systems in urbanized areas report 

to the NTD under these requirements on 

a voluntary basis for purposes of 

including data from their NTD reports 

in the apportionment of Urbanized Area 

Formula Grants. In an ongoing effort to 

improve the NTD reporting system and 

be responsive to the needs of the transit 

systems reporting to the NTD, FTA 

annually refines and clarifies the 

reporting requirements through 

revisions to the Annual Manual. 

Additionally, FTA announces that it is 

immediately suspending data collection 

of personal security incidents on the 

S&S–50 Form in the Safety & Security 

Module. 

DATES: Comments must be received on 

or before December 6, 2010. FTA will 

consider late filed comments to the 

extent practicable. 

ADDRESSES: You may submit comments 

[identified by DOT Docket ID Number 

FTA–2010–0027] at the Federal 

eRulemaking Portal at: http:// 

www.regulations.gov. Follow the online 

instructions for submitting comments. 

Fax: 202–493–2251. 

Mail: Docket Management Facility: 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

Hand Delivery or Courier: West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., between 

9 a.m. and 5 p.m. ET, Monday through 

Friday, except Federal holidays. 

Instructions: When submitting 

comments, you must use docket number 

FTA–2010–0027. This will ensure that 

your comment is placed in the correct 

docket. If you submit comments by 

mail, you should submit two copies and 

include the above docket number. Note 

that all comments received will be 

posted, without change, to http:// 

www.regulations.gov including any 

personal identifying information. 

FOR FURTHER INFORMATION CONTACT: John 

D. Giorgis, NTD Program Manager, 

Office of Budget and Policy, (202) 366– 

5430 (telephone); (202) 366–7989 (fax); 

or john.giorgis@dot.gov (e-mail). 

SUPPLEMENTARY INFORMATION: 

I. Background 

The National Transit Database (NTD) 

is the Federal Transit Administration’s 

(FTA’s) primary database for statistics 

on the transit industry. Congress 

established the NTD to ‘‘help meet the 

needs of * * * the public for 

information on which to base public 

transportation service planning * * *’’ 

(49 U.S.C. 5335). Currently, over 700 

transit providers in urbanized areas 

report to the NTD through an Internetbased reporting system. Each year, 

performance data from these 

submissions are used to apportion over 

$6 billion of FTA funds under the 

Urbanized Area Formula (Section 5307) 

Grants and the Fixed Guideway 

Modernization Grants Programs. These 

data are made available on the NTD 

Web site at http://www.ntdprogram.gov 

for the benefit of the public, transit 

systems, and all levels of government. 

These data are also used in the annual 

National Transit Summaries and Trends 

report, the biennial Conditions and 

Performance Report to Congress, and in 

meeting FTA’s obligations under the 

Government Performance and Results 

Act. Reporting requirements are 

governed by a Uniform System of 

Accounts (USOA) and an Annual 

Reporting Manual that is issued each 

year. Both the USOA and the Annual 

Manual are available for review on the 

NTD Website at http:// 

www.ntdprogram.gov. Additionally, 

urbanized area transit systems also 

make monthly reports to the NTD on 

safety and security incidents through 

the NTD Safety & Security Module. 

II. Proposed Changes in the 2011 

Annual Manual 

FTA proposes several substantive 

changes to the Annual Manual for the 

2011 Report Year: (1) To clarify the 

eligibility of vanpools to be reported to 

the NTD; (2) to redefine several of the 

modes of transportation service; (3) to 

make some definitional clarifications; 

(4) to revise the reporting requirements 

for small transit systems; (5) to add 

financial balance sheet reporting; (6) to 

update the procedures for making 

urbanized area allocations; and (7) to 

establish special procedures for 

handling the release of new urbanized 

area definitions from the Census 

Bureau. 

