[Federal Register Volume 63, Number 2 (Monday, January 5, 1998)]
[Notices]
[Pages 282-286]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-82]


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DEPARTMENT OF TRANSPORTATION

Federal Railroad Administration


Notice of Funds Availability for High Speed Non-Electric 
Passenger Locomotive Demonstration Program

AGENCY: Federal Railroad Administration (FRA), Department of 
Transportation (DOT).

ACTION: Notice of funds availability.

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SUMMARY: FRA announces the availability of $3,000,000 in fiscal year 
1998 to initiate the development and demonstration of a prototype, 
high-speed, non-electric passenger locomotive. Thereafter, depending 
upon appropriations in future years, up to an additional $17,000,000 
may be available for this program.

Authority

    The authority for this program is contained in the Department of 
Transportation and Related Agencies Appropriations Act for fiscal year 
1998 (Pub.L. 105-66), dated October 27, 1997.

Eligible Participants

    Only existing locomotive manufacturers with experience producing 
locomotives in revenue service in North America shall be considered as 
eligible applicants for this Federal assistance program. It is expected 
that this project will be awarded as a cooperative agreement. Other 
entities wishing to participate may subcontract with a qualified 
locomotive manufacturer/applicant.

Submission of Applications

    Five (5) copies of each application should be submitted by February 
27, 1998 to the following address: Robert L. Carpenter, Office of 
Acquisition & Grants Services, Federal Railroad Administration, Mail 
Stop 50, 400 7th St. S.W., Washington, DC 20590.

Points of Contact

    Technical questions regarding this solicitation may be directed to: 
Robert J. McCown, Director, Technology Development, Federal Railroad 
Administration, Mail Stop 20, 400 7th St. S.W., Washington, DC 20590, 
TEL 202-632-3250, FAX 202-632-3854.
    Requests for forms and administrative questions regarding this 
solicitation may be directed to: Robert L. Carpenter, Office of 
Acquisition & Grants Services, Federal Railroad Administration, Mail 
Stop 50, 400 7th St. S.W., Washington, DC 20590, TEL 202-632-3236, FAX 
202-632-3846.

Purpose

    FRA is seeking a qualified locomotive manufacturer to demonstrate 
an advanced technology high-speed non-electric locomotive capable of 
125 mph sustained operations with the goal of ultimately being capable 
of 150 mph operations with acceleration characteristics approaching or 
equal to current high-speed electric locomotives. The locomotive shall 
also be capable of demonstrating enhanced performance using the energy 
storage element of the flywheel developed by the Advanced Locomotive 
Propulsion System (ALPS) project. As part of the Next Generation High 
Speed Rail Program, FRA has identified three critical technology areas 
where improved performance or reduced cost could enhance the viability 
of high-speed passenger rail service based on incremental improvements 
to existing rail infrastructure. These are non-electric locomotives, 
grade crossing risk mitigation, and advanced train control systems.
    The development of lightweight, high power, non-electric motive 
power is critical to the introduction of passenger service at speeds 
above 90 mph in the United States. The cost of electrification is 
relatively expensive in all but the most densely utilized corridors. 
Further, locomotives based primarily on designs appropriate for freight 
applications are not practical for speeds above 100 mph, due to poor 
acceleration capability and weight, particularly unsprung mass, which 
is incompatible with sustained use on typical track structures because 
of the large forces generated at high speeds. For operations in 
territories

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where operations are shared with freight, high power, lightweight 
locomotives are essential to the introduction of high-speed passenger 
operations.
    The manufacturer/applicant selected as a result of this notice will 
provide a locomotive platform to demonstrate the prime mover and will 
be capable of demonstrating the prime mover and stored energy system 
acting in concert. The platform will include the basic locomotive 
structure and systems such as brakes, operating cab compartment, DC 
bus, power conditioning equipment, and the traction motors capable of 
delivering the power to the rail. The locomotive builder will work with 
the team currently working on the ALPS project to integrate the systems 
(supplied as Government Furnished Equipment) and provide the power 
management controls necessary to demonstrate appropriate acceleration 
and energy storage.
    FRA is seeking a manufacturer with the experience and facilities 
needed to build a locomotive capable of high performance without the 
flywheel energy storage system and to later integrate the flywheel 
energy storage system onto this locomotive to permit even higher 
performance. Although the flywheel energy storage system will be 
provided as Government Furnished Equipment, close cooperation will be 
required between the locomotive manufacturer and the ALPS project team 
to assure smooth integration and successful demonstration of the 
flywheel energy storage system.
    FRA recognizes that the current market conditions may not justify 
the development of high speed non-electric locomotives using solely 
private sector funds. However, FRA believes that if a successful 
prototype is developed which leads to a production high-speed non-
electric locomotive, there is a high likelihood that a market will 
exist for a reasonable number of units. Based on the expected benefit 
of this market to the manufacturer selected under this solicitation, 
FRA expects that the manufacturer will be willing to share in a 
substantial proportion of the cost of this project. While the target 
cost sharing from the manufacturer is 50% of the overall project costs, 
the level of cost sharing is one of the criteria on which proposals 
will be evaluated. The application should describe the intended 
source(s) and commitment status of the applicant's cost sharing level. 
Cost sharing estimates should reflect the value of equipment to be 
furnished by the applicant.

