Agency Information Collection Activities: Notice of Request for Extension of Currently Approved Information Collection, 44838-44841 [2010-18650]

Download as PDF WReier-Aviles on DSKGBLS3C1PROD with NOTICES 44838 Federal Register / Vol. 75, No. 145 / Thursday, July 29, 2010 / Notices in this notice to the Office of Management and Budget (OMB) to renew an information collection. We published a Federal Register Notice with a 60-day public comment period on this information collection on May 19, 2010. We are required to publish this notice in the Federal Register by the Paperwork Reduction Act of 1995. DATES: Please submit comments by August 30, 2010. ADDRESSES: You may send comments within 30 days to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street, NW., Washington, DC 20503, Attention DOT Desk Officer. You are asked to comment on any aspect of this information collection, including: (1) Whether the proposed collection is necessary for the FHWA’s performance; (2) the accuracy of the estimated burden; (3) ways for the FHWA to enhance the quality, usefulness, and clarity of the collected information; and (4) ways that the burden could be minimized, including the use of electronic technology, without reducing the quality of the collected information. All comments should include the Docket number FHWA–2010–0096. FOR FURTHER INFORMATION CONTACT: Henry Murdaugh, 703–235–0535, Office of Professional and Corporate Development, Federal Highway Administration, Department of Transportation, 1200 New Jersey Avenue, SE., Washington, DC 20590. SUPPLEMENTARY INFORMATION: Title: Eisenhower Transportation Fellowship Program OMB Control #: 2125–0617. Background: The Eisenhower Transportation Fellowship Program is comprised of two programs, the Eisenhower Transportation Fellowship and the National Highway Institute (NHI). The Eisenhower Transportation Fellowship is currently authorized by Public Law 109–59, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users of 2005 (SAFETEA–LU). The purpose of the fellowship is to advance transportation education and research, and attract qualified students to the field of transportation. The Eisenhower Transportation Fellowship allows for the collection and analysis of vital program information from student transportation education programs, also serving as a management tool to measure program performance and evaluate effectiveness in meeting Federal intent and workforce development common goals and objectives. An application form is used to collect basic information from the VerDate Mar<15>2010 12:45 Jul 28, 2010 Jkt 220001 student to determine eligibility and qualifications for fellowship. The NHI is authorized under Section 5204 of The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users of 2005 (SAFETEA– LU) which calls for the development and delivery of courses for the transportation community and requires the involvement and satisfaction measurement of transportation partners. One vital component involved in reaching those goals is providing training pertaining to highway activities, making sure that professionals and members of the public have access to the best, most accurate information. Towards this goal, the NHI develops and implements applicable training programs. To manage this increasingly complex task and to make the training process more accessible and useful, NHI has automated an online training management tool—the NHI Web Portal. The training evaluation and registration forms collect basic participant data for record keeping and basic course and instructor evaluation information for customer feedback about what NHI is doing well and what we need to improve. Respondents: Approximately 200 students submit applications for the Eisenhower Transportation Fellowship and approximately 20,000 students for the NHI. Frequency: The Eisenhower Transportation Fellowship frequency is annually. The NHI is by learning session. Estimated Average Burden per Response: The estimated burden to complete the application for the Eisenhower Transportation Fellowship is 3 hrs, 600 hrs annually. The estimated burden to complete each training evaluation and registration for the NHI form is 3 minutes, 1000 hrs annually. Estimated Total Annual Burden Hours: Approximately 1,600 hours annually. Authority: The Paperwork Reduction Act of 1995; 44 U.S.C. Chapter 35, as amended; and 49 CFR 1.48. Issued on: July 22, 2010. Judith Kane, Acting Chief, Management Programs and Analysis Division. [FR Doc. 2010–18649 Filed 7–28–10; 8:45 am] BILLING CODE P PO 00000 Frm 00083 Fmt 4703 Sfmt 4703 DEPARTMENT OF TRANSPORTATION Federal Highway Administration [Docket No. FHWA–2010–0098] Agency Information Collection Activities: Notice of Request for Extension of Currently Approved Information Collection Federal Highway Administration (FHWA), DOT. ACTION: Notice of request for extension of currently approved information collection. AGENCY: The FHWA has forwarded the information collection request described in this notice to the Office of Management and Budget (OMB) to renew an information collection. We published a Federal Register Notice with a 60-day public comment period on this information collection on May 19, 2010. We are required to publish this notice in the Federal Register by the Paperwork Reduction Act of 1995. DATES: Please submit comments by August 30, 2010. ADDRESSES: You may send comments within 30 days to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street, NW., Washington, DC 20503, Attention DOT Desk Officer. You are asked to comment on any aspect of this information collection, including: (1) Whether the proposed collection is necessary for the FHWA’s