[Federal Register Volume 63, Number 126 (Wednesday, July 1, 1998)]
[Notices]
[Pages 36012-36018]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-17511]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration


Discretionary Cooperative Agreement in Support of a Large City/
Jurisdiction Demonstration and Evaluation Program for Pedestrian Safety

AGENCY: National Highway Traffic Safety Administration, DOT.

ACTION: Announcement of a discretionary cooperative agreement in 
support of a large city/jurisdiction demonstration and evaluation 
program for pedestrian safety.

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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 a comprehensive behavioral and 
engineering-based countermeasures program for reducing the occurrence 
of crashes involving pedestrians of all ages. Past Departmental 
research efforts typically have focused on developing and, when 
possible, assessing countermeasures for a single target group, such as 
school-age children. The idea here is to determine the combined effects 
of various crash prevention approaches to maximize the safety benefits 
to all pedestrians. The study will use a recently developed methodology 
for identifying land areas (or zones) within jurisdictions containing 
concentrations of crashes for specific target groups. Subsequently, 
existing, refined, and, as needed, newly developed countermeasures will 
be directed within these zones at pedestrians of all ages, especially 
those at high risk of crash involvement. To the extent possible, the 
program also will determine the impact of countermeasures directed at 
one or more diverse racial or ethnic group known to have a traffic 
safety problem.
    This notice solicits applications from public and private, non-
profit, for profit and not-for-profit organizations, governments and 
their agencies, or a consortium of these organizations that are 
interested in implementing and evaluating the safety zones and 
countermeasures program within a large jurisdiction. Preference will be 
given to those applications which help NHTSA meet its needs to obtain 
an urban diverse mix, potential for replication in other communities, 
and/or other factors deemed relevant by NHTSA.
    NHTSA anticipates awarding one demonstration and evaluation project 
for a period of four years as a result of this announcement. In the 
event additional money becomes available a second award may be made 
during FY'99 or FY 2000.

DATES: Applications must be received at the office designated below on 
or before July 31, 1998.

ADDRESSES: Applications must be submitted to the NHTSA, Office of 
Contracts and Procurement (NAD-30), ATTN: Lamont Norwood, 400 7th 
Street, SW, Room 5301, Washington, DC 20590. All applications submitted 
must include a reference to NHTSA Cooperative Agreement Program No. 
DTNH22-98-H-05183. 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 Lamont Norwood, Office of Contracts and Procurement, at 
(202 366-8573) or by e-mail to LN[email protected]. Programmatic 
questions relating to this cooperative agreement program should be 
directed to Marv Levy, Traffic Safety Programs, NHTSA, NTS-31, 400 
Seventh Street S. W., Washington, D.C. 20590 (202 366-5597), or by e-
mail at [email protected].

SUPPLEMENTARY INFORMATION:

Background

The Problem

    On average, a pedestrian is killed in a traffic crash every 97 
minutes, and injured every six minutes. In 1996, 5412 pedestrians were 
killed in traffic crashes in the U.S. and 82,000 were injured. The 
economic costs of these crashes are substantial, costing billions of 
dollars each year. The Department of Transportation, via the 
Secretarial Initiative for Pedestrians and Bicyclists, has targeted a 
decrease in the number of pedestrian crashes of 10 percent by the year 
2000. This demonstration will support the Departmental effort.
Why a Large City or Jurisdiction is Needed
    In 1996 seventy-one percent of pedestrian fatalities occurred in 
urban areas. For example, in 1996, cities with high percentages of 
pedestrian fatalities among all traffic related deaths included New 
York (52.7 percent), Baltimore (47.1 percent), Buffalo (44.8 percent), 
Miami (43.1 percent), Honolulu (41.7 percent), Long Beach (41.7 
percent), and San Jose (40.0 percent).
Target Groups of Interest
    Over the past twenty-five years NHTSA and the Federal Highway 
Administration (FHWA) collected data on pedestrians most likely to be 
involved in crashes. These data suggest that three groups are most at 
risk: young children, alcohol impaired adults, and older pedestrians. 
In 1996, nearly one-third (31 percent) of all children between the ages 
of five and nine years who were killed in traffic crashes were 
pedestrians, more than one-fifth (22 percent) killed under the age of 
16 were pedestrians, and 7 percent of all traffic injuries under the 
age of 16 were pedestrians. Older pedestrians (ages 65+) accounted for 
22.4 percent of all pedestrian fatalities; however, this group 
constitutes only 12.8 percent of

