[Federal Register Volume 61, Number 66 (Thursday, April 4, 1996)]
[Notices]
[Pages 15156-15160]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-8312]



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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration


Discretionary Cooperative Agreements to Support the Demonstration 
and Evaluation of Safe Communities Programs

AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.

ACTION: Announcement of discretionary cooperative agreements to support 
the demonstration and evaluation of Safe Communities programs.

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SUMMARY: The National Highway Traffic Safety Administration (NHTSA) 
announces a discretionary cooperative agreement program to demonstrate 
and evaluate the effectiveness of the Safe Communities concept for 
traffic safety initiatives. The Safe Communities program offers 
communities a new way to control traffic injuries. This approval 
recognizes that traffic-related deaths and injuries are primarily a 
local community problem. The Safe Communities program adopts a 
comprehensive injury control approach to address traffic injury 
problems within the context of all injuries. Recognizing that traffic 
fatalities are only a small part of the total traffic injury problem, 
it focuses on injuries (as opposed to fatalities) to define the traffic 
safety problem, and asks who is paying the costs of the injuries. Four 
characteristics define the Safe Communities approach: data linkage, 
expanded partnerships, citizen involvement in setting priorities, and 
integrated and comprehensive injury control.
    This notice solicits applications from public and private, non-
profit, not-for-profit and commercial organizations, governments and 
their agencies, or a consortium of these organizations that are 
interested in developing, implementing and evaluating the Safe 
Communities approach in their community. The funds from this program 
may only be used to support traffic safety activities within the larger 
context of community injury control efforts. NHTSA anticipates awarding 
two (2) demonstration and evaluation projects for a period of three 
years as a result of this announcement.

DATES: Applications must be received at the office designated below on 
or before June 4, 1996.

ADDRESSES: Applications must be submitted to the National Highway 
Traffic Safety Administration, Office of Contracts and Procurement 
(NAD-30), ATTN: Amy Poling, 400 7th Street, S.W., Room 5301, 
Washington, D.C. 20590. All applications submitted must include a 
reference to NHTSA Cooperative Agreement Program No. DTNH22-96-H-05166. 
Interested applicants are advised that no separate package exists 
beyond the contents of this announcement.

FOR FURTHER INFORMATION CONTACT:
General administrative questions may be directed to Amy Poling, Office 
of Contracts and Procurement, at (202)-366-9552. Programmatic questions 
relating to this cooperative agreement program should be directed to 
Dr. Maria E. Vegega, Policy Advisor, Traffic Safety Programs, NHTSA, 
Room 5125 (NTS-01), 400 7th Street, S.W., Washington, D.C. 20590 (202) 
366-1755, or by e-mail at [email protected].

SUPPLEMENTARY INFORMATION: 

Background

    The past several decades witnessed dramatic advances in medical 
care and shifts in health behaviors. Despite the advances, injuries 
remain a major health care problem, and the leading cause of death for 
persons from age 1 to 44. Fatalities, however, are only a small part of 
the total injury picture. For each injury-related death, there are 19 
injury hospitalizations and over 300 injuries that require medical 
attention. These injuries account for almost 10 percent of all 
physician office visits and 38 percent of all emergency department 
visits. For an individual, these injuries can vastly diminish quality 
of life. For society, injuries pose a significant drain on the health 
care system, incurring huge treatment, acute care and rehabilitation 
costs.
    Motor vehicle injuries, in particular, are the leading cause of all 
injury deaths and the leading cause of death for each age from 5 
through 27. Motor vehicle-related injuries are the principal cause of 
on-the-job fatalities, and the fatalities, and the third largest cause 
of all deaths in the U.S. Only heart disease and cancer kill more 
people. However, far more people are injured and survive motor vehicle 
crashes than die in these crashes. In 1994, for example, while over 
40,000 persons were killed in motor-vehicle related incidents, over 3.1 
million were injured in police-reported incidents; an even greater 
number utilized emergency departments. These injured persons often 
required medical care and many required long-term care. The costs of 
these injuries are enormous, over $137 billion each year in economic 
costs and $14 billion in medical costs.
    The vast majority of these injuries and deaths are not acts of 
fate, but are predictable and preventable. Injury patterns, including 
traffic-related injury patterns, vary by age group, gender, and 
cultural group. There are also seasonal and geographic patterns to 
injury. Once the cause of the injury is identified, intervention can be 
designed to address the cause and reduce the number of injuries.