performance; (2) the accuracy of the estimated burden; (3) ways for the FHWA to enhance the quality, usefulness, and clarity of the collected information; and (4) ways that the burden could be minimized, including the use of electronic technology, without reducing the quality of the collected information. All comments should include the Docket number FHWA–2010–0098. FOR FURTHER INFORMATION CONTACT: Carol Tan, Ph.D, Office of Safety Research and Development (HRDS), at (202) 493–3315, Turner-Fairbank Highway Research Center, Federal Highway Administration, 6300 Georgetown Pike, McLean, VA, 22101, between 9:00 a.m. and 5:30 p.m., Monday through Friday, except Federal Holidays. SUPPLEMENTARY INFORMATION: Title: Motorcycle Crash Causation Study and Pilot Motorcycle Crash Causes and Outcomes Study. OMB Control #: 2125–0619. Background: Motorcycle injuries and fatalities have increased every year since 2003 in the United States. Per vehicle mile traveled motorcyclists were SUMMARY: E:\FR\FM\29JYN1.SGM 29JYN1 Federal Register / Vol. 75, No. 145 / Thursday, July 29, 2010 / Notices about 32 times more likely to die, and 6 times more likely to be injured in a motor vehicle crash than were passenger car occupants. This data shows that the motorcycle crash problem is becoming more severe.1 Congress has recognized this problem and directed the Department of Transportation to conduct research that will provide a better understanding of the causes of motorcycle crashes. Specifically, in Section 5511 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA–LU) Public Law 109–59, Congress directed the Secretary of Transportation to provide grants to the Oklahoma Transportation Center (OTC) for the purpose of conducting a comprehensive, in-depth motorcycle crash causation study that employs the common international methodology for in-depth motorcycle crash investigation developed by the Organization for Economic Cooperation and Development (OECD).2 The Secretary of Transportation delegated authority to FHWA for the Motorcycle Crash Causation Grants under Section 5511 (71 FR 30831). Proposed Data Acquisition Methodology WReier-Aviles on DSKGBLS3C1PROD with NOTICES Use of Parallel and Complementary Procedures The OECD describes two complementary procedures to be performed for acquiring the data needed to understand the causes of motorcycle crashes. The first of these is the traditional in-depth crash investigation that focuses on the sequence of events leading up to the crash, and on the motorcycle, rider, and environmental characteristics that may have been relevant to the crash. The second procedure, known as the case-control procedure, complements the first. It requires the acquisition of matched control data to allow for a determination of the extent to which rider and driver characteristics, and pre-crash factors observed in the crash vehicles, are present in similarly-at-risk control vehicles. Such a dual approach offers specific advantages to the understanding of crashes and the development of countermeasures. The in-depth study of the crash by itself allows for analysis of the events antecedent to the crash, some 1 More detailed information on motorcycle crashes can be found in Traffic Safety Facts— Motorcycles, published by NHTSA and available on its Web site at: https://www-nrd.nhtsa.dot.gov/pdf/ nrd-30/NCSA/Rpts/2006/810606.pdf. 2 The OECD methodology may be obtained by sending a request to jtrc.contact@oecd.org. VerDate Mar<15>2010 12:45 Jul 28, 2010 Jkt 220001 of which, if removed or altered, could result in a change in subsequent events that would have led to a non-crash, or reduced crash severity outcome. For example, an in-depth crash investigation may reveal that an automobile approaching an intersection was in a lane designated for straight through traffic only, but the motorist proceeded to make a left turn from that lane into the path of an oncoming motorcycle. That finding can, by itself, be used to develop countermeasures, and does not require matched control data. However, acquiring matched control data from similarly-at-risk riders and drivers provides additional critical information about crash causes that cannot be obtained if only crashes are examined. The main purpose of acquiring matched data is to allow for inferences to be made regarding risk factors for crash causes. A brief explanation is provided here so that those less familiar with case-control procedures will understand the advantage of acquiring controls.3 Consider a hypothetical situation where it is observed that the proportion of motorcycle riders involved in crashes that have a positive Blood Alcohol Content (BAC) is the same as the proportion of matched (similarly-at-risk) control motorcycle riders not involved in crashes. And assume that the proportion of passenger-vehicle motorists who crash with motorcycles at a positive BAC is greater than matched control passenger-vehicle motorists. These data considered together would suggest that for crashes involving passenger vehicles and motorcycles, alcohol is a bigger risk factor for passenger vehicle drivers than it is for motorcycle riders. That is, the relative risk of crash involvement attributable to alcohol in motorcycle-automobile crashes is greater for passenger-vehicle motorists than for motorcyclists. Other risk factors for crashes (i.e., age, gender, riding and driving experience, fatigue level) for both motorcyclists and motorists can also be examined in this manner. If scaled interval measurements of risk factor levels are obtained (for example, if the level of alcohol is measured, not just its presence or absence), then it becomes possible to 3 This being a study of