[[Page 36013]]

the population. Older adults have the highest pedestrian fatality rate 
among all ages. Excessive drinking is a major traffic safety problem 
facing pedestrians. In 1996, 36 percent of all pedestrian fatalities 
(16 years of age or older), were intoxicated, with blood alcohol 
concentrations of 0.10 grams per deciliter or greater. Recent study 
findings suggest the alcohol crash problem for pedestrians crosses both 
racial and ethnic groups. The problem is not confined to white 
Americans but extends to groups such as Afro -Americans, Hispanic 
Americans, and Native Americans. As with drinking drivers, most victims 
are male, and the crashes occur primarily at night and on weekends.

Preventing Pedestrian Crashes

    Within the Department of Transportation both NHTSA and FHWA have 
responsibilities in the area of pedestrian safety. NHTSA is primarily 
responsible for developing and testing public information and 
education, training, legislative, and enforcement based 
countermeasures, whereas the FHWA is primarily responsible for 
improving pedestrian safety by developing and testing engineering 
applications. The types of countermeasures developed and implemented by 
both Agencies typically complement each other. For example, crash 
reduction effects have been achieved at intersection locations for 
older pedestrians in Phoenix, AZ by combining behavioral advice in 
conjunction with engineering activities. FHWA sponsored improvements to 
the physical environment at selected intersections within a set of 
``safety zones'' containing concentrations of crashes. These 
improvements included removal of visual ``screens,'' which blocked 
pedestrians and drivers from viewing each other, and adding new traffic 
signs explaining the meaning of different signal phases such as 
flashing ``Don't Walk''. NHTSA, on the other hand, sponsored the 
development of educational materials for use with older pedestrians. 
Door hangers were prepared containing information about what 
pedestrians should do at intersections and what they should do as 
drivers to avoid crash involvement. Some of the advice provided 
specifically discussed the meaning of pedestrian signals, including 
``Don't Walk''. Thus, the materials and environmental changes likely 
had the effect of ``positively reinforcing'' each other. Findings from 
this recently completed study reported a forty-six percent decrease in 
crashes involving older pedestrians within the zones. This was in 
contrast to an increase in crashes involving older pedestrians outside 
the zones during the program period.

Tools for Problem Identification

    Jurisdictions seeking to counter pedestrian traffic safety problems 
have to deal with key issues such as determining the nature and extent 
of the problem and ways to impact identified problems in an efficient 
manner due to limited resources. Past Departmental research has 
developed methodologies that may be used to (1) identify areas (zones) 
within jurisdictions where countermeasures may be implemented for 
maximum impact and (2) identify the specific types of crashes occurring 
within these zones. This approach permits existing, refined or newly 
developed countermeasures which address the major pedestrian traffic 
safety problems to be disseminated in a cost effective manner.

Zoning Methodology

    Jurisdictions have used school safety zones for years as a means of 
preventing crashes. In these zones, young children are protected by a 
combination of behavioral advice, enforcement of traffic laws, and 
engineering activities. Rather than using a facility, i.e., a school, 
for identifying where a zone should be located, recent research found 
that zones could be identified by locating areas within a jurisdiction 
where concentrations of crashes have occurred. A mapping methodology 
(either manual or incorporating a geographic information system) has 
been used to identify concentrations of crashes for older pedestrians 
and for pedestrian crashes involving alcohol. Once identified, 
countermeasures can be disseminated efficiently within the zones which 
comprise just a fraction of the entire jurisdiction or city land area. 
In Phoenix, for example, all of the zones comprised less than 5% of the 
land area. Use of such an approach can save thousands of dollars by 
focusing the countermeasures where they can do the most benefit. It is 
anticipated that the grantee will use this approach for identifying 
different sets of zones, each for a different subpopulation of 
pedestrians.

