[Federal Register Volume 61, Number 104 (Wednesday, May 29, 1996)]
[Notices]
[Pages 26948-26952]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-13344]



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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration


Discretionary Cooperative Agreements To Support the Demonstration 
and Evaluation of the Patterns for Life Program

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

ACTION: Announcement of discretionary cooperative agreements to support 
the demonstration and evaluation of the Patterns for Life Program.

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SUMMARY: The National Highway Traffic Safety Administration (NHTSA) 
announces the availability of FY 1996 discretionary cooperative 
agreements to demonstrate the effectiveness of using health/medical 
organizations to establish an infrastructure of credible program 
efforts pertaining to child passenger safety, child pedestrian safety 
and bicycle helmet safety. This notice solicits applications from 
national health and medical related organizations that are interested 
in developing and implementing community partnerships with local law 
enforcement, fire and rescue, child care providers, state and local 
governments, educational institutions, local child safety seat 
distributors and trainers to establish an infrastructure of 
knowledgeable and skilled partners at the state and local level.

DATES: Applications must be received at the office designated below on 
or before July 10, 1996.

ADDRESSES: Applications must be submitted to the National Highway 
Traffic Safety Administration, Office of Contracts and Procurement 
(NAD-30), Attention: Karen S. Brockmeier, 400 7th Street SW., Room 
5301, Washington DC 20590. All applications submitted must include a 
reference to NHTSA Cooperative Agreement Program Number DTNH22-96-H-
05194, and identify the program approach for which the application is 
submitted. Interested applicants are advised that no separate 
application package exists beyond the contents of this announcement.

FOR FURTHER INFORMATION CONTACT:
General administrative questions may be directed to Karen S. 
Brockmeier, Office of Contracts and Procurement, at (202) 366-9567. 
Programmatic questions relating to this cooperative agreement program 
should be directed to Ms. Cheryl Neverman, National Organizations 
Division, Office of Occupant Protection, (NTS-11) NHTSA, 400 7th Street 
SW., Room 5118, Washington, DC 20590 (202) 366-2696.

SUPPLEMENTARY INFORMATION:

Background

    The need to establish a community infrastructure that can 
accommodate on-going training needs as child transportation technology 
and issues change has emerged as a priority for the nation. The 
Department of Transportation, NHTSA, is initiating a new program 
effort, Patterns for Life, in FY 1996 to provide outreach to state and 
local communities on issues focused on child passenger, pedestrian, and 
bicycle helmet safety. The goal of this program effort is to establish 
lifelong safety habits that set a pattern of safety for children. The 
health/medical community is often the first and most continuous contact 
that new or expectant parents have when pregnant and during the first 
formative years of a child's life. It is at this time that ``patterns'' 
of behavior are established which may have lasting impact on a child's 
lifetime safety habits.
    Under this cooperative agreement program, the effectiveness of 
using health and medical organizations to conduct child traffic safety 
initiatives shall be demonstrated and evaluated to determine the impact 
on reducing motor vehicle injuries and associated costs to the 
community. Specific objectives for this cooperative agreement are as 
follows:
     Increasing the public's awareness of the importance of 
child passenger, child pedestrian and helmet safety through community 
partnerships;
     Performing aggressive community outreach service through 
dedicated support (e.g. paid advertising) and earned media (e.g. 
articles in newspaper, story on evening news);
     Maintaining partnerships in order to preserve existing 
child safety programs;
     Increasing the correct use of child restraints, safety 
belts, and bicycle helmets;
     Providing comprehensive education and outreach to high-
risk, underserved, and culturally diverse populations using updated 
educational materials and new publications;
     Encouraging vigorous enforcement of existing child 
passenger safety, safety belt, and bicycle helmet use laws;
     Encouraging the enactment of bicycle helmet laws and 
upgrades of existing laws to cover children in all vehicle seating 
positions with correct restraint use;
     Increasing public awareness and education of the benefits 
and the dangers of air bags; especially as they interact with children 
who are unrestrained, improperly restrained, or in rear-facing child 
seats;
     Measuring program effectiveness and sharing success 
stories to encourage public use and support; and
     Establishing and maintaining a health/medical 
infrastructure at the community level which can serve as an on-going 
resource for the community and contact for future educational and 
technological messages.
    As the result of high visibility in the media about issues such as 
child seat misuse and increased distribution of safety products, such 
as the free child seat distribution made possible through the 
settlement between General Motors and the Department of Transportation, 
the public is seeking more answers to questions about these safety 
issues. Similar programs exist for the distribution of free or reduced-
price bicycle helmets. Hundreds of state and local programs have become 
distribution sites for these efforts, but little effort has been made 
to assure that those involved in the distribution have easy access to 
updated training and are able to maintain a source of future 
information. Additionally, the strong enforcement of traffic safety 
laws and the need to upgrade existing laws or

