[Federal Register Volume 59, Number 209 (Monday, October 31, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-26926]


[[Page Unknown]]

[Federal Register: October 31, 1994]


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DEPARTMENT OF TRANSPORTATION
 

Policy Regarding Revision of Selection Criteria for Discretionary 
Airport Improvement Program Grant Awards

AGENCY: Federal Aviation Administration; Department of Transportation.

ACTION: Notice of policy.

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SUMMARY: The Federal Aviation Administration (FAA) is revising the 
process used to evaluate applications for Airport Improvement Program 
(AIP) grants awarded at the discretion at the discretion of the 
Secretary of Transportation. The new process represents an evolution of 
past practice. Airport safety and security projects will continue to be 
accorded the highest priority in AIP investments. They will be followed 
in order of priority by projects to preserve existing airport 
infrastructure; bring airports into compliance with standards 
(including noise mitigation); upgrade service; and increase airport 
system capacity. The changes described below are intended to assure 
uniform levels of airport system safety, quality, and performance for 
passengers, shippers, and aircraft operators throughout the Nation and 
to improve the effectiveness of AIP investments in meeting critical 
needs of the national airport system.
    Changes in the AIP grant award selection process are based on 
Executive Order 12893, ``Principles for Federal Infrastructure 
Investments,'' and guidance provided in Congressional hearings 
regarding the use of national priority and economic analysis in 
evaluating Federal investment in airport infrastructure. Revised 
procedures involve: establishment of national airport investment 
objectives; consistent ranking of grant applications among FAA regions 
by type of project; use of national threshold Priority System scores 
for award consideration; and application of benefit-cost analysis to 
any project intended to preserve or enhance capacity for which the 
total value of requested discretionary capacity grants is expected to 
equal or exceed $10 million over the life of the project. All 
procedural changes are consistent with existing statutory requirements 
for program administration and will be incorporated into FAA Order 
5100.38A, ``Airport Improvement Program (AIP) Handbook.'' Applications 
of the procedures will be described by the FAA each year in its 
``Annual Report of Accomplishments Under the Airport Improvement 
Program.'' The new criteria described in this policy apply to all new 
projects to be considered for AIP grant awards in FY 1995 and 
subsequent years. On a case-by-case basis, the FAA may apply the new 
criteria to ongoing projects approved for AIP grant awards in prior 
years.
    In addition to improvements in the discretionary AIP grant award 
selection process described herein, the effectiveness of Federal AIP 
investments will also be reinforced by implementation of a new policy 
on the issuance of Letters of Intent (LOI's). The FAA recognizes that, 
as experience is gained by using these procedures, additional 
improvements may be needed in the criteria used to evaluate 
applications for discretionary AIP grants.

FOR FURTHER INFORMATION CONTACT: John Rodgers, Director, Office of 
Aviation Policy, Plans, and Management Analysis, Federal Aviation 
Administration, 800 Independence Avenue, S.W., Washington, DC 20591, 
(202) 267-3274; Paul Galis, Director, Office of Airport Planning and 
Programming, Federal Aviation Administration, 800 Independence Avenue, 
S.W., Washington, DC 20591, (202) 267-8775.