Crash Typing

    Within identified zones, different kinds or types of crashes occur. 
These need to be identified so that appropriate countermeasures can be 
applied to impact them. During the 1970s, NHTSA identified more than 
thirty pedestrian crash types. This research went beyond simple 
identification of the normal demographic data available (e.g., time of 
day, day of week, gender, age of victim) to include information on the 
dynamics leading to the crash. Both predisposing factors (alcohol 
consumption, parked vehicles along the street) and precipitating 
factors (e.g., inadequate search, detection, or reaction by the 
pedestrian and driver) were identified that distinguished each crash 
type.
    Subsequent work was conducted during the 1980s which permitted the 
identification of the various crash types by use of a process called 
Manual Accident Typing (MAT). With this tool, coders, by responding to 
a series of items, could readily classify crashes into their respective 
types. By using this process, a jurisdiction is able to identify its 
most significant pedestrian problems. Once identified, countermeasures 
can be used to impact predisposing and precipitating conditions so as 
to reduce the occurrence of these crashes. A software program called 
the Pedestrian and Bicyclist Crash Analysis Tool (PBCAT) is currently 
being prepared under the sponsorship of the FHWA and NHTSA. This tool, 
scheduled to be available by December 1998, will automatically classify 
crashes, build a data base and produce reports for use by the 
jurisdiction.

Countermeasure Ideas, and Materials Developed for Impacting 
Pedestrian Safety

    Over the years, NHTSA and FHWA have developed a variety of 
countermeasures that can be used with specific target groups. Most of 
these address the problems of children, older pedestrians, and adults. 
Some address alcohol impaired pedestrians. Several of these 
countermeasures were conceptual in nature and not developed; others 
were developed but not tested in the field for positive behavioral 
change, and their crash reduction effects; still others were tested in 
the field for their effectiveness. It is anticipated that existing 
countermeasures may need to be refined, and that new countermeasures 
may need to be developed in support of this demonstration. For example, 
a jurisdiction or city may have a specific problem that has not been 
addressed in past Departmental work, e.g., alcohol-impaired pedestrians 
involving diverse racial/ethnic groups. Also, other existing 
countermeasures will be considered for implementation which can be 
justified to the government. The following provides a partial listing 
of products that were produced in the Department or elsewhere which are 
consistent with NHTSA/FHWA research. These and other products, as 
designed by the COTR, will be used by

[[Page 36014]]

the successful applicant in fulfilling the requirements of this 
agreement.

Preschool Children

Walking in Traffic Safely

    A pedestrian safety program for preschoolers involving parents, 
teachers, and preschoolers. Safe areas (sidewalks) are distinguished 
from unsafe areas (roadways). Parents and other caretakers are 
instructed to be with the child or children when crossing the roadway. 
Materials are provided for parents, and teachers, and a set of 
storybooks with a safety theme are provided for children of different 
ages.

School-Age Children

Walk Ride Walk Getting to School Safely

    These materials are based on research conducted by NHTSA. A school 
bus/pedestrian safety kit is available through the National Safety 
Council. It is a comprehensive safety program that covers walking to 
and from the bus stop, waiting for the bus, crossing the street to the 
bus, boarding the bus, etc. A set of teacher guides, videotapes and a 
poster are available, as are parent and bus driver materials.

Stop and Look With Willy Whistle and Walking With Your Eyes

    These videos contain traffic safety advice for school age children 
from K-6th grade. The first video ``Stop and Look with Willy Whistle'' 
provides information on what steps are involved in safely crossing the 
street. The second video--``Walking with Your Eyes''--is geared to the 
older school-age child and provides information on how to cross the 
street at intersections, especially when signals are present. For 
example, information is provided on how to deal with turning vehicles, 
such as right turn on red and the meaning of lights and signals, such 
as the ``Don't Walk'' sign. The contents of these videos were tested in 
the field and associated with a substantial reduction in crashes.