[[Page 26949]]

implement new laws demands an infrastructure which can provide the 
outreach, advocacy and knowledge necessary for success and strong 
public support. The health/medical community has been and continues to 
be one of the most effective national and community-level leaders in 
supporting new legislative efforts. It is also the group that is most 
likely to have access to the largest variety of populations, from low-
income to special needs children, especially those considered at high 
risk in traffic crashes.
    The area of child passenger safety has some unique considerations. 
Research has demonstrated that child safety seats, when correctly used, 
can reduce fatalities among children less than 5 years of age by 71 
percent. This makes child safety seats one of the most effective safety 
innovations ever developed. As a result of improvements in the 
convenience of the seats, increased availability of free or reduced-
price seats, upgrades and increased enforcement of child passenger 
safety laws and public education, the use of child safety seats has 
increased dramatically over the past ten years. However, the use rate 
for children involved in fatal crashes shows that as many as 40 percent 
of these children are still totally unrestrained. Recent studies 
confirm the fact that as a child's age increases, the use of any 
occupant restraint decreases, as does the use of an occupant restraint 
appropriate for a given height and weight. A number of national program 
efforts are making child safety seats more available to low-income and 
special needs families. Under an agreement with the Department of 
Transportation, General Motors will donate a total of eight million 
dollars to qualified and selected national organizations to purchase 
and distribute child safety seats and ensure that proper use 
information is provided to the family recipients. Other community-based 
programs featuring free or reduced price child seats offered by 
business partners in the local community include the Midas Project Safe 
Baby program and Operation Baby Buckle through the SAFE America 
Foundation.
    In the area of misuse, the degree of compatibility between use of 
child restraints and motor vehicles and improper installation are 
important in determining the level of effectiveness of the child safety 
seat in providing optimum protection in a crash. Even though a child 
restraint may perform adequately during compliance testing, if it is 
not used properly in or is not compatible with the vehicle seat belts 
or seat, its effectiveness in a real crash may be reduced. As 
technology changes, the need for maintaining current training for 
educators of the public and the media continues to increase. 
Educational materials produced just a few years ago may need updating. 
The Blue Ribbon Panel on Child Restraint and Vehicle Compatibility, a 
group made up of child seat, auto, and equipment manufacturers and 
child safety practitioners and advocates, was named by NHTSA 
Administrator Ricardo Martinez in 1995 to review child restraint misuse 
and compatibility concerns. The Panel announced twenty-seven major 
recommendations in June of 1995 including the need to conduct an 
intensive educational campaign on correct use and installation of child 
safety seats and to make the public aware of emerging incompatibility 
issues such as air bags and rear-facing child seats and other common 
misuses and compatibility problems. The report encouraged the 
government to work collaboratively with groups such as health care and 
emergency medical service providers. The efforts are to emphasize 
training for child safety professionals who are in a position to reach 
out to populations less likely to be reached by a more generic public 
information approach.
    Public information and education efforts are offered on an on-going 
basis through long-time partners such as the American Academy of 
Pediatrics. Newer partners, such as Morton, International, an air bag 
supplier, have made great strides in developing new educational 
materials. New curricula have been developed and training efforts have 
been implemented with law enforcement, emergency medical service 
providers, child care providers, and child safety advocates such as 
local SAFE KIDS coalitions. However, despite many such efforts, the 
need remains high to reach out to the local infrastructure and provide 
a lasting means of maintaining a network of trainers and educators who 
can reach the people who still don't provide proper occupant protection 
for their children. In part because of non-use and incorrect use, child 
safety seats are not currently saving as many lives as they could save.
    Current issues and concerns about safe transportation for children 
can be summarized as follows:

--Approximately 40 percent of young children are not protected by child 
restraints, with the use rate dropping dramatically as the child grows 
older.
--New technology, such as air bags, and compatibility issues resulting 
from design changes in vehicle belt and seat systems demand updated 
training for those who interact with children and their families.
--Recent studies in patterns of misuse of child seats conform anecdotal 
information from advocates conducting child seat clinics and 
checkpoints showing misuse rates to be as high as 80 percent. (The 
studies did not provide a national misuse rate, nor did they rank the 
misuse modes as they would relate to seriousness of potential injury.)
--While all states have primary child passenger safety laws, a number 
of states have significant gaps in their child passenger safety and 
safety belt laws, allowing children to ride unprotected without threat 
of citation.
--As more new vehicles with dual air bags enter the market, there are 
increased concerns about children who are riding unrestrained, 
incorrectly restrained, or in rear-facing child seats in the front seat 
of passenger-side air bag equipped vehicles.

    The importance of pedestrian and bicycle safety issues must not be 
overlooked when developing community traffic safety initiatives. 
Children become pedestrians with their very first step, and their first 
mode of transportation is usually a bicycle.
    In 1994, 5,472 pedestrians were killed in traffic crashes in the 
United States. Of these deaths, 1,082 were young people under the age 
of twenty. On average, pedestrians are killed in traffic crashes every 
ninety-six minutes. Furthermore, the fatality rate for bicyclists is 
just as tragic. More than one-third of the bicyclists killed in traffic 
crashes were children between five and fifteen years old.
    Educating young people about pedestrian and bicycle safety rules, 
including always using a certified bicycle helmet, could prevent some 
of these tragedies. Few schools provide quality pedestrian safety and 
street crossing training, even though the material is readily 
available. Increasing age-specific bicycle helmet laws can also prevent 
needless deaths and injuries. In fact, as of July 1995, thirteen states 
and more than twenty jurisdictions had enacted age-specific bicycle 
helmet laws. The stage is set. It is up to those working within the 
community infrastructure to establish an outreach system that 
incorporates education and training to help young people set a lifelong 
pattern of healthy traffic safety habits. This is one of the agency's 
greatest concerns.
    Community outreach centers were identified and the first training 
and

[[Page 26950]]

community outreach materials were provided. Each community center was 
provided with basic instruction to enable it to effectively perform its 
role as a community child safety seat educator and distribution point. 
Concurrent training and outreach programs were conducted among the 
national networks of law enforcement, fire and rescue, and health and 
safety advocates to prepare local affiliates of these groups to become 
partners in community child safety coalitions. Peer-to-peer outreach 
programs were established within the law enforcement and fire and 
rescue communities to promote participation in Patterns for Life 
training and outreach activities. Linkages between these community 
partners and the child seat distribution points were initiated.
    As these training and outreach efforts were being implemented, new 
and updated educational materials were developed. New training 
materials include an updated comprehensive child safety seat technical 
manual and a complete set of manufacturers' instructions for correct 
use of child safety seats. New public information materials include 
information on child pedestrian safety and bicycle helmet safety.
    Community outreach was further enhanced through cooperative 
agreements with several national health and medical organizations. 
These agreements provided additional community partnerships and 
resources by mobilizing the organizations' state and community 
affiliates to directly support local child safety program efforts or to 
contribute indirect support, such as endorsement of strong traffic laws 
and aggressive law enforcement.

FY 1996 Program

    In FY 1996, NHTSA intends to establish cooperative agreements with 
national health and medical organizations that have mechanisms to reach 
constituencies that can address the program approaches described below. 
One cooperative agreement will be awarded for each of these three (3) 
program approaches. An applicant organization could be awarded 
cooperative agreements for two program approaches, if qualified in both 
and based upon submitting two separate applications and budgets. More 
than one agreement could be awarded for a program approach if 
additional funding becomes available. Following is a description of the 
program approaches:

1. Economically Disadvantaged Populations

    To achieve NHTSA's goal of educating all American consumers about 
the benefits of correctly using child safety seats and bicycle helmets, 
and teaching pedestrian safety, additional emphasis is being placed on 
reaching individuals who have been identified as being at higher than 
average risk of suffering the effects of non-use or incorrect use of 
protective devices. Death rates of motor vehicle occupants are greatest 
in geographic areas with lowest per capita income. Income, education 
and other variables form profiles called socio-economic status (SES). 
Recent surveys conducted by NHTSA support previous findings that 
individuals who fall into lower SES profiles are less likely to 
practice safe transportation habits, which in turn affects their 
children's use and misuse levels.
    The goal of this program is to identify and develop community 
partnerships which can have a significant impact on effectively 
reaching these populations with traffic safety education and access to 
safe equipment. The program further seeks to explore the means to 
maintain this level of community education, awareness, and advocacy as 
an on-going effort. This includes identifying how child transportation 
safety issues can fit into a health/medical organization's overall 
mission, and exploring innovative and long lasting delivery mechanisms.