SUPPLEMENTARY INFORMATION: The Secretary of Transportation and the 
Administrator of the FAA are charged with promoting and maintaining a 
national aviation system that operates safely and efficiently. The 
Federal Government pursues this objective in part by investing Federal 
funds, via AIP grants-in-aid, in modern airport facilities sufficient 
to handle current and future air traffic and by facilitating local 
investment in such facilities.
    The AIP was first authorized by the Airport and Airway Improvement 
Act of 1982 (the AAIA). On July 5, 1994, the President signed Public 
Law 103-272, Codification of Certain U.S. Transportation Laws as Title 
49, United States Code (the Codification), which now contains the 
statutory authority for the AIP (the AIAA was repealed by enactment of 
the Codification). The Codification provides guidance for the award of 
grants-in-aid by formula and by discretionary authority granted the 
Secretary. Section 47115 of the Codification authorizes the Secretary 
to make AIP discretionary funds available in a manner that the 
Secretary considers most appropriate for carrying out the purposes of 
chapter 471, subchapter 1, of the Codification (i.e., Airport 
Improvement). Section 47115(d) specifies that in selecting projects for 
discretionary grants to preserve and enhance capacity at airports, 
``the Secretary shall consider--(1) The effect the project will have on 
the overall national air transportation system capacity; (2) the 
project benefit and cost; and (3) the financial commitment from non-
United States Government sources to preserve or enhance airport 
capacity.''
    The FAA implemented guidance for administering the AIP in its Order 
5100.38A, ``Airport Improvement Program (AIP) Handbook'' (October 24, 
1989). Order 5100.38A defines a structured local airport planning 
process from which projects are identified and entered into the 
National Plan of Integrated Airport Systems (NPIAS). The NPIAS is the 
national airport system plan (submitted to Congress on a biennial 
basis) that identifies potential public-use airport development 
projects in the United States which are eligible for AIP assistance. 
The FAA uses a ranking process, titled the Priority System, to award 
discretionary grants to sponsors of eligible NPIAS projects for which 
AIP monies are sought. The Priority System assigns numerical values to 
airport projects based on the type of project and the size and role of 
the airport. Grants-in-aid are awarded to high priority projects, 
subject to funding availability (established in annual obligation 
limitations and program authorizations) and consideration of sponsor 
financial commitment.
    The process defined in Order 5100.38A has been used successfully to 
evaluate several thousand AIP grant requests each year and annually 
award as many as 1,500 grants-in-aid. Most of these grants-in-aid are 
for amounts of less than one million dollars. However, recent 
developments have led the FAA to revise the existing award process. 
These developments include: the need to improve the effectiveness of 
Federal airport infrastructure investments in light of an expected lack 
of growth in Federal AIP budgets; issuance of Executive Order 12893, 
``Principles for Federal Infrastructure Investments'' (January 26, 
1994); and guidance from Congress citing the need for economic airport 
investment criteria.
    After steady growth in the late 1980's and early 1990's, Federal 
AIP budgets are projected to remain at or near current levels for the 
next several years. At the same time, the cost and number of major 
airport capacity projects is expected to increase significantly to 
accommodate forecast growth in the volume of aircraft operations. 
Effective Federal investment of discretionary AIP funds will become 
increasingly important.
    Executive Order 12893 is intended to promote more effective 
infrastructure investments. The Order instructs agencies to conduct 
systematic economic analysis of these investments. The Order permits 
consideration of market and non-market benefits and costs in the 
economic analysis. In addition, it directs that benefits and costs be 
quantified and monetized to the maximum extent practicable and 
appropriately discounted over the full life-cycle of each project.
    In May 1993, the House Appropriations Subcommittee on 
Transportation released a report identifying investment criteria that 
the subcommittee believes should be established for evaluating the 
merits of infrastructure investments in transportation. The report 
recommended analysis of project life-cycle costs and benefits. One set 
of criteria was formulated for each transportation mode, including air 
transportation. Similarly, the General Accounting Office (GAO) has 
testified to Congress that the FAA needs to better target AIP funds to 
the needs of the system.
    To improve the effectiveness of AIP investment decisions, the FAA 
will immediately implement a number of revisions to the project 
selection criteria identified in Order 5100.38A. These changes are 
limited to the evaluation of applications for discretionary AIP grants. 
They are designed to strengthen those features of the current award 
process that enable the prompt and fair evaluation of large numbers of 
grant applications, but at the same time permit the FAA to establish 
investment priorities and conduct economic evaluations of projects that 