(1) Eligibility of Vanpools for the NTD 

Currently, FTA requires vanpools to 

have a public sponsor in order to be 

included in the NTD. This does not 

capture vanpool service being provided 

as public transportation by the private 

sector. In other cases, the mere existence 

of a public sponsor for vanpool service 

has allowed some vanpools to be 

reported to the NTD without adequate 

assurances that the vanpool is in fact 

public transportation. 

FTA proposes to change its 

requirements for reporting vanpool 

service to the NTD as follows: To be 

included in the NTD, a sponsor of 

vanpool service must demonstrate: (1) 

That it is open to the public and that 

any vans that are restricted a priori to 

particular employers and which do not 

participate in the ride-matching service 

of the vanpool are excluded from the 

NTD report; (2) that it actively engages 

in the following activities: advertising 

the vanpool service to the public, 

matching interested members of the 

public to vanpools with available seats, 

and reasonable planning to increase its 

service (when funding is available) to 

meet demand from additional riders; (3) 

that the service is open to individuals 

with disabilities, in accordance with the 

Americans with Disabilities Act of 1990; 

and (4) that it has a record-keeping 

system in place to collect and report 

fully-allocated operating costs for the 

service. 

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61554 Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 

Reporting fully-allocated operating 

costs means that the vanpool can report 

on the total cost of the service, 

including: (1) Any fuel, insurance, and 

maintenance costs paid by vanpool 

participants; (2) all advertising and 

promotion costs; (3) costs paid by any 

third-parties to support the vanpool 

program; and (4) any contract 

administration costs borne by the 

vanpool sponsor. 

Finally, NTD IDs for vanpool 

programs will be assigned on the basis 

of the entity that is sponsoring the 

vanpool, and is defining the eligibility 

requirements for participation in the 

vanpool. FTA will require all existing 

vanpool services in the NTD to recertify 

their approval to report to the NTD 

based on the new criteria for the 2011 

Report Year. 

(2) New Modes 

Almost all data reported to the NTD 

is reported on the basis of modes of 

service, such as the commuter rail (CR) 

mode or the demand response (DR) 

mode. Mode of operation is a useful way 

of organizing transit data, as it easily 

facilitates the creation of National 

benchmarks and performance peergroups for systems of similar 

characteristics. To facilitate this, and to 

recognize that modes have changed over 

time, FTA proposes creating four new 

modes of operation: Bus Rapid Transit 

(RB), Commuter Bus (CB), Streetcar Rail 

(SR), and Hybrid Rail (YR). These 

definitions, like all NTD modes, may 

not necessarily apply to other areas 

where definitions are established by 

law, rule, or regulation. 

Bus Rapid Transit (RB): This mode 

will be for fixed-route bus systems that 

either (1) operate their entire routes 

predominantly on fixed-guideways 

(other than on highway HOV or 

shoulder lanes, such as for commuter 

bus service) or (2) that operate entire 

routes of high-frequency service with 

the following elements: substantial 

transit stations, traffic signal priority or 

pre-emption, low-floor vehicles or levelplatform boarding, and separate 

branding of the service. High-frequency 

service is defined as 10-minute peak 

and 15-minute off-peak headways for at 

least 14 hours of service operations per 

day. 

Commuter Bus (CB): This mode will 

be for fixed-route bus systems that are 

primarily connecting outlying areas 

with a central city through bus service 

that operates with at least five miles of 

continuous closed-door service. This 

service typically operates using 

motorcoaches, and usually features peak 

scheduling, multiple-trip tickets, and 

multiple stops in outlying areas with 

limited stops in the central city. 

Streetcar Rail (SR): This mode is for 

rail transit systems operating entire 

routes predominantly on streets in 

mixed-traffic. This service typically 

operates with single-car trains powered 

by overhead catenaries and with 

frequent stops. 

Hybrid Rail (YR): This mode is for rail 

transit systems primarily operating 

entire routes on the National system of 

railroads, but not operating with the 

characteristics of commuter rail. This 

service typically operates light rail-type 

vehicles as diesel multiple-unit trains 

(DMU’s). These trains do not meet 

Federal Railroad Administration 

standards, and so must operate with 

temporal separation from freight rail 

traffic. 