crashes involving motorcycles, data will be acquired from both crashinvolved motorcycles and also motor vehicles involved in those crashes as countermeasures may be developed separately for each that could lead to a reduction in crashes involving motorcycles. Similarly, when control data are acquired, data from similarly-at-risk motorcycle rider controls and similarly-at-risk automobile driver controls will also be acquired. This way a balanced picture of the causes of crashes involving motorcycles and other vehicles will emerge. PO 00000 Frm 00084 Fmt 4703 Sfmt 4703 44839 calculate functions showing how risk changes with changes in the variable of interest. Such risk functions are highly useful in the development of countermeasures.4 Issues Related to Sampling Characteristics of the Crash Sample To properly acquire in-depth crash data, it is necessary to find a location in the country that experiences the full range of motorcycle crash types that occur under a wide range of conditions and with a wide range of motorcycle rider characteristics. The location must also have a sufficiently high frequency of motorcycle crashes to allow acquisition of the crash data in a reasonable amount of time. It is anticipated that it will be possible to find a single location meeting these requirements. It is not necessary that the crash types observed (or other composite indices or parameters of interest) be drawn from a nationally representative sample, because it is not the intent of FHWA to make projections of the national incidence of the causes of crashes involving motorcycles from this study. Rather, the focus will be on identifying the antecedents and risk factors associated with motorcycle crashes. If it is deemed necessary, FHWA and NHTSA may utilize their alternative databases that incorporate certain of the key variables that will be acquired in this study, and those databases could be used in conjunction with this study’s data to make national estimates of population parameters of interest.5 In addition, the crash investigations will be conducted on-scene, while the involved operators and vehicles are still in place. This provides access to physical data that is less disturbed by rescue and clean up activities. It also facilitates the collection of interview data while memories are unaffected. This quick-response approach is most 4 Certainly other outcomes besides the one presented are possible, and other comparisons are of interest. For example it would be useful to compare crash-involved motorcyclists to non-crash involved motorcyclists and crash-involved passenger vehicle motorists to non-crash involved passenger-vehicle motorists. These comparisons would allow for estimates of changes in relative risks for riders and drivers independently. 5 There is a lengthy precedent for studying crashes using case-control methods including the Grand Rapids study, (Borkenstein, R.F., Crowther, F.R., Shumate, R.P., Ziel, W.B. & Zylman, R. (1974). The Role of the Drinking Driver in Traffic Accidents (The Grand Rapids Study). Blutalkohol, 11, Supplement 1), and of course the Hurt study, (Hurt, H.H., Jr., Ouellet, J.V., and Thom, D.R. (1981). Motorcycle Accident Cause Factors and Identification of Countermeasures Volume I: Technical Report). E:\FR\FM\29JYN1.SGM 29JYN1 44840 Federal Register / Vol. 75, No. 145 / Thursday, July 29, 2010 / Notices effective when a census of applicable crashes is selected for inclusion. Characteristics of the Control Sample While the occurrence of a crash involving a motorcycle in the study site is sufficient for it to be selected into the study, selecting the similarly-at-risk controls is not as straightforward. The OECD recommends several options for acquiring matched controls including interviewing motorcyclists who may be filling up at nearby gas stations, taking videos of motorcyclists who pass the crash scenes, and interviewing motorcyclists at the location of the crash location at the same time of day, same day of week, and same direction of travel. The first of these methods suffers from the shortcoming that a rider or motorist filling his fuel tank is not presented with the same risks, in the same setting, as is the crash-involved rider and motorist. To illustrate, consider a motorcycle rider who is hit from the rear by a passenger vehicle motorist on a Friday night at 1 a.m. There is a reasonable chance that alcohol is involved in this crash, but to estimate the relative risk it will not help to measure the BAC of passenger vehicle motorists (and motorcyclists) at a nearby gas station. Passenger-vehicle motorists and motorcyclists will need to be sampled at the location of the crash on the same day of the week, at the same hour, and from the same travel direction. Even if the suspected risk factor is not alcohol, but some other variable (e.g., distraction associated with cell phone use), it is still highly advantageous to acquire the comparison data at the crash locations (matched on time and direction), rather than somewhere else. Using the second method mentioned above, acquiring the risk sample by taking video at the crash scenes provides a similarly-at-risk pool, and it also allows for many controls to be acquired at low cost. Its chief disadvantage is that it does not allow capture of some of the key risk factors for crashes (e.g., BAC), while others (e.g., fatigue) may be very difficult to capture. However, some risk factors could be acquired later by contacting the riders and drivers if license tag numbers are recorded, and so this method could be used to supplement the safety zone interview (described below). The final method, the voluntary safety research