Alcohol-Impaired Adults

Walk Smart Baltimore Program

    This ongoing study developed TV and radio public service 
announcements (PSAs) and print materials (flyers, posters, etc.) that 
provided pedestrian safety advice; used engineering improvements such 
as nighttime lighting, analysis of parking setback violations, special 
pedestrian alert signs, and program banners; developed a police 
training video; and, provided retroreflective caps.

Older Pedestrians

Walking Through the Years

    This brief paper describes the traffic safety problems facing older 
pedestrians and provides safety advice for older pedestrians and 
motorists. Information from this paper was incorporated in AAA 
materials, including a brochure, a flyer and a slide presentation.

Pedzone Study Materials

    Public information and education (PI&E) materials included a video, 
``Walking Through the Years'', that offers pedestrian safety advice for 
older pedestrians, five TV PSAs, and a set of 13 flyers for both 
pedestrians and motorists. There were also brochures, posters, bus 
cards, bumper stickers, radio PSAs and slides. These materials are the 
outgrowth of a rigorous research process to highlight behavioral errors 
that are amenable to change. Specific pedestrian risks addressed were 
turning cars, multiple threat and other visual screens, looking before 
entering the roadway, backing cars, parking lots, conspicuity, the 
fresh green signal, driveways and alleyways, and the meaning of 
flashing ``Don't Walk'' signs. Engineering activities included 
installing overhead pedestrian warning signs, improving crosswalks, 
installing signs explaining the meaning of the signal phases, etc. A 
Zone Guide, currently in draft form, will describe the process of 
conducting a zoning analysis. It is anticipated this product will be 
published by November, 1998.

Caminado a Traves de los Anos-Segurid Para Peatones de Tercera Edad 
(65+) (Walking Through the Years--Pedestrian Safety for Older (65+) 
Adult).

    Pedestrian safety program materials include ``La Cita telenovela'', 
an illustrated brochure, a detailed report, and a slide show and 
presenter's guide that identifies pedestrian risks and suggested 
actions that can be taken to avoid crashes. These materials were 
specifically designed for use with spanish speaking audiences.

Objectives

    Under this cooperative agreement the effectiveness of the combined 
pedestrian countermeasures program shall be demonstrated and evaluated 
to determine the impacts on reducing the traffic related injuries and 
associated costs within a large jurisdiction or city. Specific 
objectives of this cooperative agreement are as follows:
1. Conduct Complete Analysis of Pedestrian Safety Problem
    Fulfilling this objective will involve applying the Zoning Process 
to identify concentrations of crashes within a large city or 
jurisdiction for different target groups. Once the zoning process is 
completed, common crash types will be identified by applying the MAT 
or, if available, PBCAT.
2. Use of Traditional and Non-Traditional Partners
    One of the key components of this study is to assemble a cadre of 
partners that are dedicated to reducing crashes among pedestrians at 
the local level. These partners will be involved in all aspects of the 
demonstration, from analyzing the scope of the pedestrian problem, to 
identifying appropriate countermeasures, to monitoring the field 
evaluation and analyzing the data. Both traditional partners (e.g., 
State and local DOTs, including traffic engineers, national 
organizations, enforcement agencies, study design and evaluation 
specialists, local PTAs) and non-traditional (local public health 
organizations, hospitals, alcohol rehabilitation, etc.) shall be 
considered for inclusion. It should be mentioned that use of 
subcontractors to administer and/or evaluate the findings is 
acceptable.
3. Implement a Program To Reduce Traffic Related Injuries
    The focus of the study is to reduce crashes among pedestrians. The 
partners shall develop a program that will be broad based in scope and 
that has the potential to impact all of the residents of the 
jurisdiction or city.
    Representatives within the jurisdiction or city will design their 
own unique countermeasures program. Existing behavioral and engineering 
countermeasures will be examined and if appropriate applied as is. 
Other countermeasures will be refined or developed as needed. The key 
here is that the countermeasures developed will be designed to impact 
specific behavioral, engineering or environmental problems related to 
common crash situations or types.
4. Evaluate the Effectiveness of the Program
    A process analysis as well as an impact analysis will be conducted 
to determine the effectiveness of the demonstration program. What 
worked and did not work during implementation is important for other 
jurisdictions interested in setting up a program of their own. A power 
analysis shall be conducted as part of the study

[[Page 36015]]

design activities. At a minimum, information on the effectiveness of 
the program for reducing crashes overall and within specific 
subpopulations, eg., school age children, older pedestrians, shall be 
provided.