FTA expects that many systems 

reporting these new modes will make a 

transition of 100% of their service from 

the existing Motorbus (MB) or Light Rail 

(LR) modes to the new mode. For 

systems that will need to split their 

service between an existing mode and a 

new mode, FTA will grant waivers from 

this requirement for up to two years to 

accommodate the transition. 

(3) Definition Clarifications 

FTA proposes reclassifying ‘‘Aerial 

Tramway’’ to be reported as a ‘‘rail’’ 

mode of operation, as this will aid data 

presentation in allowing it to be 

included with other small rail modes, 

such as Inclined Plane. 

FTA also proposes combining the 

Monorail (MO) and Automated 

Guideway (AG) modes into a single 

Monorail/Automated Guideway (MG) 

mode. Currently, the definition of the 

‘‘Monorail’’ mode only applies to a 

single system in Seattle, Washington. 

Also, the Automated Guideway mode 

currently applies to systems that are 

often popularly thought of as being in 

the Monorail mode (e.g. the Las Vegas 

Monorail.) In practice, both of these 

modes have similar characteristics of 

exclusive guideway without using steel 

wheels on rails. Combining these modes 

will increase data clarity for our users. 

FTA also proposes clarifying the 

definitions used to collect miles of rail 

right-of-way alignment on the Transit 

Way Mileage (A–20) Form. FTA collects 

at-grade rail alignments on this form 

according to three categories: (1) Atgrade exclusive right-of-way; (2) atgrade with cross-traffic; and (3) at-grade 

with mixed and cross-traffic. 

Examination of past years’ NTD reports 

has indicated that this data has been 

inconsistently reported in the past. FTA 

proposes the following clarifications: 

At-Grade With Mixed and Cross 

Traffic: includes alignments where rail 

vehicles and rubber-tire vehicles travel 

in the same lanes, and alignments where 

pedestrians may freely cross the tracks 

at any point. 

At-Grade With Cross Traffic: closed 

(i.e., non-mixed) rail alignments 

between any two contiguous crossings 

that are at-grade should be reported as 

At-Grade With Cross Traffic. For 

example, crossing another right-of-way 

by using a tunnel or an elevated 

structure would not constitute an atgrade crossing, and at-grade crossings 

located before and after the tunnel or 

elevated structure would not be 

contiguous. The same would be true for 

tunnels or elevated structures used by 

the other right-of-way. Similarly, closed 

rail alignments between a rail yard or 

maintenance facility and an at-grade 

crossing should also be reported as ‘‘atgrade with cross traffic.’’ At-grade 

alignments between an at-grade crossing 

and an other-than-at-grade crossing with 

another right-of-way should be reported 

as At-Grade Exclusive Right-of-Way 

(ROW). 

(4) Reporting Requirements for Small 

Systems 

The NTD currently offers reduced 

reporting requirements to recipients or 

beneficiaries of Section 5307 grants that 

only operate 9 or fewer vehicles in 

maximum service throughout the year. 

Systems receiving this ‘‘9 or Fewer 

Vehicles Waiver’’ currently only need to 

report their contact information and 

their revenue vehicle inventory to the 

NTD each year. Systems receiving this 

waiver, however, do not report any data 

on service operations (e.g., vehicle 

revenue miles), nor on ridership, and 

thus data from these systems is not 

available for use in the apportionment 

of Section 5307 grants (including the 

Small Transit Intensive Cities (STIC) 

tier). As such, of the 144 transit systems 

eligible for this waiver in 2009, only 98 

(68%) used the waiver. This is an even 

smaller percentage (14%) of the 705 

systems reporting to the NTD in 2009. 