interview, involves setting up a safety zone at the crash location, one week later at the same time of day, and asking those drivers and motorcyclists who pass through to volunteer in a study. With this method, Certificates of Confidentiality are presented to each interviewed driver and rider and immunity is provided from arrest. The main advantage of this method is that the key variables that are thought to affect relative crash risk can be acquired from drivers and riders who are truly similarly-at-risk. A final decision on the means of acquiring control data has not been made. Information Proposed for Collection The OECD protocol includes the following number of variables for each aspect of the investigation: Administrative log 28 Accident typology/configuration 9 Environmental factors 35 Motorcycle mechanical factors 146 Motorcycle dynamics 32 Other vehicle mechanical factors 9 Other vehicle dynamics 18 Human factors 51 Personal protective equipment 34 Contributing environmental factors 8 Contributing vehicle factors 13 Contributing motorcycle factors 57 Contributing human factors 50 Contributing overall factors 2 Note that multiple copies of various data forms will be completed as the data on each crash-involved vehicle and person and each control vehicle and person are acquired. This increases the number of variables above the sum of what is presented above. There are also diagrams and photographs that are essential elements of each investigation that are entered into the database. In prior OECD implementations, about 2,000 data elements in total were recorded for each crash. Estimated Burden Hours for Information Collection Frequency: Annually. Respondents: This study will be based on all crashes occurring within the sampling area; however, this burden estimate is based on what we know about fatal crashes. The plan calls for data to be captured from up to 1200 crashes with motorcycle involvement, and for all surviving crash-involved riders and drivers to be interviewed. Two control riders will be interviewed for each crash-involved motorcyclist, and one rider and one driver will be interviewed for each rider and motorist in multi-vehicle crashes. Passengers accompanying crash-involved riders and passenger-vehicle drivers will also be interviewed. The following table shows the sampling plan and estimated number of interviews assuming 1200 crashes are investigated.6 Maximum total crashes to be investigated is 1200. Crash Interviews: Single vehicle motorcycle crashes = ............................................................................................................................................................. Multi-vehicle (2-vehicle) motorcycle crashes (660*2) = .............................................................................................................................. Passenger interviews motorcycle (.10* 540 + .10*660) = ............................................................................................................................ Passenger interviews cars (.68*660) = ........................................................................................................................................................... 540 1320 120 449 WReier-Aviles on DSKGBLS3C1PROD with NOTICES Total Crash Interviews (540+1320+120+449) = ..................................................................................................................................... Control interviews: Controls for single vehicle motorcycle crashes (2*540) = ........................................................................................................................... Controls for multi-vehicle motorcycle crashes (1*660 + 1*660) = ............................................................................................................. Passenger Interviews = ................................................................................................................................................................................... 1080 1320 0 Total Control Interviews = ...................................................................................................................................................................... 2400 Grand Total Crash plus Control Interviews (2429 + 2400) = ........................................................................................................ 4829 6 The final crash sample size will depend on the rate at which crashes can be acquired in the selected site(s) and other matters related to logistics VerDate Mar<15>2010 12:45 Jul 28, 2010 Jkt 220001 and the final budget. However, the study will acquire crashes on a sample size that exceeds the PO 00000 Frm 00085 Fmt 4703 Sfmt 4703 2429 requirements of the OECD methodology, and will be of sufficient size to meet the goals of the study. E:\FR\FM\29JYN1.SGM 29JYN1 Federal Register / Vol. 75, No. 145 / Thursday, July 29, 2010 / Notices Estimated Average Burden per Interviewee: Crash interviews are estimated to require about 15 minutes per individual interviewed. To the extent possible, crash interviews will be collected at the scene, although it is likely that some follow-ups will be needed to get completed interviews from crash involved individuals. Control individuals’ interviews will be completed in a single session and are expected to require about 10 minutes per individual. Estimated Total Annual Burden Hours: Burden hours estimates are based on the total of 2,429 crash interviews to be conducted at an average length of 15 minutes each and 2,400 control interviews to be conducted at an average length of 10 minutes each for a total one-time burden on