Safe Communities: A New Generation of Community Programs

    American traffic safety advocates have traditionally worked in 
partnerships with many organizations and groups to achieve a 
successful, long and established history in preventing and reducing 
traffic-related injuries and fatalities. For over 15 years, community-
based traffic safety programs have been and remain an effective means 
for identifying local crash problems and providing local solutions.
    Building on past success, the Safe Communities program offers 
communities a new way to control traffic injuries. This approach 
recognizes that traffic-related deaths and injuries are primarily a 
local community problem. Effective preventive efforts require a 
coordinated approach involving Federal, State and local organizations. 
The Safe Communities approach adopts a comprehensive injury control 
approach to address traffic injury problems within the context of all 
injuries. Recognizing that traffic fatalities are only a small part of 
the total traffic injury problem, Safe Communities focus on injuries 
(as opposed to fatalities) to define their traffic safety problem, and 
ask who is paying the costs of the injuries. Safe Communities recognize 
the importance of citizens in identifying community problems and 
solutions, as well as the importance of partnerships in implementing 
solutions to community problems.
    The Safe Communities approach represents an evolutionary (rather 
than revolutionary) way in which community programs are established and 
managed. Four characteristics define the Safe Communities approach: 
data linkage,

[[Page 15157]]
expanded partnerships, citizen involvement in setting priorities, and 
integrated and comprehensive injury control. Each of these 
characteristics is described below.
    Data linkage is critical to Safe Communities because addressing 
traffic-related injuries suggests that not only fatalities are reduced, 
but injuries and health care costs as well. This shift from an emphasis 
on fatalities to one emphasizing injuries and cost reduction means that 
different data bases need to be identified. Police crash reports tell 
only part of the story. Health departments, hospitals, EMS providers, 
business, rehabilitation programs, and insurance companies become 
sources for understanding the magnitude and consequences of traffic 
injuries and monitoring progress in reducing the problem. Data linkage 
also identifies common risk factors (e.g., young people who drink are 
at risk for impaired driving, violence, sex, drowning, etc.) so that 
countermeasures can be designed to address them (e.g., traffic safety 
and violence prevention efforts can join forces to reduce youth access 
to alcohol).
    Expanded partnerships are important to solve local injury problems 
effectively through comprehensive and collaborative strategies. Traffic 
safety advocates have long recognized that traffic problems are too 
complex and resources too limited for them to solve in isolation. As a 
result, over the years, the traffic safety community has worked with 
law enforcement, emergency medical services, local government, schools, 
courts, business, health departments, and community and advocacy 
organizations to reduce traffic injuries. Safe Communities continue to 
work with these existing partners, but also seek to expand the 
partnership base to involve actively the medical, acute care and 
rehabilitation communities. These groups, which have traditionally been 
focused on treating disease, need to be engaged as integral partners in 
preventing injuries.
    Safe Communities enlist business and employers as full partners in 
community injury prevention activities. Employers need to understand 
how traffic-related injuries contribute to their overall costs, and how 
participation in community-wide injury prevention efforts can help them 
reduce their own costs due to motor vehicle injuries. Through 
partnerships and collaboration, Safe Communities spread program 
ownership and delivery systems throughout the community. Finally, Safe 
Communities provide an opportunity for traditional traffic safety 
partners--such as law enforcement and schools--to understand better the 
linkages among risk-taking behaviors. For example, individuals who 
commit traffic offenses may also be involved with other kinds of 
problem or illegal behaviors.
    Citizen involvement and input are essential to establish community 
priorities for identified problems. Town meetings are routinely used to 
solicit citizen input and feedback about community injury problems. 
Individual citizens are actively involved in identifying, designing and 
implementing solutions to their injury problems. Citizens actively 
participate in problem identification, assume responsibility and 
ownership for shaping solutions, and share in both the successes and 
challenges of their program.
    An integrated and comprehensive injury control system is used, 
incorporating prevention, acute care, and rehabilitation as active and 
essential participants in solving community injury problems. This is 
the crux of the Safe Communities approach, and often one or more of 
these groups have not traditionally been involved in addressing 
community traffic injury problems. Involvement of the three component 
groups will not happen overnight or in every community, but it is 
something to strive for over time.
    The ``evolutionary shift'' from current programs to Safe 
Communities is summarized in Table 1 (below). Community partners 
participate as equals in developing solutions, sharing success, 
assuming program risks, planning for self-sufficiency, and building a 
community infrastructure and process for continual improvement of 
community life through reduction of traffic-related injuries, 
fatalities, and costs.