The Safe, Accountable, Flexible, 

Efficient Transportation Equity Act: A 

Legacy to Users (SAFETEA–LU) of 2005 

established new requirements for 

recipients or beneficiaries of Section 

5311 grants (Other Than Urbanized Area 

(Rural) Formula Grants) to report to the 

NTD on their sources of revenues, 

vehicle revenue miles, and ridership, 

among other factors. This created two 

unusual circumstances. First, the NTD 

now collects and makes available to the 

public more data on rural transit 

systems than on small transit systems in 

urbanized areas. Second, in order to 

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Federal Register / Vol. 75, No. 192 / Tuesday, October 5, 2010 / Notices 61555 

meet statutory reporting requirements, a 

small transit system that receives 

funding from both the Section 5307 and 

Section 5311 Programs may receive a ‘‘9 

or Fewer Vehicles Waiver’’ for urbanized 

area reporting, but then must also 

provide data to their State Department 

of Transportation (State DOT) for rural 

reporting. These overlapping reporting 

requirements have caused confusion 

both to transit systems required to 

report to the NTD and to data users. 

Thus, FTA proposes to align the 

requirements for transit systems 

receiving a ‘‘9 or Fewer Vehicles Waiver’’ 

with the reporting requirements for the 

Rural NTD Module. Transit systems 

receiving such a waiver will report 

directly to the NTD Annual Module 

(Urbanized Area Reporting) through 

reporting forms that closely mirror the 

RU–20 Form used for the Rural NTD. As 

such, State DOTs will not be required to 

complete an RU–20 on behalf of 

subrecipients that are already reporting 

directly to the urbanized area modules 

of the NTD, but will instead simply 

complete the RU–50 Subrecipient 

Identification Form for these 

subrecipients. 

In order to offset the increased burden 

on the public, FTA proposes to expand 

this waiver to urbanized area transit 

systems operating 30 or Fewer Vehicles 

in Maximum Service, and which do not 

operate any service over fixedguideways. This would expand 

eligibility for the new ‘‘30 or Fewer 

Vehicles Waiver’’ to over 180 additional 

transit systems, representing nearly half 

of the transit systems reporting to the 

NTD. 

Thus, transit systems receiving this 

waiver would be required to continue to 

report information on their contact 

information, their service area, and their 

revenue vehicle inventory. 

Additionally, these systems would be 

required to report on their sources of 

operating funds applied and sources of 

capital funds applied (at the level of 

each individual FTA program, total state 

funds, total local funds, and other 

funds), volunteer resources, and taxi cab 

trips used. Furthermore, service data 

would be reported by these systems as 

an annual total of vehicle revenue miles, 

vehicle revenue hours, unlinked 

passenger trips, and sponsored demand 

response trips. Passenger miles, 

however, would not be collected—in 

order to exempt these systems from the 

burden of sampling. Data from these 

systems would be used in the 

apportionment of formula grants 

(including STIC) wherever possible, but 

would be excluded from those 

calculations in the apportionment that 

rely upon passenger mile data. Systems 

that wish for their passenger mile data 

to benefit their local urbanized area in 

the apportionment must not apply for 

this waiver and must instead file a full 

NTD report. 

Additionally, to support the 

apportionments, systems receiving this 

waiver would still be required to 

complete the short Federal Funding 

Allocation (FFA–10) Form. 

Additionally, systems receiving this 

waiver would now also be required to 

report to the Safety & Security Module, 

as well as to the Monthly Module. The 

Monthly Module requires a monthly 

report within 30 days of unlinked 

passenger trips, vehicle revenue miles, 

vehicle revenue hours, and vehicles 

operated within maximum service for 

the month. The Safety & Security 

Module requires a detailed report 

within 30 days of any incident 

involving one or more fatalities, one or 

more injuries, total property damage in 

excess of $25,000, or an evacuation for 

life safety reasons. The Safety & Security 

Module also requires a summary 

monthly report of minor incidents such 

as fires requiring suppression, or singleperson slips or falls resulting in injuries. 