the public of 1007.25 hours. Authority: The Paperwork Reduction Act of 1995; 44 U.S.C. Chapter 35, as amended; and 49 CFR 1.48. DEPARTMENT OF TRANSPORTATION Federal Motor Carrier Safety Administration [Docket No. FMCSA–2010–0193] Agency Information Collection Activities; Revision of a CurrentlyApproved Information Collection Request: Transportation of Household Goods; Consumer Protection Federal Motor Carrier Safety Administration (FMCSA), DOT. ACTION: Notice; correction. AGENCY: The FMCSA published a notice in the Federal Register of July 21, 2010, requesting comments by Aug. 20, 2010, concerning an information collection request (ICR), ‘‘Transportation of Household Goods; Consumer Protection,’’ OMB Control Number 2126–0025. An error was discovered in the previous calculations of respondents. WReier-Aviles on DSKGBLS3C1PROD with NOTICES SUMMARY: Mr. James R. Dubose, Commercial Enforcement Division, Federal Motor Carrier Safety Administration, West Building 6th Floor, 1200 New Jersey Avenue, SE., Washington, DC 20590. Telephone: 215–656–7251; e-mail james.dubose@dot.gov. Jkt 220001 [FR Doc. 2010–18631 Filed 7–28–10; 8:45 am] BILLING CODE 4910–EX–P DEPARTMENT OF TRANSPORTATION Pipeline and Hazardous Materials Safety Administration Hazardous Materials: Special Permits and Approvals—Minimum Level of Fitness Determinations; Public Meeting This notice is to advise interested persons that PHMSA will conduct a public meeting to discuss Special Permit and Approval applicant fitness determinations. PHMSA will hold a public meeting on August 19, 2010, in Washington, DC, to provide interested persons with an opportunity to submit oral comments and participate in discussions concerning the criteria used when determining an applicant’s minimum level of fitness. DATES: Public Meeting: August 19, 2010; starting at 9:30 a.m. and ending by 3:30 p.m. ADDRESSES: Public Meeting: The meeting will be held at the U.S. DOT Headquarters, West Building, 1200 New Jersey Avenue, SE., Washington, DC 20590. The main visitor’s entrance is located in the West Building, on New Jersey Avenue and M Street. Upon entering the lobby, visitors must report to the security desk. Visitors should indicate that they will be attending the Special Permit and Approval Applicant Fitness Determinations Public Meeting and wait to be escorted to the meeting location. Notification: Any person wishing to participate in the public meeting should send an e-mail to approvals@dot.gov and include their name and contact information (Organization/Address/ Telephone Number) no later than the close of business on August 16, 2010. Providing this information will facilitate the security screening process for entry SUMMARY: BILLING CODE 4910–22–P 12:45 Jul 28, 2010 Issued on: July 23, 2010. Kelly Leone, Director, Office of Information Technology. Pipeline and Hazardous Materials Safety Administration (PHMSA), DOT. ACTION: Notice of public meeting. [FR Doc. 2010–18650 Filed 7–28–10; 8:45 am] VerDate Mar<15>2010 In the Federal Register of July 21, 2010, FR Doc. 2010–17746 on page 42476, in the first column, correct ‘‘Respondents: 6,000 household goods movers’’ to read: Respondents: 8,500 [6,000 household goods movers + 2,500 consumers]. AGENCY: Issued On: July 22, 2010. Judith Kane, Acting Chief, Management Programs and Analysis Division. FOR FURTHER INFORMATION CONTACT: Correction PO 00000 Frm 00086 Fmt 4703 Sfmt 4703 44841 into the building on the day of the meeting. Conference Call Capability/Live Meeting Information: Conference call-in and ‘‘live meeting’’capability will be provided for this meeting. Specific information on the call-in and live meeting access will be posted when available at: https://www.phmsa.dot.gov/ hazmat. Documentation: Copies of documents for the Minimum Level of Fitness public meeting and the meeting agenda will be posted when available at: https:// www.phmsa.dot.gov/hazmat. Mr. Arthur Pollack, Office of Hazardous Materials Special Permits and Approvals, Office of Hazardous Materials Safety, Department of Transportation, Washington, DC 20590; (202) 366–4512 and arthur.pollack@dot.gov. FOR FURTHER INFORMATION CONTACT: SUPPLEMENTARY INFORMATION: I. Background The Pipeline and Hazardous Materials Safety Administration (PHMSA) has the primary responsibility for the issuance of DOT Special Permits and Approvals to the Hazardous Materials Regulations (HMR). A Special Permit is a document which authorizes a person to perform a function that is not currently authorized under the authority of the HMR. In addition, some activities under the HMR are only authorized when approved by PHMSA. Approvals are required when classifying explosives, fireworks, organic peroxides, and self-reactive materials. Approvals are also required for certain package design types and for persons performing certain activities requiring approval (e.g., visual cylinder re-qualifiers). An Approval document can only be issued if there is a specific approval citation in the HMR. Under 49 CFR 107.709(d) PHMSA may only grant an approval after determining that an applicant is fit to conduct the activity authorized by the approval, or renewal or modification of approval. PHMSA may determine an applicant’s fitness through the information provided in the application, the applicant’s prior compliance history, or other information that is available to the Associate Administrator. The first step in evaluating an application, regardless of the approval type, is to conduct an initial level of fitness review. PHMSA uses the Hazmat Intelligence Portal (HIP) and Safety and Fitness Electronic Records (SAFER) in determining an applicants’ initial fitness. E:\FR\FM\29JYN1.SGM 29JYN1