2. Community-Based Child Passenger Safety

    The national promotion of child passenger safety presents unique 
program challenges. The rapid turnover of the child passenger safety 
audience and educators demands that public education efforts be 
intensive and consistent. Each day, new parents (and other child 
caretakers) enter the audience and need to be reached with the child 
passenger safety message. New technology and emerging issues require 
maintaining an on-going means of educating the trainers. It is 
essential that we reach each parent quickly and effectively to ensure 
that the child is best protected while traveling.
    Parents (and other caretakers) need to understand risks and 
potential consequences of both non-use and misuse of child occupant 
protection. They need to receive education concerning proper seat 
selection and specific technical advice pertaining to child seat 
compatibility with vehicle belts and seats.
    NHTSA has found that health care providers are among the most 
credible of educators for parents and the ones most likely to reach the 
new parent and to have continued contact through well-child contacts. 
Health care providers also serve well as prominent support for 
upgrading child passenger safety laws and supporting enhanced 
enforcement of these laws.
    The goal of this program is to develop a community-based child 
passenger safety education and training campaign. The specific 
objectives include: Facilitating parent education in health/medical 
settings; providing training for patient educators; developing or 
adapting appropriate program materials for dissemination through the 
organizational network; designing a program effort which encourages the 
institutionalization of these educational activities; and providing for 
strong advocacy efforts which support legislative and enforcement 
goals.

3. Safe Communities Partnerships for Child Transportation Safety

    Local community partnerships, formed by public and private sector 
groups under the strong leadership of the health/medical community, can 
be an effective means of establishing a lasting infrastructure which 
will provide on-going educational and advocacy efforts for child 
transportation safety issues. Other organizations in the community 
would benefit by the health/medical leadership in identifying needs at 
the community level and working together to fill gaps in education and 
in availability of proper safety devices at an affordable level, in 
showing solidarity in legislative and enforcement support, and in 
providing access to ongoing, current technological information.
    The goal of this program approach is to form lasting community 
partnerships to work together to reduce injuries and deaths related to 
child passenger, bicycle and pedestrian safety. The specific objectives 
are: to establish or work to enhance a local coalition of community 
leaders who will collaborate on efforts to prevent child injuries and 
fatalities in motor vehicle crashes; to find innovative means at the 
local level to maintain the training needs of the local child safety 
educators; to develop effective child transportation safety campaigns 
that serve the individual needs of the community, to develop or modify 
existing materials as appropriate; to expand the outreach of health/
medical professionals to incorporate traffic safety education and 
awareness programs; and to measure the

[[Page 26951]]

effectiveness of local efforts on reducing child injuries.

Innovative Approaches

    Applicant organizations are encouraged to develop and propose 
innovative strategies within these program approaches that are 
appropriate for their constituencies. Some examples of activities 
follow that have been conducted in the past by national organizations 
and others involved in the occupant protection program. These examples 
are provided only to stimulate thinking and should not be viewed as 
required activities: identify members of the organization (and their 
family members) that qualify for ``Saved By the Child Seat/Helmet 
Club'' recognition and publicize these survivor stories in 
organizational publications; identify materials needed to conduct the 
project (this could include handbooks, manuals, brochures, posters, 
audio-visuals, etc.); publish articles in organizational newsletters, 
magazines, and/or journals; encourage and assist organizations in 
adopting a national policy resolution for child transportation safety.

NHTS Involvement

    The National Highway Traffic Safety Administration (NHTSA), Office 
of Occupant Protection (OOP), 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 the cooperative 
agreement and to coordinate activities between the organization and 
OOP;
    2. Provide information, educational materials and curricula, and 
technical assistance from government sources within available resources 
and as determined appropriate by the COTR;
    3. Provide liaison with other government/private agencies as 
appropriate; and
    4. Stimulate the exchange of ideas and information among 
cooperative agreement recipients through periodic meetings.