             Table 1.--New Thinking About Community Programs            
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   Current program emphasis            Evolving program emphasis        
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Reducing fatalities..........  Reducing fatal and non-fatal injuries &  
                                health care and social costs.           
Traffic safety as the          Traffic safety integrated into broader   
 objective.                     injury control efforts.                 
Prevention-based solutions...  Systems-based solutions (integration of  
                                prevention, acute care, rehabilitation).
Agency-based delivery system.  Community/citizen ownership.             
Traditional traffic safety     Adds new or expanded health, injury,     
 partners.                      business and government partners.       
Administrative evaluation....  Impact evaluation/cost benefit analysis. 
------------------------------------------------------------------------

Objectives

    Under this cooperative agreement program, the effectiveness of the 
Safe Communities approach for traffic safety initiatives shall be 
demonstrated and evaluated to determine the impact on reducing traffic 
related injuries and associated costs to the community. Specific 
objectives for this cooperative agreement program are as follows:
    1. Work with existing community traffic safety and/or injury 
control coalitions and apply the defining characteristics to establish 
a Safe Communities approach for reducing traffic injuries.
    2. Use community and/or state data, as appropriate, to define the 
community's traffic injury problem within the context of the 
community's overall injury problem. Where possible, population based 
data are preferred. Data sources in addition to police crash reports 
are to be used for this purpose. Where possible, the costs of traffic 
injuries to the community (which may include emergency medical 
services, acute care, hospital, medical, rehabilitation, insurance, 
lost wages, and workmen's compensation) are to be documented.
    3. Actively engage community residents in defining both the 
community's traffic injury problem as well as solutions to the problem. 
The grantee shall develop strategies for ensuring citizen involvement 
throughout the project.
    4. In addition to traditional traffic safety partners (e.g., law 
enforcement) identify and actively engage health care (both provider 
and payer) and business partners in the Safe Communities approach. The 
grantee is responsible for ensuring active and committed participation 
from these two sectors.
    5. Implement a program to reduce traffic-related injuries in the 
community. The programs could address any area of traffic safety

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including alcohol-impaired driving, use of occupant restraints, 
speeding, emergency medical services, or pedestrian or bicycle safety. 
The intervention program should be based on data and citizen input and 
should actively engage all sectors of the community, including health 
care, business, local government, law enforcement, schools, and media.
    6. Evaluate the effectiveness of the Safe Communities approach in 
reducing traffic-related injuries and associated costs. In addition, 
evaluate the process of establishing a Safe Communities approach (what 
works, what does not work, how to engage partners, how to overcome 
barriers, challenges, how to turn challenges into opportunities, etc.).

Availability of Funds and Period of Support

    A total of $675,000 is available in Fiscal Year 1996 to fund two 
(2) demonstration and evaluation projects for a project of three years. 
In each project, $150,000 must be dedicated to evaluation activities. 
Given the amount of Federal funds available for this effort, applicants 
are strongly encouraged to seek other funding opportunities to 
supplement the Federal funds.

NHTSA Involvement

    NHTSA will be involved in all activities undertaken as part of the 
cooperative agreement program and will:
    1. Provide a Contracting Officer's Technical Representative (COTR) 
to participate in the planning and management of each cooperative 
agreement and to coordinate activities between the grantees and NHTSA.
    2. Provide information and technical assistance from government 
sources within available resources and as determined appropriate by the 
COTR.
    3. Serve as a liaison between NHTSA Headquarters, Regional Officers 
and other (Federal, State and local) interested in the Safe Communities 
approach and the activities of the grantee.
    4. Stimulate the transfer of information among cooperative 
agreement recipients and others engaged in Safe Communities activities.

Eligibility Requirements

    Applications may be submitted by public and private, non-profit, 
not-for-profit and commercial organizations, and governments and their 
agencies or a consortium of the above. Universities, colleges, research 
institutions, hospitals, other public and private organizations, and 
State and local governments are eligible to apply. Interested 
applicants are advised that no fee or profit will be allowed under this 
cooperative agreement program. These demonstration projects will 
require extensive collaboration among each of these various 
organizations in order to achieve the program objectives. It is 
envisioned during the pre-application process, these various 
organizations will designate one organization to prepare and submit the 
formal application.