Agencies

[Federal Register Volume 75, Number 145 (Thursday, July 29, 2010)]
[Notices]
[Pages 44838-44841]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-18650]


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DEPARTMENT OF TRANSPORTATION

Federal Highway Administration

[Docket No. FHWA-2010-0098]


Agency Information Collection Activities: Notice of Request for 
Extension of Currently Approved Information Collection

AGENCY: Federal Highway Administration (FHWA), DOT.

ACTION: Notice of request for extension of currently approved 
information collection.

-----------------------------------------------------------------------

SUMMARY: The FHWA has forwarded the information collection request 
described in this notice to the Office of Management and Budget (OMB) 
to renew an information collection. We published a Federal Register 
Notice with a 60-day public comment period on this information 
collection on May 19, 2010. We are required to publish this notice in 
the Federal Register by the Paperwork Reduction Act of 1995.

DATES: Please submit comments by August 30, 2010.

ADDRESSES: You may send comments within 30 days to the Office of 
Information and Regulatory Affairs, Office of Management and Budget, 
725 17th Street, NW., Washington, DC 20503, Attention DOT Desk Officer. 
You are asked to comment on any aspect of this information collection, 
including: (1) Whether the proposed collection is necessary for the 
FHWA's performance; (2) the accuracy of the estimated burden; (3) ways 
for the FHWA to enhance the quality, usefulness, and clarity of the 
collected information; and (4) ways that the burden could be minimized, 
including the use of electronic technology, without reducing the 
quality of the collected information. All comments should include the 
Docket number FHWA-2010-0098.

FOR FURTHER INFORMATION CONTACT: Carol Tan, Ph.D, Office of Safety 
Research and Development (HRDS), at (202) 493-3315, Turner-Fairbank 
Highway Research Center, Federal Highway Administration, 6300 
Georgetown Pike, McLean, VA, 22101, between 9:00 a.m. and 5:30 p.m., 
Monday through Friday, except Federal Holidays.

SUPPLEMENTARY INFORMATION:
    Title: Motorcycle Crash Causation Study and Pilot Motorcycle Crash 
Causes and Outcomes Study.
    OMB Control #: 2125-0619.
    Background: Motorcycle injuries and fatalities have increased every 
year since 2003 in the United States. Per vehicle mile traveled 
motorcyclists were

[[Page 44839]]

about 32 times more likely to die, and 6 times more likely to be 
injured in a motor vehicle crash than were passenger car occupants. 
This data shows that the motorcycle crash problem is becoming more 
severe.\1\ Congress has recognized this problem and directed the 
Department of Transportation to conduct research that will provide a 
better understanding of the causes of motorcycle crashes. Specifically, 
in Section 5511 of the Safe, Accountable, Flexible, Efficient 
Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Public Law 
109-59, Congress directed the Secretary of Transportation to provide 
grants to the Oklahoma Transportation Center (OTC) for the purpose of 
conducting a comprehensive, in-depth motorcycle crash causation study 
that employs the common international methodology for in-depth 
motorcycle crash investigation developed by the Organization for 
Economic Cooperation and Development (OECD).\2\ The Secretary of 
Transportation delegated authority to FHWA for the Motorcycle Crash 
Causation Grants under Section 5511 (71 FR 30831).
---------------------------------------------------------------------------

    \1\ More detailed information on motorcycle crashes can be found 
in Traffic Safety Facts--Motorcycles, published by NHTSA and 
available on its Web site at: https://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2006/810606.pdf.
    \2\ The OECD methodology may be obtained by sending a request to 
jtrc.contact@oecd.org.
---------------------------------------------------------------------------

Proposed Data Acquisition Methodology

Use of Parallel and Complementary Procedures

    The OECD describes two complementary procedures to be performed for 
acquiring the data needed to understand the causes of motorcycle 
crashes. The first of these is the traditional in-depth crash 
investigation that focuses on the sequence of events leading up to the 
crash, and on the motorcycle, rider, and environmental characteristics 
that may have been relevant to the crash. The second procedure, known 
as the case-control procedure, complements the first. It requires the 
acquisition of matched control data to allow for a determination of the 
extent to which rider and driver characteristics, and pre-crash factors 
observed in the crash vehicles, are present in similarly-at-risk 
control vehicles.
    Such a dual approach offers specific advantages to the 
understanding of crashes and the development of countermeasures. The 
in-depth study of the crash by itself allows for analysis of the events 
antecedent to the crash, some of which, if removed or altered, could 
result in a change in subsequent events that would have led to a non-
crash, or reduced crash severity outcome. For example, an in-depth 
crash investigation may reveal that an automobile approaching an 
intersection was in a lane designated for straight through traffic 
only, but the motorist proceeded to make a left turn from that lane 
into the path of an oncoming motorcycle. That finding can, by itself, 
be used to develop countermeasures, and does not require matched 
control data. However, acquiring matched control data from similarly-
at-risk riders and drivers provides additional critical information 
about crash causes that cannot be obtained if only crashes are 
examined. The main purpose of acquiring matched data is to allow for 
inferences to be made regarding risk factors for crash causes. A brief 
explanation is provided here so that those less familiar with case-
control procedures will understand the advantage of acquiring 
controls.\3\ Consider a hypothetical situation where it is observed 
that the proportion of motorcycle riders involved in crashes that have 
a positive Blood Alcohol Content (BAC) is the same as the proportion of 
matched (similarly-at-risk) control motorcycle riders not involved in 
crashes. And assume that the proportion of passenger-vehicle motorists 
who crash with motorcycles at a positive BAC is greater than matched 
control passenger-vehicle motorists. These data considered together 
would suggest that for crashes involving passenger vehicles and 
motorcycles, alcohol is a bigger risk factor for passenger vehicle 
drivers than it is for motorcycle riders. That is, the relative risk of 
crash involvement attributable to alcohol in motorcycle-automobile 
crashes is greater for passenger-vehicle motorists than for 
motorcyclists. Other risk factors for crashes (i.e., age, gender, 
riding and driving experience, fatigue level) for both motorcyclists 
and motorists can also be examined in this manner. If scaled interval 
measurements of risk factor levels are obtained (for example, if the 
level of alcohol is measured, not just its presence or absence), then 
it becomes possible to calculate functions showing how risk changes 
with changes in the variable of interest. Such risk functions are 
highly useful in the development of countermeasures.\4\
---------------------------------------------------------------------------