Period of Support

    Subject to the availability of funds, satisfactory performance and 
continued demonstrated need, cooperative agreements may cover a total 
project period of up to two (2) years. An application should be 
submitted for an initial funding period of 12 months and should address 
what will be accomplished during that initial period. The application 
and budget for the initial project period should cover only the first 
12 months of effort. To obtain funding after the initial 12 month 
period, an updated application must be submitted for approval for any 
subsequent year. The updated application will not be subjected to 
competitive review, but must demonstrate that the continuation effort 
will effectively and efficiently continue to fulfill program 
objectives.
    Anticipated funding level for FY 1996 projects will be $66,000.00 
for each of the three program approaches. Federal funds should be 
viewed as seed money to assist organizations in the development in 
traffic safety initiatives. Monies allocated for cooperative agreements 
are not intended to cover all of the costs that will be incurred in the 
process of completing the projects. Applicants should demonstrate a 
commitment of financial or in-kind resources to the support of proposed 
projects.

Eligibility Requirements

    In order to be eligible to participate in this cooperative 
agreement program, a national health and medical organization must meet 
the following requirements:
     Have exclusive membership within the health and medical 
professional field; provide medical care and/or advice to patients and 
educate members.
     Have an established membership structure with state/local 
chapters in all regions of the country; and
     Have formal organizational communication mechanisms 
established for use in informing and motivating members and other 
constituents to become involved in child safety at the state and local 
levels. Such communication mechanisms may include organizational 
newsletters, journals, quarterly reports, and scheduled conferences/
conventions.

Application Procedure

    Each applicant must submit one original and two (2) copies of its 
application package to NHTSA, Office of Contracts and Procurement (NAD-
30), Attention: Karen S. Brockmeier, 400 7th Street SW., room 5301, 
Washington, DC 20590. Submission of two additional applications will 
expedite processing but is not required. Applications must be typed on 
one side of the page only. Applications must include a reference to 
NHTSA Cooperative Agreement Program Number DTNH22-96-H-05194 and 
identify the program approach for which the application is submitted. 
Applicants may apply for more than one program approach, however, a 
separate application and budget must be submitted for each program area 
approach. Only complete applications received on or before July 10, 
1996, shall be considered.

Application Content

    1. The application package must be submitted with OMB Standard Form 
424 (Rev. 4-88, including 424A and 424B), Applications for Federal 
Assistance, with the required information filled in and the certified 
assurances included. While Form 424-A deals with budget information, 
and Form 424B identifies Budget Categories, the available space does 
not permit a level of detail which is sufficient to provide for a 
meaningful evaluation of the proposed 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 
by the organization or its local affiliates and partners.
    2. Applications shall include a program narrative statement which 
addresses the following in separately labeled sections:
    a. Technical Approach: A description of the organizational 
membership and purpose, demonstrating the need for the assistance, and 
stating the principal goals and subordinate objectives of the project, 
as well as the anticipated results and benefits. This section shall 
describe any unusual features, such as design or technological 
innovations, reductions in cost or time, or extraordinary social/
community involvement. Supporting documentation from concerned 
interests other than the applicant can be used. Any relevant data based 
on planning studies should be included or footnoted. (Evaluation Factor 
#1)
    b. Implementation Plan: A description of the program approach, 
including a plan of action pertaining to the scope and detail of the 
proposed work. This section shall include the reasons for taking this 
plan of action as opposed to others. The Implementation Plan shall 
include a presentation at one or more national meetings (e.g. Moving 
Kids Safely, Lifesavers or others.) (Evaluation Factor #2)
    c. Project Management and Staffing: Quantitative projections of the 
accomplishments to be achieved, if possible, or lists of activities in 
chronological order to show the schedule of accomplishments and their 
target dates. This section shall list each organization, corporation, 
consultant or other individuals who will work on the project along with 
a short description of the nature of the individual's effort or 
contribution and relevant experience. (Evaluation Factor #3)

[[Page 26952]]

    d. Evaluation Plan: A description of the kinds of data to be 
collected and maintained and the criteria to be used to evaluate the 
results. This section shall explain the methodology that will be used 
to determine if the needs identified and discussed are being met, and 
if the results and benefits identified are being achieved. (Evaluation 
Factor #4)