Most systems receiving this waiver 

would be able to quickly submit their 

monthly report indicating that no 

reportable incidents occurred. 

(5) Financial Balance Sheet Reporting 

In its proposed amendments to the 

2009 Reporting Manual, FTA provided 

notice of its intent to simplify its 

existing data collection on bonds and 

loans. The current forms have caused a 

great deal of confusion to transit 

systems reporting to the NTD. FTA 

proposed to simplify bond and loan 

reporting on a separate form. However, 

FTA has received comments that this 

proposal was inadequate because it 

focused solely on one category of 

liabilities—bonds and loans—and also 

because it provided an incomplete 

picture of a transit system’s financial 

health by not collecting any information 

on financial assets. FTA believes that 

information on the financial health of 

transit systems is very useful in 

fulfilling the NTD’s statutory purpose of 

providing ‘‘information on which to base 

public transportation service planning,’’ 

so FTA is modifying its original 

proposal. As such, FTA proposes to add 

the reporting of an end-of-year balance 

sheet for transit systems reporting to the 

NTD. In order to reduce the burden to 

reporters, it proposes consolidating the 

asset and liability classes found in the 

Uniform System of Accounts (USOA) as 

follows, with the number of the 

corresponding USOA accounts in 

parentheses: 

For liabilities, transit systems would 

report their end-of-year Long Term Debt 

(221), Estimated Liabilities-Long-Term 

Pension Liabilities (231.01), Estimated 

Liabilities-Other (231.02 and 231.03), 

and Other Liabilities (201–211 & 241). 

For financial assets, transit systems 

would report their end-of-year Cash and 

Receivables (101 & 102), Investments 

(131), Special Funds (141), and Other 

Financial Assets (105, 151). The value of 

materials and supplies (103), capital 

assets (111 & 112), and intangible assets 

(121) would not be collected in order to 

minimize reporting. The full Uniforms 

System of Accounts can be found online 

at http://www.ntdprogram.gov under the 

link for ‘‘Reference Materials.’’ FTA is 

proposing to implement these categories 

for the 2011 Report Year and wishes to 

give transit systems plenty of time to 

prepare for this change through training 

and webinars. Nevertheless, FTA will 

grant data waivers for the first year of 

reporting in cases where transit systems 

need additional time to meet these 

requirements. Additionally, this 

information will not be required for any 

transit system making use of the 30 or 

fewer vehicles waiver. 

(6) Revision of Rules for Urbanized Area 

Allocations 

The NTD recognizes three basic types 

of geographic areas: urbanized areas 

over 200,000 in population (large 

UZAs); urbanized areas under 200,000 

in population (small UZAs); and nonurbanized areas (rural areas.) On the 

FFA–10 form, transit systems reporting 

to the NTD are required to allocate data 

on their operating statistics among each 

of the one or more large UZAs, each of 

the one or more small UZAs, and to 

rural areas (in aggregate) served by the 

transit system. The data to be allocated 

includes vehicle revenue miles (VRM), 

vehicle revenue hours (VRH), unlinked 

passenger trips (UPT), passenger miles 

traveled (PMT), and operating expenses, 

as well as fixed-guideway information 

(if applicable). Transit systems may 

make this allocation based on actual 

data (if the transit system ordinarily 

records actual data based on each of the 

geographic areas served), or the transit 

system may allocate its data on the basis 

of the ratio of vehicle revenue miles 

operated in each geographic area. 

Currently, if a transit system operates 

transit service connecting one or more 

small UZAs or rural areas to a large 

UZA, the NTD allows the transit system 

to allocate all of that service to the large 

UZA on the FFA–10 form. This is based 

on the concept that this service is 

‘‘serving’’ the large UZA. In the past, this 

policy was often beneficial to transit 

systems, as only large UZAs received an 

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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 be 

conducted 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 or 

more 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] 

BILLING CODE P 

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). 

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