Project Description

    The manufacturer will develop and demonstrate a locomotive suitable 
for high speed passenger rail service on existing infrastructure. This 
development and demonstration will be conducted in two phases, which 
may be consecutive or concurrent as specified in the applicant's 
proposed project description.
    Under the expected cooperative agreement arrangement FRA 
anticipates furnishing technical guidance and assistance as appropriate 
throughout the project.

Phase I

    Develop and demonstrate a high speed non-electric locomotive 
capable of rapid acceleration and cruising speeds of 125 mph. The 
locomotive may utilize the Government furnished gas turbine engine and 
high speed generator or it may utilize alternate components supplied by 
the manufacturer. The traction power system of this locomotive should 
be capable of receiving both the power produced by the prime mover and 
the power expected from the ALPS developed flywheel energy storage 
system simultaneously for a period of several minutes, which will total 
approximately 8,000 hp.
    The locomotive must supply standard 480-volt, 3-phase, head-end 
power to support train electrical requirements. If necessary, an 
auxiliary power generating system aboard the locomotive may be used to 
provide head-end power to permit all prime mover power to be used for 
traction.
    The manufacturer will be responsible for all engineering, systems 
integration, program management, liaison with suppliers of furnished 
equipment and manufacturing/fabrication activities required to complete 
the project, including the design and development of a control system 
to manage the combined locomotive-flywheel demonstration in Phase II.
    The Phase I locomotive will then be tested and demonstrated in 
service. Testing may be conducted at the Transportation Technology 
Center in Pueblo, Colorado or other locations. Service demonstrations 
may be conducted on one or more of the high speed rail corridors 
designated in section 1010 of the Intermodal Surface Transportation 
Efficiency Act of 1991 or on the Northeast or Empire Corridors. These 
service demonstrations may involve one or more types of passenger cars, 
some of which may be equipped with non-standard coupling systems 
associated with new high speed equipment becoming available in the 
United States. The manufacturer should indicate how this issue will be 
addressed. The manufacturer will be expected to prepare and conduct a 
test and demonstration plan and to conduct testing activities to 
evaluate the performance and revenue service suitability of the 
locomotive.

Phase II

    The ALPS team is in the third year of a multi-year development 
effort to demonstrate a hybrid propulsion system. One component of ALPS 
is a lightweight, small 4,000 hp gas turbine engine which is already 
proven in service. Two new critical components are being pursued in the 
project: a high rotating speed, compact, high power motor/generator and 
a high energy flywheel. The FRA believes these technologies together 
with an innovative locomotive design can provide a marketable passenger 
locomotive to serve operations with speeds over 100 mph.
    The first new technology to be demonstrated by the ALPS team is the 
high rotational speed, high power motor/generator which can be directly 
coupled to prime movers operating at up to 15,000 rpm, as well as to 
flywheels operating in the same speed range. At least two units of this 
type of motor/generator will be needed for a consist employing the full 
ALPS propulsion system: one for the prime mover and one for the 
flywheel portion of the system. The Allied Signal concept under 
development will be capable of producing up to 4000 hp of direct 
current electrical power with very high efficiencies.
    The other enabling technology is a flywheel energy storage unit 
capable of storing 500 to 600 megajoules of energy, equivalent to up to 
4000 hp for several minutes. The flywheel will rotate on the same shaft 
as the generator at 7500 to 15,000 rpm. The intent is to use the 
flywheel to double total maximum propulsion system power; reduce the 
size of the primary power plant required for reasonable acceleration; 
provide greater operating efficiency by using regenerated stored 
braking energy, and aid in leveling the turbine operating conditions 
which is expected to significantly improve overall turbine life, 
maintenance, and operating costs. Final designs for the ALPS systems 
are currently being developed.
    Building on the efforts in Phase I, the manufacturer will integrate 
the energy storage flywheel system, and test and demonstrate the 
locomotive using the combination of prime mover and flywheel 
propulsion. The flywheel