Availability of Funds

    A total of $400K will be made available to fund this program. Of 
this amount, $250K will be made available in FY'98 and the remaining 
funds ($150K) will be provided in FY'99, subject to available funds, 
for this demonstration and evaluation program. Of the total funds 
awarded, at least, $20,000 must be used to fund an on-site staffer who 
is dedicated to achieving the goals of this study. Also, at least 25% 
of the awarded amount must be devoted to evaluation activities. 
Additional funds may become available to fund a second demonstration 
project in FY'99 or FY'2000. This demonstration project will be 
conducted for a period of up to four years. Given the amount of funds 
available for this effort, applicants are strongly encouraged to seek 
other funding sources to supplement the federal funds and include cost 
sharing plans and commitments.

Period of Performance

    Performance of this cooperative agreement will be four years (48 
months) from the effective date of award.

NHTSA Involvement

    NHTSA will be involved in all activities undertaken as part of the 
cooperative agreement and will:
    1. Provide a Contracting Officer's Technical Representative (COTR) 
to participate in the planning and management of this Cooperative 
Agreement and to coordinate activities between the Grantee 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 Offices 
and others (Federal state and local) interested in the application of 
this comprehensive pedestrian program and the activities of the 
grantee.
    4. Stimulate the transfer of information among those engaged in 
pedestrian traffic safety activities.

Eligibility and Other Applicant Requirements

    A sufficient number of pedestrian crashes per year is required so 
that appropriate statistical techniques can be used to determine the 
effectiveness of various countermeasures for reducing crashes and 
injuries overall, and among various subpopulations within the city or 
jurisdiction.
    Therefore, only cities or jurisdictions with at least 500,000 
people will be considered for inclusion in this demonstration. 
Applicants may, in conjunction with representatives from a large city 
or jurisdiction, submit a proposal to conduct this demonstration study. 
Applications may be submitted by public and private, non-profit, and 
not-for-profit organizations, and governments and their agencies or a 
consortium of the above. Thus, universities, colleges, research 
institutions, other public and private oganizations 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. This demonstration project will require extensive 
collaboration among the various organizations to achieve the program 
objectives.

Application Procedures

    Each applicant must submit one original and two copies of the 
application package to NHTSA, Office of Contracts and Procurement (NAD-
30), ATTN: Lamont Norwood, 400 7th Street, SW., 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. DTNH22-98-H-05183. Only complete packages received on or 
before 4 p.m. on July 31, 1998 will be considered.

Application Contents

    Applications for this program must include the following 
information:
    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 required information filled in and certified 
assurances signed. While form 424 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 by other sources in support of the demonstration study.
    2. The application shall include a narrative which addresses the 
following items.
    a. A statement of goals and objectives of the project as 
interpreted by the applicant.
    b. A description of the city in which the applicant proposes to 
work. For the purposes of this program, a large city is defined here as 
a city with a population of 500,000 or more. It should be large enough 
so that the program can support an impact evaluation and yield 
meaningful results. The description should include city demographics, 
including any information on diverse racial/ethnic groups, three years 
of data on the city's overall traffic safety problem, a listing of 
available data sources, the types of data collected, e.g., police 
files, hospital or trauma center records, and how the data will be 
accessed.
    c. A description of the city's overall pedestrian crash problem and 
for different subgroups, e.g., older and younger pedestrians. Data 
shall include both fatality and injury data. Also, a description of the 
procedure that will be used to conduct a zoning analysis and 
identification of concentrations of crashes for different target 
groups, including young children, older pedestrians and alcohol 
involved pedestrians. As part of the application the applicant shall 
identify and describe the qualifications of the person conducting this 
analysis. For more information, see Reporting Requirements and 
Deliverables section (b) Problem Identification Report.
    d. An Implementation Plan that describes the types of interventions 
or activities proposed to achieve the objectives of the demonstration 
project. How will priorities be set for the different interventions? 
How will the respective roles of the various parties be determined, 
monitored and modified if needed? What types of interventions will be 
considered? How will government-provided materials be used in 
countermeasure implementation? The implementation plan shall also 
address prospects for program continuation beyond the period of Federal 
assistance. A milestone chart with proposed deadlines (weeks after 
award) shall be included as part of the Implementation Plan.
    e. A proposed Evaluation Plan that at a minimum shall contain the 
following:
    1. The study design proposed and whether a control or matching 
procedure will be used;
    2. The types of process and impact data collected;