Application Procedure

    Each applicant must submit one original and two copies of the 
application package to: NHTSA, Office of Contracts and Procurement 
(NAD-30), ATTN: Amy Poling, 400 7th Street, S.W., Room 5301, 
Washington, DC 20590. Submission of three additional copies will 
expedite processing, but is not required. Applications must be typed on 
one side of the page only, and must include a reference to NHTSA 
Cooperative Agreement No. DTNH22-96-H-05166. Unnecessarily elaborate 
applications beyond what is sufficient to present a complete and 
effective response to this invitation are not desired. Only complete 
application packages received on or before June 4, 1996 will be 
considered.

Application Content

    1. The application package must be submitted with OMB standard Form 
424 (Rev. 4-88, including 424A and 424B), Application for Federal 
Assistance, with the requirement information filled in and certified 
assurances signed. While the form 424A deals with budget information, 
and Section B identified Budget Categories, the available space does 
not permit a level of detail which is sufficient to provide for a 
meaningful evaluation of the proposed total costs. A supplemental sheet 
shall be provided which presents a detailed breakdown of the proposed 
costs, as well as any costs which the applicant indicates will be 
contributed locally in support of the demonstration project.
    2. The application shall include a program narrative statement 
which addresses the following information in separately labeled 
sections:
    a. A description of the community in which the applicant proposes 
to work. For the purposes of this program, a ``community'' includes a 
city, town or county, small metropolitan area, or even a large 
neighborhood (i.e., it does not have to correspond with a political 
jurisdiction). It should be large enough so that the program can have a 
demonstrable effect on injuries, while not so large as to lose a sense 
of community. The description of the community should include, at a 
minimum, community demographics, the community's traffic injury 
problem, data sources available, exiting traffic safety or injury 
control coalitions, and community resources.
    b. A description of the goal of the program and how the applicant 
plans to establish a Safe Communities program in the proposed site. 
What will the applicant do to ``move'' the site towards the Safe 
Communities concept? What will be different from existing community 
programs? How will the applicant obtain citizen involvement in setting 
program priorities? What health and business partners will be engaged? 
How will they be engaged? What will they do?
    c. An Implementation Plan that describes the interventions or 
activities proposed to achieve the objectives of the Safe Communities 
program. If this application is submitted by a community with an 
existing traffic safety program that will serve as the starting point 
for the Safe Communities program, and has done problem identification, 
then the specific interventions or activities proposed should be 
described. If this application proposes establishing a new program, 
then a description of the types of activities and interventions which 
the Safe Communities program will give priority consideration should be 
provided. What action will the community undertake to reach its 
objectives? How will the intervention be delivered? How will delivery 
be monitored? What are the expected results from the intervention?
    d. A detailed Evaluation Plan (both quantitative and qualitative) 
that describes the kinds of questions to be addressed by the evaluation 
design, what the outcome measures are, how they will be measured, the 
methodology for collecting the data, how often data will be collected, 
and how the data will be analyzed. The plan should indicate how action 
undertaken by the community will be linked with outcome measures. It is 
important that the area encompassed by the Safe Communities program 
coincide with the population covered by the data to be used in the 
evaluation, or that the data systems allow the disaggregation of the 
relevant population.
    e. A description of the full working partnership that has been or 
will be established to conduct the Safe Communities program. The 
application shall describe all the partners that will participate in 
the program (e.g., local government, law enforcement, health care, 
injury prevention, insurance, business, education, media, citizens) and 
what the role of each partner will