require disproportionately large amounts of discretionary capacity 
funds. The new criteria described in this policy apply to all new 
projects to be considered for AIP grant awards in FY 1995 and 
subsequent years. On a case-by-case basis, the FAA may apply the new 
criteria to ongoing projects approved for AIP grant awards in prior 
years.
    Several of the changes that the FAA is implementing are 
administrative, designed to ensure accountable and consistent 
applications of the Priority System to all competing airport project 
proposals. The FAA will establish specific national performance goals 
at the beginning of each fiscal year. In FY 1995, the goals relate to 
five factors of the airport system: safety; security; infrastructure 
preservation; capacity; and environmental compatibility. Performance 
targets with regard to capacity-enhancing development at congested 
airports, good pavement conditions at airports, and relocation or 
insulation of homes and public buildings currently located in 75 DNL 
noise zones are now under development. Specific time frames for 
accomplishing these and other goals will be established in conjunction 
with an evaluation of the current airport system now being conducted. 
Establishment of specific numerical goals ensures that essential 
improvements are being implemented in a systematic and measurable 
manner.
    Under new guidance, AIP-eligible projects in all FAA regions must 
be consistently ranked according to the Priority System and must meet 
national threshold scores to be considered for AIP discretionary 
funding. These threshold scores will be determined by comparing the 
value of total grant applications to the amount of money available for 
discretionary grants at the national level (based on annual obligation 
limitations and program authorization requirements). These reforms will 
assure uniform levels of airport system safety, quality, and 
performance for passengers, shippers, and aircraft operators throughout 
the Nation.
    The FAA will strengthen its selection criteria by the application 
of benefit-cost analysis (BCA) to projects intended to preserve or 
enhance capacity for which sponsors are seeking large amounts of AIP 
discretionary funds. Included would be projects to add new capacity or 
reconstruct existing capacity. Grant award will be contingent on 
demonstrating that a project's benefits will exceed its costs. 
Initially, FAA staff will conduct the BCA to ensure the consistent 
application of BCA methodologies among different projects. Until 
further notice, application of BCA will be limited to those capacity 
projects for which the total value of requested discretionary capacity 
grants is expected to equal or exceed $10 million over the life of the 
project. This limit assures that costs likely to be incurred in 
preparing a BCA are reasonable with respect to the value of the 
application(s) being evaluated. The $10 million threshold is also the 
same value at which the FAA must notify Congress prior to the issuance 
of LOI awards.
    The FAA will amend Order 5100.38A to incorporate the criteria 
described in this notice of policy. The FAA will also publish summary 
information about the application of the grant selection process in its 
``Annual Report of Accomplishments Under the Airport Improvement 
Program.'' This report will help to keep interested parties informed of 
the FAA's progress in implementing the reforms described in this policy 
statement.
    The FAA is committed to continuous improvement of its selection 
criteria. As the FAA gains experience with applying national priorities 
and BCA to airport projects, it will consider additional refinements of 
its selection criteria. These refinements may include: adjustment of 
the $10 million threshold value for BCA (perhaps establishing different 
thresholds dependent on type of project or airport size); application 
of BCA to discretionary projects other than capacity projects; 
publication of detailed guidance on appropriate BCA methodologies; and 
assignment of some or all BCA responsibilities to project sponsors 
(subject to FAA review).
    The FAA's effort to improve the effectiveness of its investments in 
the airport system will be reinforced by a new policy in which the FAA 
will apply BCA to LOI applications. The FAA will also estimate 
anticipated aggregate benefits and costs of AIP authorization requests 
beginning with FY 1996.
    The FAA will be responsive to concerns of Congress, State and local 
governments, airlines, airports, interest groups, and the public as it 
improves its selection criteria. To facilitate interaction with these 
groups, the FAA has initiated an outreach process to solicit advice 
from interested parties and experts in airport investment. At the FAA's 
request, the Research, Engineering, and Development Advisory Committee 
established a working group on selection criteria. The working group 
produced a report which was made available to the FAA in early 1994 and 
which influenced the development of this policy. Future outreach 
activities will include a conference under the auspices of the 
Transportation Research Board (scheduled for October 27, 1994); 
informal meetings between the FAA and interested parties; and 
systematic assessment of comments received by the FAA in the course of 
its administration of the revised selection process.