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system may be mounted in the locomotive carbody itself, or it may be 
located in a suitable trailing car. Regardless of the location of the 
flywheel system, the locomotive manufacturer will be responsible for 
system integration and installation. As part of this effort, the 
locomotive manufacturer will design and develop a power conversion and 
control system to manage the operation of the flywheel energy storage 
system and prime mover during idling, acceleration, cruising and 
braking and provide this system to the ALPS team for testing in advance 
of the installation of the flywheel energy storage system.
    The manufacturer will be responsible for all engineering, systems 
integration, program management, liaison with suppliers of furnished 
equipment and manufacturing/fabrication activities required to complete 
the project.
    The Phase II locomotive will then be tested and demonstrated. 
Testing may be conducted at the Transportation Technology Center in 
Pueblo, Colorado or other locations. The service demonstrations may be 
conducted on one or more high speed rail corridors designated in 
Section 1010 of the Intermodal Surface Transportation Efficiency Act of 
1991. These service demonstrations may involve one or more types of 
passenger cars, some of which may be equipped with non-standard 
coupling systems associated with new high speed equipment becoming 
available in the United States. The manufacturer should indicate how 
this issue will be addressed. The manufacturer will be expected to 
prepare a test and demonstration plan and to conduct testing activities 
to evaluate the performance and revenue service suitability of the 
locomotive.
    It is expected that the testing and demonstration period for Phases 
I and II will be approximately one year. After testing and 
demonstration under this project is complete, it is expected that any 
Government Furnished Equipment aboard the locomotive will remain aboard 
for further cooperative testing, demonstrations, and possible revenue 
service demonstrations.

Furnished Equipment and Information

    Equipment directly purchased with Government funds will remain 
Government property at the completion of the project. Equipment 
furnished by the manufacturer/applicant or purchased at the expense of 
the manufacturer/applicant will remain the property of the applicant at 
the completion of the project.
    The Government will make available at no cost for this project one 
Allied-Signal TF-40 or TF-50 (depending upon availability) gas turbine 
engine capable of delivering approximately 4000 hp using Number 2 
Diesel Fuel.
    On behalf of the Government, the ALPS team will make available at 
no cost for this project one high speed generator for use with the gas 
turbine engine and one energy storage flywheel coupled to a second high 
speed generator.
    The use of the Government furnished gas turbine engine and 
associated high speed generator for the Phase I locomotive is at the 
option of the proposer. Alternative propulsion equipment may be 
proposed.

    Note: A specifications package on all of these components is 
available from the FRA administrative contact at the address shown 
above under ``Points of Contact.''

    The ALPS team is currently conducting a market needs survey for 
high speed non-electric locomotives. The results of this survey will be 
made available to the selected applicant.

Project Schedule

    FRA desires to have the demonstration locomotive available as soon 
as possible, considering the availability schedule for the Furnished 
Equipment.
    The Allied-Signal TF-40 gas turbine is currently a production item, 
an Allied Signal TF-50 gas turbine with enhanced performance is 
expected to become available by September, 1999. Depending on 
availability, either a TF-40 or TF-50 could be initially installed in 
the locomotive. The TF-50 is designed as an exact-fit replacement for 
the TF-40 and could be easily substituted when it becomes available. 
The first high speed generator is expected to be available for testing 
by the ALPS team September, 1998. The ALPS team will conduct extensive 
testing on a combination of the gas turbine and generator in 
cooperation with the locomotive manufacturer. The tested turbine-
generator combination is expected to be available for installation by 
September, 1999.
    For Phase II, the second high speed generator and the flywheel 
energy storage system are expected to available by for installation by 
October, 1999. The locomotive manufacturer must provide an inverter and 
control system linking the DC bus to the high speed generator to the 
ALPS team for testing by March, 1999.
    The manufacturer shall use these expected availability dates in 
preparation of their proposed schedule, which will be considered in the 
evaluation of the proposal.