[[Page 36016]]

    3. The duration of the data collection period, including 
predelivery, delivery (of countermeasures), and post delivery;
    4. What the (outcome) measures are expected to be and how they will 
be measured;
    5. How often the data will be collected, and how the data will be 
analyzed;
    6. How action undertaken by the community will be linked with the 
outcome measures;
    7. How the collected data may be disaggregated to provide relevant 
population; and subpopulation data. (For more information see 
Objectives, Item 4, Evaluate the Effectiveness of the Program.)
    f. A description of the full working partnership that has been or 
will be established to conduct the Comprehensive Pedestrian Safety 
program. The application shall describe all the partners that will 
participate in the program (e.g., local city and state government, law 
enforcement, education, media) and what the role for each partner will 
be. A complete set of letters of commitment, written by major partners, 
organizations, and groups proposed for study involvement, shall detail 
what each partner is willing to do over the course of the program 
(provide data, staff, in-kind resources, etc.). Form letters that do 
not specifically address these issues will not be acceptable. Letters 
from owners of the data required for successful completion of this 
project also must be submitted. These letters must indicate that the 
data required for the project are accessible to the project team.
    g. A description of how the project will be managed both at the 
grantee level and at the local level. The application shall identify 
the proposed project manager and any support personnel considered 
critical to the successful accomplishment of the project objectives, 
including a description of their qualifications and respective 
organizational responsibilities. The roles and responsibilities of the 
grantee, the local level staff and any others included in the 
application package also shall be specified. The proposed level of 
effort in performing the various activities shall be identified. A 
staffing plan and resume for all key personnel shall be included in the 
application.
    h. A dissemination plan that describes how the results from this 
demonstration may be shared with other interested parties. The plan 
should include materials, e.g., a how-to guide for developing and 
implementing a comprehensive pedestrian safety program in other 
communities, and delivery mechanisms. Also, proposed presentations and 
submission of articles to peer review journals shall be included as 
part of the plan.
    i. A separately labeled section of the document shall be prepared 
with information demonstrating that the applicant meets all of the 
following special competencies.
    1. Knowledge and experience accessing and using relevent data 
sources such as police crash reports, hospital data collection 
procedures, and to the extent possible, injury cost data (e.g., costs 
of injuries in the city).
    2. Experience in designing comprehensive program evaluations, 
collecting and analyzing both qualitative and quantitative data and 
synthesizing, summarizing and reporting evaluation results which are 
readily understandable to lay and technical audiences. Also, 
demonstrated experience in designing comprehensive program manuals or 
guides. An example of a manual or guide produced should be submitted, 
if available.
    3. Experience in field research, and in working cooperatively in 
partnerships with governmental agencies, media, local organizations and 
others in implementing solutions to traffic safety problems.
    4. Experience in implementing pedestrian crash reduction programs 
at the local level.
    j. A dissemination plan that describes how the results from this 
demonstration may be shared with other interested parties. The plan 
should include materials, e.g., a how-to guide for developing and 
implementing a comprehensive pedestrian safety program in other 
communities, and delivery mechanisms. Also, presentations and 
submissions of articles to peer reviewed journals shall be part of the 
plan.