Policy Regarding Revision of Selection Criteria for Discretionary 
Airport Improvement Program Grant Awards

Introduction

    The process by which the FAA selects airport projects for Federal 
funding is defined in Order 5100.38A, ``Airport Improvement Program 
(AIP) Handbook.'' The following developments have contributed to the 
need to revise this process with respect to grants awarded at the 
discretion of the Secretary of Transportation: the need to improve the 
effectiveness of Federal airport infrastructure investments in light of 
an expected lack of growth in Federal AIP budgets; issuance of 
Executive Order 12893, ``Principles for Federal Infrastructure 
Investments'' (January 26, 1994); and guidance from Congress citing the 
need for economic investment criteria.
    The following selection criteria for discretionary AIP grant awards 
comply with statutory requirements. They retain the basic processes of 
FAA Order 5100.38A while implementing new requirements designed to 
improve performance and effectiveness. The new criteria described in 
this policy apply to all new projects to be considered for AIP grant 
awards in FY 1995 and subsequent years. On a case-by-case basis, the 
FAA may apply the new criteria to ongoing projects approved for AIP 
grant awards in prior years. As appropriate, the FAA will make 
additional adjustments to the selection process.

Preliminary Project Selection Screen

    1. Projects must conform to several basic eligibility requirements 
before they will be considered for AIP funding.
    1.1  A sponsor of a public use airport is eligible to apply for AIP 
grants if the airport meets at least one of the criteria for inclusion 
in the National Plan of Integrated Airport systems (NPIAS). These 
criteria are specified in Order 5090.3B, ``Field Formulation of the 
National Plan of Integrated Airport Systems (NPIAS)'' (September 9, 
1985), and are summarized as follows:
    1.1.1  The airport enplanes (or is forecast to enplane within 10 
years) 2,500 or more revenue passengers per year and receives scheduled 
passenger service;
    1.1.2  The airport handles at least 25,000 itinerant operations, or 
35,000 local operations, of general aviation aircraft per year and 
relieves a congested airport with at least 250,000 annual enplaned 
passengers;
    1.1.3  The airport has (or is forecast to have within 5 years) at 
least 10 based aircraft, is publicly owned, and is located 30 minutes 
or more (average ground travel time) from the nearest alternative 
airport eligible for AIP funds (special conditions apply to heliports);
    1.1.4  The airport serves as a scheduled mail stop of an air 
carrier transporting mail pursuant to a contract with the U.S. Postal 
Service;
    1.1.5  The airport serves as a permanent base for the Air National 
Guard or a reserve component of the U.S. Armed Forces; or
    1.1.6  The airport meets a significant national interest 
(established by special written justification or by a benefit-cost 
analysis).
    1.2  Airport sponsors must also satisfy statutory and 
administrative application and grant condition requirements, including 
environmental review, public hearings where applicable, airport layout 
plan and airspace approval, and financial capability. Proposed airport 
projects should be supported by comprehensive master planning studies. 
A full exposition of these and other requirements is provided in 
Chapter 3, ``Project Eligibility, Allowable Costs, and Donations,'' of 
Order 5100.38A.
    1.3  Airports meeting the above criteria are eligible and their 
sponsors may apply for AIP discretionary grants. AIP funds apportioned 
to sponsors by formula in accordance with statutory criteria will be 
granted for eligible work.

Prioritization of Projects Seeking Discretionary Grants

    2. Projects meeting the eligibility requirements in section 1 above 
are ranked for funding priority.
    2.1  FAA regional offices rank all grant applications according to 
the Priority System defined in Chapter 3 or Order 5100.38A. Projects 
are scored and ranked in the Priority System based on type of project 
and airport size (lowest overall scores have highest priority). 
Development project types include (in descending order of priority): 
Special Programs (safety and security items required by regulation or 
congressional mandate); reconstruction (infrastructure preservation); 
standards (including noise mitigation); upgrade; new capacity; and new 
airport construction. Airport size classes include (in descending order 
of priority): primary airports and relievers in large and medium hubs; 
primary airports and relievers outside of large and medium hubs; 
commercial service airports other than primary airports; and 
noncommercial airports. Priority System scores by project type and 
airport role and size are shown in Figure 1.
    2.2  On an annual basis, the FAA will establish performance goals 
for the AIP. In FY 1995, goals will be related to five factors of the 
airport system: Safety; security; infrastructure preservation; 
capacity; and environmental compatibility.
    2.3  The FAA will ensure consistent application of current and 
future selection criteria at the regional FAA office level.
    2.4  FAA headquarters will use threshold Priority System scores to 
ensure that only the highest priority projects from a national 
perspective are funded.