Performance and Design Issues

    To be successful, the locomotive system must be able to meet the 
broad range of high-speed passenger locomotive requirements, such as 
high acceleration, high top speed, high availability, high reliability 
and maintainability, while remaining economical to purchase and 
operate.
    Perhaps the most challenging goal is the ability of the non-
electric locomotive to provide accelerating capabilities similar to 
those of existing electric locomotives. This corresponds to an 
acceleration from 0 to 125 MPH in approximately 5 minutes pulling a 
four car train. In addition, the weight and particularly the forces 
induced into the track structure at high speeds must be minimized, 
especially under conditions of high cant deficiency. These locomotives 
will routinely operate on track shared with freight trains and the 
ability to tolerate track irregularities at high speeds without causing 
significant track damage is critical. In order to accomplish these 
goals the locomotive integrator needs to show particular capability in 
the design of axles, trucks, and car bodies appropriate for high speed 
operations. Of particular interest will be the methods of supporting 
the high power traction motors and braking systems.
    In addition, the locomotive must be aerodynamically designed to 
reduce air resistance and to minimize noise. The cabs should be 
compatible with the state of the art in terms of train control 
technology and working environment. Finally, the locomotive must comply 
or at a minimum must be adaptable to comply with the most recent crash 
energy management strategies as called for under the proposed FRA Tier 
II passenger equipment standards.

Specific Performance Targets

    These specific performance targets outline the desirable 
characteristics of the prototype locomotive. They are not absolutes; 
the degree to which these performance targets are met or exceeded will 
be an evaluation factor for proposals.
    General: The locomotive shall be suitable for revenue service 
demonstration. It shall comply with all FRA, Environmental Protection 
Agency, Association of American Railroads (AAR) and other relevant 
industry and government requirements regarding safety and performance 
for all locomotives operating in the United States, including but not 
limited to those for occupant protection, braking, noise and exhaust 
emissions. The locomotive shall be equipped with

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standard radio and train control equipment suitable for high speed 
operation along the intended demonstration corridors.
    The following targets apply to both Phase I and Phase II vehicles:
    Consist: For planning purposes, performance targets assume a single 
locomotive pulling four passenger cars each weighing 55 tons. The 
locomotive may also be used with a streamlined cab car or with one 
locomotive at each end and eight cars (1-8-1) or in other 
configurations. Recognizing that characteristics other than coach 
weight, such as aerodynamics and braking capability, will affect the 
performance of the train, the proposer may assume that the four cars 
are of the Amfleet Type II for performance estimation purposes.
    Weight: The target maximum weight for the fully-fueled locomotive 
is 200,000 pounds. The target maximum unsprung weight is 6,000 pounds 
per axle.
    Clearance: The locomotive shall be sized such that it complies with 
the clearance diagram for the Northeast Corridor at all expected speeds 
and operating conditions.
    Crash-worthiness: The locomotive should meet or it should be 
possible to modify it at reasonable expense to meet FRA Tier II 
passenger equipment crash-worthiness requirements (as published in FRA 
PCSS-1, Notice #2 in Volume 62, Number 184 of the Federal Register 
dated Tuesday, September 23, 1997.) These requirements call for a total 
train crash energy management design. Tier II calls for specific energy 
absorption levels in the power car and anti-climb devices. In addition, 
all vehicles in the train must be designed to stay upright and in-line 
as a goal in any accident.
    Range: The locomotive should be capable of a 1000 mile round trip 
over average trackage with an average number of stops (the Northeast 
Corridor between Washington, DC and New York may be used for reference) 
un-refueled with a 15% fuel reserve remaining.
    Cant Deficiency: The locomotive must be capable of safe operation 
at cant deficiencies up to 9 inches, and preferably up to 12 inches.
    Track Conditions: The locomotive shall be capable of safely 
operating at track speed on all classes of track, including proposed 
Class 7 and 8 high-speed tracks as well as Class 1 yard track. The 
locomotive shall be capable of safely negotiating curves up to 20 
degrees for operations in yards.
    Coupling to Other Trains: It must be possible to couple this 
locomotive to other trains in order to move it throughout the rail 
system. In this configuration, the locomotives air (friction) brakes 
should be fully functional and be controllable by the lead locomotive.
    The following performance targets apply to the Phase I locomotive 
using the four car consist described above:
    Acceleration: From a standing start to 125 mph in five minutes or 
less at sea-level and 105 degrees Fahrenheit ambient air temperature.
    Maximum Speed: 125 mph with a 10 mph headwind on a 0.1% ascending 
grade at sea-level and 105 degrees Fahrenheit ambient air temperature.
    The following performance targets apply to the Phase II locomotive 
using the four car consist described above:
    Acceleration: From a standing start to 150 mph in four minutes or 
less at sea-level and 105 degrees Fahrenheit ambient air temperature.
    Maximum Speed: 150 mph with a 10 mph headwind on a 0.1% ascending 
grade at sea-level and 105 degrees Fahrenheit ambient air temperature.