    \3\ This being a study of crashes involving motorcycles, data 
will be acquired from both crash-involved motorcycles and also motor 
vehicles involved in those crashes as countermeasures may be 
developed separately for each that could lead to a reduction in 
crashes involving motorcycles. Similarly, when control data are 
acquired, data from similarly-at-risk motorcycle rider controls and 
similarly-at-risk automobile driver controls will also be acquired. 
This way a balanced picture of the causes of crashes involving 
motorcycles and other vehicles will emerge.
    \4\ Certainly other outcomes besides the one presented are 
possible, and other comparisons are of interest. For example it 
would be useful to compare crash-involved motorcyclists to non-crash 
involved motorcyclists and crash-involved passenger vehicle 
motorists to non-crash involved passenger-vehicle motorists. These 
comparisons would allow for estimates of changes in relative risks 
for riders and drivers independently.
---------------------------------------------------------------------------

Issues Related to Sampling

Characteristics of the Crash Sample
    To properly acquire in-depth crash data, it is necessary to find a 
location in the country that experiences the full range of motorcycle 
crash types that occur under a wide range of conditions and with a wide 
range of motorcycle rider characteristics. The location must also have 
a sufficiently high frequency of motorcycle crashes to allow 
acquisition of the crash data in a reasonable amount of time. It is 
anticipated that it will be possible to find a single location meeting 
these requirements.
    It is not necessary that the crash types observed (or other 
composite indices or parameters of interest) be drawn from a nationally 
representative sample, because it is not the intent of FHWA to make 
projections of the national incidence of the causes of crashes 
involving motorcycles from this study. Rather, the focus will be on 
identifying the antecedents and risk factors associated with motorcycle 
crashes. If it is deemed necessary, FHWA and NHTSA may utilize their 
alternative databases that incorporate certain of the key variables 
that will be acquired in this study, and those databases could be used 
in conjunction with this study's data to make national estimates of 
population parameters of interest.\5\
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    \5\ There is a lengthy precedent for studying crashes using 
case-control methods including the Grand Rapids study, (Borkenstein, 
R.F., Crowther, F.R., Shumate, R.P., Ziel, W.B. & Zylman, R. (1974). 
The Role of the Drinking Driver in Traffic Accidents (The Grand 
Rapids Study). Blutalkohol, 11, Supplement 1), and of course the 
Hurt study, (Hurt, H.H., Jr., Ouellet, J.V., and Thom, D.R. (1981). 
Motorcycle Accident Cause Factors and Identification of 
Countermeasures Volume I: Technical Report).
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    In addition, the crash investigations will be conducted on-scene, 
while the involved operators and vehicles are still in place. This 
provides access to physical data that is less disturbed by rescue and 
clean up activities. It also facilitates the collection of interview 
data while memories are unaffected. This quick-response approach is 
most

[[Page 44840]]

effective when a census of applicable crashes is selected for 
inclusion.
Characteristics of the Control Sample
    While the occurrence of a crash involving a motorcycle in the study 
site is sufficient for it to be selected into the study, selecting the 
similarly-at-risk controls is not as straightforward. The OECD 
recommends several options for acquiring matched controls including 
interviewing motorcyclists who may be filling up at nearby gas 
stations, taking videos of motorcyclists who pass the crash scenes, and 
interviewing motorcyclists at the location of the crash location at the 
same time of day, same day of week, and same direction of travel. The 
first of these methods suffers from the shortcoming that a rider or 
motorist filling his fuel tank is not presented with the same risks, in 
the same setting, as is the crash-involved rider and motorist. To 
illustrate, consider a motorcycle rider who is hit from the rear by a 
passenger vehicle motorist on a Friday night at 1 a.m. There is a 
reasonable chance that alcohol is involved in this crash, but to 
estimate the relative risk it will not help to measure the BAC of 
passenger vehicle motorists (and motorcyclists) at a nearby gas 
station. Passenger-vehicle motorists and motorcyclists will need to be 
sampled at the location of the crash on the same day of the week, at 
the same hour, and from the same travel direction. Even if the 
suspected risk factor is not alcohol, but some other variable (e.g., 
distraction associated with cell phone use), it is still highly 
advantageous to acquire the comparison data at the crash locations 
(matched on time and direction), rather than somewhere else.
    Using the second method mentioned above, acquiring the risk sample 
by taking video at the crash scenes provides a similarly-at-risk pool, 
and it also allows for many controls to be acquired at low cost. Its 
chief disadvantage is that it does not allow capture of some of the key 
risk factors for crashes (e.g., BAC), while others (e.g., fatigue) may 
be very difficult to capture. However, some risk factors could be 
acquired later by contacting the riders and drivers if license tag 
numbers are recorded, and so this method could be used to supplement 
the safety zone interview (described below).
    The final method, the voluntary safety research interview, involves 
setting up a safety zone at the crash location, one week later at the 
same time of day, and asking those drivers and motorcyclists who pass 
through to volunteer in a study. With this method, Certificates of 
Confidentiality are presented to each interviewed driver and rider and 
immunity is provided from arrest. The main advantage of this method is 
that the key variables that are thought to affect relative crash risk 
can be acquired from drivers and riders who are truly similarly-at-
risk. A final decision on the means of acquiring control data has not 
been made.