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be. A complete set of letters of commitment from major partners, 
organizations, groups, and individuals proposed for involvement in this 
project shall detail what each partner is willing to do over the course 
of the project period. For partners serving as data sources, the letter 
shall also indicate the data which will be provided, or for which 
access is authorized, and any limitations on the use of the data by the 
Safe Communities program, or by the NHTSA.
    f. A description of how the project will be managed, both at the 
applicant-level and at the community level. The application shall 
identify the proposed project manager and any personnel considered 
critical to the successful accomplishment of this project, including a 
brief description of their qualifications and respective organizational 
responsibilities. The roles and responsibilities of the applicant, the 
community and any others included in the application package shall be 
specified. The proposed level of effort in performing the various 
activities shall also be identified. A staffing plan and resume for all 
key project personnel shall be included in the application.
    g. A separately-labeled section with information demonstrating that 
the applicant meets all of the following special competencies:
    (1) Knowledge and familiarity with data sources such as police 
crash and crime reports, EMS files, emergency department data, hospital 
discharge data, and injury cost data (i.e. cost of injuries to the 
community), and injury surveillance systems (including analyzing and 
linking such data files). Availability of and accessibility to relevant 
data in their community for use by the Safe Communities Team and 
includes at least the police crash reports and one or two injury data 
sources.
    (2) Capable of:
    i. Designing comprehensive program evaluations;
    ii. Collecting and analyzing both quantitative and qualitative 
data;
    iii. Synthesizing, summarizing and reporting evaluation results 
which are usable and decision-oriented.
    (3) Experience in working in partnership with others, especially 
business, health care systems (providers and payers) and government 
organizations, media and with local citizens in implementing solutions 
to community problems.
    (4) Experience in implementing injury control programs (prevention, 
acute care, rehabilitation) at the community level.
    h. A Dissemination Plan that describes how the results of this 
demonstration and evaluation project will be shared with interested 
parties. The Dissemination Plan should include preparation of a final 
report and process manual (see reporting requirements), a briefing at 
the NHTSA headquarters, presentation at one or more national meetings 
(e.g., APHA, Lifesavers * * * ), and if appropriate, preparation and 
submission of a paper for publication in a professional journal.

Application Review Process and Evaluation Factors

    Each application package will initially be reviewed to confirm that 
the applicant is an eligible recipient and that the application 
contains all of the items specified in the Application Contents section 
of this announcement. Each complete application from an eligible 
recipient will then be evaluated by an Evaluation Committee. The 
applications will be evaluated using the following criteria:
    1. Understanding of the Community (10%). The extent to which the 
applicant has demonstrated an understanding of the proposed community, 
including the community's demographics, traffic safety problem, 
resources (including data), and political structure. The extent to 
which the applicant is knowledgeable about community data sources, is 
able to use the data sources to define the community traffic injury 
problem, and has demonstrated the community's need for a Safe 
Communities approach to controlling traffic injuries and the 
community's willingness to commit and participate in the program. The 
extent to which the applicant has access to the community and potential 
target populations in the community.
    2. Goals, Objectives and Implementation Plan (20%). The extent to 
which the applicant's goals are clearly articulated and the objectives 
are time-phased, specific, measurable, and achievable. The extent to 
which the Implementation Plan will achieve an outcome-oriented result 
that will reduce traffic-related injuries and costs to the community. 
The Implementation Plan should address what the applicant proposes to 
implement in the proposed community and how this will be accomplished. 
The Implementation Plan will be evaluated with respect to its 
feasibility, realism, and ability to achieve the desired outcomes.
    3. Collaboration (20%). The extent to which the applicant has 
demonstrated that a full working partnership for data acquisition and 
analysis, design, implementation, and evaluation of the program has 
been established among the applicant and critical components in the 
community. Has the applicant specified who will be involved in the 
program and what the role of each partner will be? The extent to which 
the applicant has demonstrated access to partners deemed critical to 
this effort, such as health care, business, and local government. Has 
the applicant shown that potential partners are committed to working 
with the program? In what way will potential partners participate? The 
extent to which the applicant describes how citizens will be actively 
engaged in the Safe Communities program.
    4. Evaluation Plan (25%). How well the applicant describes the 
proposed evaluation design and the methods for measuring the processes 
and outcomes of the proposed interventions (countermeasures). How well 
will the Evaluation Plan be able to measure the effectiveness of the 
Safe Communities approach? Does the applicant provide sufficient 
evidence that the proposed community partnership is committed to 
evaluation? Are there sufficient data sources and is there sufficient 
capacity to collaborate with appropriate community program partners to 
ensure access to data; identify/create and test appropriate 
instruments; and collect and analyze quantitative and qualitative data 
for measuring the effectiveness of the Safe Communities approach? How 
well does the applicant ensure the availability of staff and facilities 
to carry out the submitted Evaluation Plan?
    5. Special Competencies (15%). The extent to which the applicant 
has demonstrated knowledge and experience accessing and using relevant 
data sources, designing and implementing comprehensive program 
evaluations (using both qualitative and quantitative data), 
implementing injury control programs, and working in partnership with 
others on community programs.
    6. Project Management and Staffing (10%). The applicant provides a 
reasonable plan for accomplishing the objectives of the project within 
the time frame set out in this announcement. The extent to which the 
proposed staff, including management and program staff and community 
partners, are clearly described, appropriately assigned, and have 
adequate skills and experiences. The extent to which the applicant has 
the capacity and facilities to design, implement, and evaluate a 
complex and comprehensive community program. The extent to which the 
applicant provides details regarding the level of effort and allocation 
of time for each staff position. Did the applicant submit an

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organizational chart and resume for each proposed staff member?