Design Issues

    The following issues must be considered in the design of the 
locomotive. Rather than setting specific targets, proposers should 
address the features and capabilities of their locomotive platform as 
it is proposed for this project.
    Braking System: In addition to complying with FRA minimum 
regulatory requirements, the braking system should be adequate to 
permit safe operation in normal revenue service at the intended Phase I 
and Phase II speeds without resulting in unreasonably high brake wear 
rates, temperatures or maintenance requirements. The proposer should 
address how adequate fail-safe braking performance will be assured 
using only four cars attached to a single locomotive at intended Phase 
I and Phase II speeds. The braking capability of fully loaded Amfleet 
Type II cars may be assumed for determining braking performance.
    Environment: The locomotive should be capable of being started and 
operated with minimal degradation in performance over the entire range 
of temperatures and weather conditions reasonably expected to be 
encountered in the continental United States.
    Crosswinds: The locomotive should be capable of operating at high 
cant deficiency in strong crosswinds from the worst case direction 
without risk of rollover and without exceeding the Northeast Corridor 
clearance envelope.
    Multiple Unit Operation: The design of the locomotive's control 
system should not preclude future modification to permit powered 
multiple unit operation under single-point control in combination with 
other conventional or high-speed locomotives, or with additional units 
of the same make and model. The manufacturer should indicate the 
multiple unit operational capabilities of the proposed prototype and 
the general suitability of the prototype for modification to be fully 
capable of multiple unit operation.
    Cab Configuration: The cab should include seating for two engine 
men and at least one additional seat for observers. All controls and 
displays should be designed for easy access and visibility. Seat 
comfort, noise level, vibration level, and climate control should be 
suitable for comfortable operation for long periods of time without the 
need for ear protection.
    Coupling Issues: The testing and service demonstration may involve 
one or more types of passenger cars, some of which may have non-
standard coupling systems. The manufacturer should indicate how this 
issue will be addressed.
    External Power: In certain areas, it is desirable that a locomotive 
be capable of operating on standard third-rail DC (650 Volts) power at 
lower speeds (up to 50-80 mph). The proposer should indicate the 
feasibility of adding this capability to the prototype locomotive.

Evaluation Criteria

    Applications will be evaluated by the FRA technical staff on the 
following criteria which may not be weighted equally:
     Ability of the locomotive manufacturer to successfully 
complete project. It is expected that the manufacturer has available or 
will expect to have available in the near future a locomotive platform 
on which to base the high speed demonstrator design. Further, the 
manufacturer must have the capability to manage the technical and 
programmatic aspects of the project and the resources to share in the 
cost of the project. Specifically, the manufacturer's organizational 
capabilities will be evaluated in terms of technical capability, 
administrative capability, management capability, available facilities, 
personnel capabilities, financial resources, relationships and 
experience with the railroad industry and experience as a supplier of 
locomotives.
    In order for an application to be considered further, the applicant 
must demonstrate adequate capabilities set forth in the preceding 
paragraph. Applicants failing to meet these requirements will not be 
considered further.
     Suitability of the proposed locomotive for revenue service

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demonstration and eventual development into a marketable product: FRA 
intends that this project will lay the groundwork which will eventually 
lead to the marketable production high speed non-electric passenger 
locomotive. The degree to which the proposed work effort will lead to 
the a marketable locomotive and this unit's expected suitability for 
the target market will be evaluated, including the expected performance 
and expected initial and life-cycle cost.
     Meeting of performance targets: The degree to which the 
proposed locomotive is capable of meeting the performance targets 
outlined herein will be evaluated.
     Design issues: The adequacy with which the applicant 
addresses the design issues outlined herein will be evaluated.
     Test and Demonstration: The applicant's demonstrated 
experience in conducting locomotive test and demonstration programs 
along with a brief outline of a potential test and demonstration 
program, especially with regard to issues of in-service demonstration 
on the railroad system and potential liability, and the outlined test 
program's likelihood of accurately characterizing the performance, 
reliability, maintainability, and operating cost of the prototype 
locomotive will be evaluated.
     Schedule: FRA desires to have the locomotive available as 
soon as possible while considering the expected availability dates for 
any Government Furnished Equipment to be used.
     Overall project cost and proportion of cost the locomotive 
manufacturer/applicant is willing to share with the Government.