Information Proposed for Collection

    The OECD protocol includes the following number of variables for 
each aspect of the investigation:

Administrative log 28
Accident typology/configuration 9
Environmental factors 35
Motorcycle mechanical factors 146
Motorcycle dynamics 32
Other vehicle mechanical factors 9
Other vehicle dynamics 18
Human factors 51
Personal protective equipment 34
Contributing environmental factors 8
Contributing vehicle factors 13
Contributing motorcycle factors 57
Contributing human factors 50
Contributing overall factors 2

    Note that multiple copies of various data forms will be completed 
as the data on each crash-involved vehicle and person and each control 
vehicle and person are acquired. This increases the number of variables 
above the sum of what is presented above. There are also diagrams and 
photographs that are essential elements of each investigation that are 
entered into the database. In prior OECD implementations, about 2,000 
data elements in total were recorded for each crash.

Estimated Burden Hours for Information Collection

    Frequency: Annually.
    Respondents: This study will be based on all crashes occurring 
within the sampling area; however, this burden estimate is based on 
what we know about fatal crashes. The plan calls for data to be 
captured from up to 1200 crashes with motorcycle involvement, and for 
all surviving crash-involved riders and drivers to be interviewed. Two 
control riders will be interviewed for each crash-involved 
motorcyclist, and one rider and one driver will be interviewed for each 
rider and motorist in multi-vehicle crashes. Passengers accompanying 
crash-involved riders and passenger-vehicle drivers will also be 
interviewed. The following table shows the sampling plan and estimated 
number of interviews assuming 1200 crashes are investigated.\6\
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    \6\ The final crash sample size will depend on the rate at which 
crashes can be acquired in the selected site(s) and other matters 
related to logistics and the final budget. However, the study will 
acquire crashes on a sample size that exceeds the requirements of 
the OECD methodology, and will be of sufficient size to meet the 
goals of the study.
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    Maximum total crashes to be investigated is 1200.

Crash Interviews:
Single vehicle motorcycle crashes =............................      540
Multi-vehicle (2-vehicle) motorcycle crashes (660*2) =.........     1320
Passenger interviews motorcycle (.10* 540 + .10*660) =.........      120
Passenger interviews cars (.68*660) =..........................      449
                                                                --------
    Total Crash Interviews (540+1320+120+449) =................     2429
Control interviews:
Controls for single vehicle motorcycle crashes (2*540) =.......     1080
Controls for multi-vehicle motorcycle crashes (1*660 + 1*660) =     1320
Passenger Interviews =.........................................        0
                                                                --------
    Total Control Interviews =.................................     2400
                                                                --------
        Grand Total Crash plus Control Interviews (2429 + 2400)     4829
         =.....................................................
 


[[Page 44841]]

    Estimated Average Burden per Interviewee: Crash interviews are 
estimated to require about 15 minutes per individual interviewed. To 
the extent possible, crash interviews will be collected at the scene, 
although it is likely that some follow-ups will be needed to get 
completed interviews from crash involved individuals. Control 
individuals' interviews will be completed in a single session and are 
expected to require about 10 minutes per individual.
    Estimated Total Annual Burden Hours: Burden hours estimates are 
based on the total of 2,429 crash interviews to be conducted at an 
average length of 15 minutes each and 2,400 control interviews to be 
conducted at an average length of 10 minutes each for a total one-time 
burden on the public of 1007.25 hours.

    Authority:  The Paperwork Reduction Act of 1995; 44 U.S.C. 
Chapter 35, as amended; and 49 CFR 1.48.

     Issued On: July 22, 2010.
Judith Kane,
Acting Chief, Management Programs and Analysis Division.
[FR Doc. 2010-18650 Filed 7-28-10; 8:45 am]
BILLING CODE 4910-22-P