Agency Information Collection Activities: Notice of Request for Extension of Currently Approved Information Collection, 44838-44841 [2010-18650]
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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
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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]
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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
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:
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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.
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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.
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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).
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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
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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
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and the final budget. However, the study will
acquire crashes on a sample size that exceeds the
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requirements of the OECD methodology, and will be
of sufficient size to meet the goals of the study.
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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.
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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.
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[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
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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.
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]]>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]
-----------------------------------------------------------------------
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).
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\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.
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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\
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\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.
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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