Application Review Process and Evaluation Factors

    Each application package will initially be reviewed for eligibility 
(See Eligibility and Other Applicant Requirements section of this 
announcement). Each complete application from an eligible recipient 
will subsequently be reviewed by an evaluation committee. The 
applications will be assessed using the following criteria:
1. Goals, Objectives and Implementation Plan (25%)
    The extent to which the applicant's goals are clearly articulated, 
the objectives are time-phased, specific, measurable and achievable and 
the goals and objectives relate to identified problems. The extent to 
which the implementation plan will achieve an outcome-oriented result 
that will reduce pedestrian related injuries and, to the extent 
possible, costs to the city. The implementation plan will be evaluated 
in terms of its feasibility, realism, and ability to achieve the 
desired outcomes as well as prospective plans for program continuation 
beyond the period of Federal assistance. For more information, see 
application contents, items 2a and d.
2. Understanding Pedestrian Safety Problem and Problem Identification 
(15%)
    The applicant's capacity to demonstrate an understanding of the 
theory and findings of NHTSA's and FHWA's research efforts relating to 
pedestrian crash typing and the zoning process for identifying 
concentrations of pedestrian crashes within the city. Also, the 
applicant's ability to identify the significance of the pedestrian 
safety problem within the overall traffic safety problem and to 
identify among the residents involved in pedestrian-related crashes the 
populations involved, types and locations of crashes, types of 
vehicles, and the types of injuries incurred. For more information, see 
application contents, item 2c.
3. Collaboration (15%)
    The extent to which the applicant has demonstrated experience in a 
full working partnership for data acquisition and analysis, design, 
implementation and evaluation of a city/community based program; and 
the extent to which such a partnership has been established among the 
applicant and critical components in the city/community representing 
various elements within and outside of the traditional traffic safety 
community. The extent to which commitment has been demonstrated by the 
various partners and the roles of each are specified. For more 
information, see application contents, item 2f.
4. Evaluation Plan (15%)
    How well the applicant describes the proposed evaluation plan 
design and the methods for measuring the processes and outcomes of the 
proposed interventions (countermeasures). How well the measures 
described provide useful information on the effectiveness of the 
comprehensive pedestrian countermeasures program? Does the applicant 
provide sufficient evidence that the proposed partners are sufficiently 
committed to evaluation? Are there sufficient resources or capacity to 
ensure access to needed

[[Page 36017]]

data, and the collection and analysis of qualitative and quantitative 
data for measuring the effectiveness of the comprehensive pedestrian 
countermeasure program? See application contents, item 2e, for more 
information.
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, implementing problem 
identification and countermeasure development and test programs, and 
working in partnerships with others on the local (city) level. For more 
information, see application contents, item 2i.
6. Project Management and Staffing (15%)
    The extent to which the proposed staff, including management, 
program staff and local (city) 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 local 
(city) program. The extent to which the applicant provides details 
regarding the level of effort and allocation of time for each staff 
position. See application contents, item 2g, for more information.

Special Award Selection Factors

    Applicants are strongly encouraged to seek funds for the purpose of 
cost-sharing from other Federal, State, local and private sources to 
augment those available under this announcement. Applications which 
include a commitment of such funds will be given additional 
consideration.

