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

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

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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

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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;

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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

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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]

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