Evaluation Criteria and Review Process

    Initially, all applications will be reviewed to confirm that the 
applicant is an eligible recipient and to assure that the application 
contains all of the information required by this notice. Each complete 
application from an eligible recipient will then be evaluated by an 
Evaluation Committee. The Evaluation Committee will include one non-
NHTSA staff specialist from the Children's Safety Network. The 
application will be evaluated using the following criteria:
    1. Understanding of the Problem and the Relationship to the Health/
Medical Community (40%). The extent to which the applicant has 
demonstrated an understanding of the child transportation safety 
issues. The extent to which the applicant is knowledgeable about data 
sources, community linkages, the need for a coordinated approach to 
controlling child traffic injuries using the health/medical field as 
leaders, and his demonstrated the organization's affiliate's 
willingness to commit to and participate in the program. The extent to 
which the applicant has access to the potential target populations in 
the community.
    2. Goals, Objectives, and Implementation Plan (40%). 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 child-related traffic injuries and deaths. The 
Implementation Plan will be evaluated with respect to its feasibility, 
realism, and ability to achieve the desired outcomes.
    3. Project Management and Staffing (10%). The reasonableness of the 
applicant's plan for accomplishing the objectives of the project within 
the time frame set out in this announcement. The skill and experience 
of proposed staff, including project management and program staff and 
proposed affiliates, and ability to accomplish the program objectives.
    4. Evaluation Plan (10%). The extent to which the proposed methods 
for measuring the processes and outcomes of the proposed interventions 
(countermeasures) will assess the effectiveness of the use of the 
Health/Medical Community in reaching the desired target populations.

Special Award Selection Factors

    While not a requirement, applicants are strongly urged to consider 
the use of other available organizational resources, including other 
sources of financial support. Preference may be given, for those 
applicants that are evaluated as meritorious for consideration of 
award, for those who show commitment on the part of the Health/Medical 
organization by committing other organizational resources or seeking 
additional outside partners (cost-sharing strategies).

Terms and Conditions of the Award

    1. Prior to award, each recipient must comply with the 
certification requirements of 49 CFR Part 20, Department of 
Transportation New Restriction or Lobbing, and 49 CFR Part 29 
Department of Transportation Government-wide Department and Suspension 
(Nonprocurement) and Government-wide Requirements for Drug-Free 
Workplace (Grants).
    2. Performance Requirements and Deliverables:
    (a) The grantee shall arrange to meet with the Contracting 
Officer's Technical Representative (COTR) within 2 weeks of the award 
of the cooperative agreement to discuss the implementation plan, 
including milestones and deliverables.
    (b) The grantee shall supply Quarterly Progress Reports every 
ninety days, in a format to be determined at the time of award. 
Quarterly Progress Reports are to include a summary of the previous 
quarter's activities and accomplishments, as well as proposed 
activities for the upcoming quarter. Any decisions and actions required 
in the upcoming quarter should be included in the report.
    (c) Draft Final Report. The grantee shall prepare a Draft Final 
Report that includes a description of the intervention strategies, 
program implementation, and findings from the program evaluation. It is 
important, for purposes of future programs, to know what worked and did 
not work, under what circumstances, and what can be done to avoid 
potential problems in replicating similar programs. The grantee shall 
submit the Draft final report to the COTR 30 days prior to the end of 
the performance period. The COTR will review the document and provide 
comments within 2 weeks of receipt of the document.
    (d) Final Report. The grantee shall revise the draft final report 
to reflect the COTR's comments. The revised document shall be delivered 
to the COTR on or before the end of the performance period. The grantee 
shall supply the COTR on computer disk copy in WordPerfect format, and 
four additional hard copies of the revised document.
    3. Meetings and Briefings. The grantee shall plan for the initial 
planning meeting in Washington, DC with the COTR, as well as an interim 
briefing approximately midway through the project, a final briefing at 
the end of the project period, and a presentation at one or more 
national meetings, (e.g. Moving Kids Safety, Lifesavers or other).
    4. During the effective performance period of cooperative 
agreements awarded under this announcement, the agreement shall be 
subject to the National Highway Traffic Safety Administration's General 
Provisions for Assistance Agreements.

    Issued on: May 22, 1996.
James Hedlund,
Associate Administrator for Traffic Safety Programs.
[FR Doc. 96-13344 Filed 5-28-96; 8:45 am]
BILLING CODE 4910-59-M