Special Award Selection Factors

    While not a requirement, applicants are strongly urged to seek 
funds from other Federal, State, local and private sources to augment 
those available under this announcement. For those applications that 
are evaluated as meritorious for consideration of award, preference may 
be given to those that have proposed cost-sharing strategies and/or 
have other proposed funding sources in addition to those in this 
announcement.

Terms and Conditions of Award

    1. Prior to award, each grantee must comply with the certification 
requirements of 49 CFR Part 20, Department of Transportation New 
Restrictions on Lobbying, and 49 CFR Part 29, Department of 
Transportation Government-wide Debarment and Suspension (Non-
procurement) and Government-wide Requirements for Drug Free Workplace 
(Grants).
    2. Reporting Requirements and Deliverables:
    a. Quarterly Progress Reports should include a summary of the 
previous quarter's activities and accomplishments, as well as the 
proposed activities for the upcoming quarter. Any decisions and actions 
required in the upcoming quarter should be included in the report. The 
grantee shall supply the progress report to the Contracting Officer's 
Technical Representative (COTR) every ninety (90) days, following date 
of award.
    b. Program Implementation and Evaluation Review. The grantee shall 
submit a revised program Implementation and Evaluation Plan no more 
than 12 months after award of the cooperative agreement, or as soon as 
the Safe Communities program has completed the problem identification 
activity, has determined what traffic safety problem or problems will 
be addressed, and determined what program or programs will be 
implemented to reduce the traffic-related injuries. The NHTSA COTR will 
review and comment on this revised plan. The plan should describe the 
problem identification effort (data sources used, how analyzed, and the 
results including costs of traffic injuries to the community), how the 
community's traffic injury problems and proposed solutions were 
determined, how input was obtained from citizens, and how the program 
will be evaluated. This final Evaluation Plan should describe how the 
effectiveness of the Safe Communities program will be determined and 
how the process issues involved in establishing and implementing a Safe 
Communities program will be determined.
    c. Draft Final Report and Draft Process Manual. The grantee shall 
prepare a Draft Final Report that includes a description of the 
community (including the traffic safety problem and data sources to 
support the problem), partners, intervention strategies, program 
implementation, evaluation methodology and findings from the program 
evaluation. The grantee shall also prepare a Draft Process Manual 
describing what happened in the community in establishing a Safe 
Communities approach to traffic injury. In terms of technology 
transfer, it is important to know what worked and did not work, under 
what circumstances, and what can be done to avoid potential problems in 
implementing community programs. This Process Manual shall contain the 
``lessons learned'' in establishing a safe community. The grantee shall 
submit the Draft Final Report and Draft Process Manual to the COTR 90 
days prior to the end of the performance period. The COTR will review 
each draft document and provide comments to the grantee within 30 days 
of receipt of the documents.
    d. Final Report and Process Manual. The grantee shall revise the 
Draft Final Report and Draft Process Manual to reflect the COTR's 
comments. The revised documents shall be delivered to the COTR on or 
before the end of the performance period. The grantee shall supply the 
COTR one camera-ready copy, one computer disk copy in WordPerfect 
format, and four additional hard copies of each revised document.
    3. Meetings and Briefings. The grantee shall plan for at least one 
meeting per year in Washington, D.C. with the NHTSA COTR and other 
interested parties, as well as an interim briefing approximately midway 
through the Project Period, and a final briefing at the end of the 
project period. In addition, a presentation at one or more national 
meetings (e.g., APHA, Lifesavers * * *) should be considered as part of 
the Dissemination Plan.
    4. During the effective performance period of cooperative 
agreements awarded as a result of this announcement, the agreement, as 
applicable to the grantee, shall be subject to the National Highway 
Traffic Safety Administration's General Provisions for Assistance 
Agreements.

    Issued on March 29, 1996.
James Hedlund,
Associate Administrator for Traffic Safety Programs.
[FR Doc. 96-8312 Filed 4-3-96; 8:45 am]
BILLING CODE 4910-59-M