                                        Figure 1--Priority System Matrix                                        
                                                                                                                
                                          Primary in large   Primary outside                                    
                                            or medium hub    large or medium     Commercial                     
                                               and its         hub and its      service other     Noncommercial 
                                            relievers or      relievers or     than primary or    less than 20  
                                            noncommercial   noncommercial 50- noncommercial 20-  based aircraft 
                                             100 or more        100 based         50 based        or less than  
                                           based aircraft    aircraft or 20-   aircraft or 8-    8,000 itinerant
                                            or 40,000 or    40,000 itinerant  20,000 itinerant     operations   
                                           more itinerant      operations        operations                     
                                             operations                                                         
                                                       (W)               (X)               (Y)               (Z)
----------------------------------------------------------------------------------------------------------------
Planning Categories:                                                                                            
    Initial Study for Existing Airport..                 1                 2                 3                 4
    Study for New Airport...............                 1                 2                 3                 4
    Complete/Continue Phased Projects...                 1                 2                 3                 3
    Periodic Update.....................                 2                 3                 4                 4
    Supplemental Grant for Ongoing Study                 2                 2                 2                 2
Development Categories:                                                                                         
    Special Programs (e.g., Safety).....                 1                 1                 1                 1
    Reconstruction......................                 2                 2                 3                 7
    Standards (includes Noise                                                                                   
     Mitigation)........................                 2                 3                 4                 9
    Upgrade.............................                 3                 4                 5                10
    New Capacity........................                 3                 4                 5                12
    New Airport Capacity................                 3                 5                 7                12
    New Airport Community...............                 5                 6                 7                12
Add-on Factors (No Add-on Factors for Special Programs):                                                        
+1=Primary landing surface and associated taxiway, approaches.                                                  
+2=Aprons, secondary landing surface and associated taxiway, approaches.                                        
+3=Fundamental configuration or for noise compatibility in DNL 75 dB.                                           
+4=CFR maintenance facilities, electronic navaids, AWOS, snow removal equipment/storage buildings.              
+5=Primary access roads, noise compatibility (DNL 65-74), terminal buildings.                                   
+6=Snow abrasive/chemical storage buildings.                                                                    
+7=Other (such as service roads, secondary access roads, noise compatibility projects outside DNL 65 dB,        
  fencing, etc.).                                                                                               
                                                                                                                
Note: The Priority System conforms to the following hierarchy of general goals:                                 
(1) Support airport safety and security;                                                                        
(2) Carry out statutory policy and regulatory direction;                                                        
(3) Encourage airport/planning agencies to plan for improvements;                                               
(4) Preserve existing infrastructure;                                                                           
(5) Bring airports into compliance with FAA design criteria; and                                                
(6) Add new capacity.                                                                                           

Benefit-Cost Analysis of Discretionary Capacity Projects

    3. To ensure that AIP monies are invested wisely, the FAA will 
apply benefit-cost analysis (BCA) to eligible high priority projects 
intended to preserve or enhance capacity for which the total value of 
requested discretionary capacity grants is expected to equal or exceed 
$10 million over the life of the project. Included would be projects to 
add new capacity or reconstruct existing capacity.
    3.1  For each such project at or above the $10 million threshold, 
the FAA will simulate traffic flow at the existing airport to determine 
the hours of annual flight delay that would be prevented by the 
capacity project in question. Most reductions in delay attributable to 
capacity projects can be measured at the project airport level.
    3.2  The FAA may utilize assessments of broader system delay 
reduction when investments at an airport are intended to relieve 
congestion at neighboring airports or when there is the likelihood that 
capacity improvements at a project airport will contribute 
significantly to delay reductions elsewhere in the regional or national 
system. The FAA will continue to improve its modeling procedures and 
capabilities to capture more fully the effects of projects on the 
national air transportation system.
    3.3  Capacity benefits expected to result from the proposed project 
will be quantified using methodology developed for the FAA's Airport 
Capacity Design Team studies. Annual delay savings will be modeled for 
three airport activity levels: current operations levels; intermediate-
term operations levels (5 to 10 years out); and long-term operations 
levels (10 to 20 years out). Delay savings will be measured in hours 
and converted to monetary terms using aircraft operating costs and the 
value of air passenger time. Benefits for years in which activity 
levels fall between these three reference levels will be estimated 
through interpolation. Data on future activity levels will be taken 
from the FAA Terminal Area Forecast or an FAA-approved forecast in the 
Airport Master Plan or Draft/Final Environmental Impact Statement 
(whichever is most recent).
    3.4  The FAA will collect data specific to airport/terminal 
airspace. Required data will include (but will not be limited to): the 
approved Airport Layout Plan; type of aircraft operations; fleet mix; 
peak-hour airfield mix by class; runway occupancy times; percentages of 
aircraft exiting at each taxiway; noise, obstruction, terrain, 
departure, and arrival constraints; air traffic arrival and departure 
streams; minimum vectoring altitudes; aircraft separation by aircraft 
type; length of and approach speeds on common approaches by aircraft 
type and weather; converging and/or parallel runway arrival and 
departure dependencies; and the different runway use configurations in 
the various wind and weather conditions.
    3.5  The FAA will consider project capacity and operational 
efficiency benefits other than delay reduction. Benefits that cannot be 
quantified will be considered in a qualitative sense. In the future, 
the FAA may broaden the scope of its capacity benefit measure to 
include value of producer and consumer surplus (or another measure of 
benefits). Adoption of new measures of capacity benefits will depend on 
development of methodologies for accurately quantifying these benefits.
    3.6  The FAA will measure total costs of project panning, 
construction, land acquisition, and operations and maintenance over a 
20 year project life. Where appropriate, the FAA will include costs to 
airlines and the public due to operating delays caused by construction 
of the project and any costs to the community stemming from 
environmental impacts resulting from the project.
    3.7  Project benefits and costs will be compared using standard 
discounted cash flow techniques as enunciated by the Office of 
Management and Budget in Circular No. A-94, ``Guidelines and Discount 
Rates for Benefit-Cost Analysis of Federal Programs.'' Circular No. A-
94 currently mandates a discount rate of 7 percent in real terms.
    3.8  On an annual basis, the FAA will re-evaluate the threshold 
value for total discretionary capacity grants at or above which a 
capacity project must subjected to BCA. Greater experience and improved 
modeling capabilities may allow the threshold to be reduced to capture 
a greater number of discretionary capacity projects. Different 
thresholds could be established for airport size categories identified 
in the Priority System.
    3.9  In the future, the FAA will look to expand the application to 
BCA to non-capacity projects funded through discretionary funds. The 
FAA will consider the publication of detailed guidance on appropriate 
BCA methodologies and the assignment of some or all BCA 
responsibilities to project sponsors (subject to FAA review).