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's Officer's 
Technical Representative (COTR) every ninety (90) days following the 
date of award.
    b. Problem Identification Report: The grantee shall submit a 
Problem Identification Report within six months after award. This 
report will describe the overall pedestrian safety problem, within the 
city and by subpopulation. Subpopulations to be described will include 
at a minimum, school age children, older pedestrians (65+ years of age 
and older) and crashes involving alcohol-impaired pedestrians. Also, 
information on crashes involving different racial and ethnic groups 
shall be presented as part of the report. A crash typing analysis will 
be conducted to determine the types of crashes occurring within the 
city. This analysis will be based on the MAT coding procedure or, if 
available, the software package containing the (PBCAT).
    The grantee shall conduct a zone analysis to determine those areas 
within the city that contain the highest concentration of crashes. The 
zone process will be applied to each target group of significance using 
the crash analysis tool. The Problem Identification Report will contain 
the grantee's recommendations on the most critical groups of 
pedestrians within the city that require a comprehensive 
countermeasures program as well as information on the areas within the 
city where pedestrian crashes occur most often. The NHTSA COTR will 
review and comment on this report.
    c. Program Implementation and Evaluation Plan (PIEP): Within nine 
months the grantee shall submit a refined Program Implementation and 
Evaluation Plan. This plan will describe the approach recommended for 
determining the effectiveness of the Comprehensive Pedestrian 
Countermeasures program. Information will be provided on target groups 
to be addressed, partners involvement, the types of countermeasures 
(e.g., behavioral, engineering and enforcement) that will be used 
during field implementation, the extent of countermeasure refinement 
and development, the dissemination mechanisms that will be used, the 
areas within the city receiving countermeasures. A set of refined 
milestones will be presented with a listing of countermeasures and 
expected dates of administration. This PIEP shall be submitted to the 
COTR and within 30 days comments will be received from the government 
and incorporated in the PIEP.
    d. Draft Final Report and Draft ``How-To'' Manual: The grantee 
shall prepare a draft final technical report that includes a 
description of the city, and its pedestrian traffic safety problem, 
overall and for different subgroups, the partners, intervention 
strategies, program implementation activities, evaluation methodology 
and findings from the program evaluation. The grantee shall answer the 
question: Did the program impact the pedestrian safety problem and, if 
so, to what extent? Also, what was the impact of the countermeasures 
program on crashes among different subgroups such as young children, 
older adults and alcohol impaired pedestrians.
    The grantee shall also prepare a Draft ``How-To'' Manual that 
describes what happened in the community in establishing the 
Comprehensive Pedestrian Countermeasures program and provides advice on 
ways to set up a similar program in different communities. Included in 
this manual will be information on the use of crash typing and zoning 
methodologies as precursors to countermeasure development; the types of 
countermeasures needed, the process used to decide which 
countermeasures to pursue; the dissemination mechanisms used; the 
extent to which the countermeasures were implemented; the reactions of 
those who were responsible for disseminating the countermeasures; and 
if possible, those impacted by these countermeasures. Also, advice 
shall be presented on what worked and what did not work; how the 
various partners interacted; and the lessons learned to avoid potential 
problems in other communities. The grantee shall submit four copies of 
the Draft Final Report and Draft How-To Manual to the COTR 90 days 
prior to the end of the performance period. The COTR will review the 
draft document and provide comments to the grantee.
    e. Final Report and Final Version of ``How-to'' Manual: The grantee 
shall revise the Draft Final Technical Report and Draft How-to Manual 
to reflect the COTR's comments. The final documents, as revised, shall 
be delivered to the COTR on or before the end of the performance 
period. The grantee shall submit to the COTR one camera ready copy and 
four additional hard copies of each final document. In addition, the 
grantee shall prepare these publications for printing and incorporation 
into the World Wide Web. (See attached printing and web guidance.)
    f. Meetings and Briefings. The grantee shall plan to participate in 
two working sessions per year in Washington, DC.

[[Page 36018]]

These meetings will last up to four hours. The exact dates shall be 
decided by mutual consent of the COTR and grantee. In addition, the 
grantee shall plan for a presentation at one national meeting (e.g., 
Lifesavers, Pro-Bike Pro-Walk) per year.
    g. Professional Journal Paper: The grantee shall prepare and submit 
at least one paper for publication in a professional journal if deemed 
appropriate by the COTR.
    3. During the effective performance period of the cooperative 
agreement awarded as a result of this announcement, the agreement shall 
be subject to the National Highway Traffic Safety Administration's 
General Provisions for Assistance Agreements.
James Nichols,
Acting Associate Administrator for Traffic Safety Programs.
[FR Doc. 98-17511 Filed 6-30-98; 8:45 am]
BILLING CODE 4910-59-P