Content of Applications

    In general, an application should address all of the evaluation 
criteria outlined herein. Further, the cost and technical portions of 
the application should be separated such that the technical and cost 
merits of the application can be evaluated separately.

Technical

    The technical portion of the application should be 50 pages or less 
and shall contain the following information:
    1. Standard Form (SF) 424 (Rev. 4/92)--Application for Federal 
Assistance.
    2. An executive summary of the proposed project not exceeding two 
pages in length.
    3. A description of the applicant's qualifications to complete the 
project, including a description of the proposed organizational team 
members and their individual qualifications.
    4. Description of the locomotive platform on which the high-speed 
demonstration locomotive is to be based and a description of its 
suitability for high-speed use with regard to the requirements outlined 
in this solicitation.
    5. Description of the proposed work to design and fabricate the 
high-speed demonstration locomotive and the expected performance of the 
locomotive for both Phase I and Phase II. Description of how the design 
issues herein will be addressed.
    6. Brief outline of a potential test and demonstration program, 
including duration and provisions for maintaining and repairing the 
locomotive during testing and demonstration. The applicant should 
describe its own test facilities as well as its experience working with 
and ability to coordinate and cooperate with Amtrak, the Transportation 
Technology Center, railroads and other relevant parties, as well as the 
means by which liability issues will be addressed during the test and 
demonstration phase.
    7. A proposed schedule for the entire project.
    8. A description of how the project will comply with the Buy 
American Act (41 U.S.C. 10a-10c) and the domestic content restrictions 
set forth in Section 331 of the 1998 DOT Appropriations Act.

Cost

    The cost portion of the application shall contain a cost estimate 
for the proposed effort sufficiently detailed by element of cost for a 
meaningful evaluation. The estimate shall be summarized in an easily 
readable format and broken down for each year of the proposed work, and 
shall include-the following information:
    1. A breakdown of estimated labor costs by category and quantity 
(to the person-year level is sufficient), materials costs, significant 
special tooling costs (if any), travel expenses and other costs 
sufficient to evaluate the expected level of effort in project. 
Technical alternatives must be separately priced.
    2. Complete breakdown of any major subcontracts.
    3. The description of the nature and magnitude of costs the 
applicant is willing to bear (cost sharing), including a certification 
that the applicant has secured the appropriate cost share funding 
levels and identifying the source(s) of funding.
    4. An estimate of the cost of a production version of both Phase I 
and Phase II locomotives expressed in 1998 dollars, assuming an initial 
order for 25 units. This estimate should separately state the 
locomotive manufacturer's un-reimbursed development costs associated 
with this project and an explanation of how this estimate was derived.
    5. Standard Form (SF) 424A (Rev. 4/92)--Budget Information--Non-
Construction Programs.
    6. Certifications and Assurances--Packet includes certifications 
for--
    (a) Debarment/Suspension/Ineligibility
    (b) Drug-free Work Place
    (c) Lobbying
    (d) Indirect Costs
    (e) SF 424B (Rev. 4/92) Assurances--Non-Construction
    7. Submission of a Minority Business Enterprise/Disadvantaged 
Business Enterprise program description in compliance with 49 CFR Part 
23.
    8. Identification of cognizant (Federal or non-Federal) audit 
agency and date of last audit, or advise if never audited. Include 
name, address, telephone and point of contact.
    9. Identification of (a) authorized negotiators for your 
organization and (b) the official(s) with authority to legally bind 
your organization to the terms of the Cooperative Agreement. Include 
name(s), address, and telephone numbers.

    Dated: December 26, 1997.
Jolene M. Molitoris,
Administrator.
[FR Doc. 98-82 Filed 1-2-98; 8:45 am]
BILLING CODE 4910-06-P