Implementation of Selection Criteria

    4. The FAA will publish materials describing the implementation of 
the revised selection criteria.
    4.1  By December 1995, the FAA will issue an amended Order 5100.38A 
that will incorporate the selection criteria described in this notice 
of policy.
    4.2  The FAA will incorporate information describing its AIP grant 
award decisions into its ``Annual Report of Accomplishments Under the 
Airport Improvement Program.'' The report will explain the application 
of project selection criteria. The first annual report including 
project selection information will be published by April 1, 1995.

Other AIP Selection Criteria Initiatives

    5. The FAA's effort to improve the effectiveness of its investments 
in the airport system will be reinforced by other agency initiatives.
    5.1  Concurrently with the issuance of this notice, the FAA is 
issuing a new policy on Letters of Intent (LOI) which will become 
effective in FY 1995. Under this new policy: LOI's will be limited to 
airside development projects which significantly enhance systemwide 
airport capacity; BCA will be applied to all LOI's; and the FAA will 
consider the financial commitment of the project sponsor to the project 
to be financed by the LOI.
    5.2  Consistent with Executive Order 12893, ``Principles for 
Federal Infrastructure Investments,'' the FAA will estimate anticipated 
aggregate benefits and costs of AIP authorization requests beginning 
with FY 1996.

Outreach Program

    6. The FAA has established an outreach program to solicit advice 
from Congress, State and local governments, airports, airlines, 
interest groups, and the public on how to improve AIP selection 
criteria.
    6.1  The FAA will arrange for the Transportation Research Board to 
host an industry/academia/government symposium to solicit comments on 
the FAA's AIP project selection process and the use of BCA. The 
symposium will take place in Washington, DC, on October 27, 1994. A 
summary of the symposium proceedings will be available to interested 
parties upon request to the individuals named under the heading ``For 
Further Information Contact:''.
    6.2  The FAA will host informal meetings as requested with 
interested parties on the application of the new selection criteria to 
airport projects.
    6.3  The FAA will conduct a systematic assessment of and be 
responsive to comments it receives in the course of its administration 
of the revised selection process.

    Issued in Washington, DC on October 26, 1994.
Cynthia D. Rich,
Assistant Administrator for Airports.
[FR Doc. 94-26926 Filed 10-26-94; 2:23 pm]
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