30 Day 86 FR 58141

Federal Register / Vol. 86, No. 200 / Wednesday, October 20, 2021 / Notices

lotter on DSK11XQN23PROD with NOTICES1

LAX, ORD, and SFO), for purposes of
establishing a carrier’s operational
baseline in the next corresponding
season, for international operations
only. This relief is limited to slots and
approved operating times used by any
carrier for international operations only,
through March 26, 2022, and will be
subject to the same terms and
conditions, with minor modifications,
as previously explained herein.
As of the date of issuance of this
notice, U.S. domestic air travel demand
and vaccination rates have reached a
level that the FAA believes no longer
necessarily justifies COVID–19-related
slot usage relief domestically. However,
COVID–19 continues to present a highly
unusual and unpredictable condition for
international operations that is beyond
the control of carriers. Indeed, foreign
carriers in many parts of the world are
prevented from operating to the United
States due to governmental restrictions
resulting from COVID–19. The
continuing impacts of COVID–19 on
global aviation are dramatic and
extraordinary, with an unprecedented
decrease in passenger demand for
international air travel globally.
Therefore, the FAA believes an
extension of conditional relief for
international operations only, through
March 26, 2022, is reasonable due to
fluctuating travel restrictions and
ongoing economic and health impacts of
COVID–19 internationally. The
available relief is expected to provide
carriers with flexibility during this
unprecedented situation and to support
the long-term viability of international
operations at slot-controlled and IATA
Level 2 airports in the United States.35
Continuing relief for this additional
period is reasonable to mitigate the
impacts on passenger demand for
international air travel resulting from
the spread of COVID–19 worldwide.
While the FAA is providing
continued, conditional, relief through
the Winter 2021/2022 season for
international operations, carriers should
not assume that further relief will be
forthcoming beyond the end of the
Winter 2021/2022 scheduling season.
The FAA will review the facts and
circumstances at the time of any future
waiver requests; however, the FAA will
35 The FAA is responsible to develop plans and
policy for the use of navigable airspace and assign
by regulation or order the use of the airspace
necessary to ensure the safety of aircraft and the
efficient use of airspace. See 49 U.S.C. 40103(b)(1).
The FAA manages slot usage requirements under
the authority of 14 CFR 93.227 at DCA and under
the authority of Orders at LGA and JFK. See
Operating Limitations at John F. Kennedy
International Airport, 85 FR 58258 (Sep. 18, 2020);
Operating Limitations at New York LaGuardia
Airport, 85 FR 58255 (Sep. 18, 2020).

VerDate Sep<11>2014

17:55 Oct 19, 2021

Jkt 256001

also continue to consider the
importance of providing access to the
Nation’s congested airports where there
is capacity available. Slots are a scarce
resource. Slot usage waivers accordingly
are reserved for extraordinary
circumstances. Even during an
extraordinary period such as the
COVID–19 pandemic, carriers should
utilize their slots and operating
authorizations efficiently, in accordance
with established rules and policy, or
relinquish those slots and
authorizations to the FAA so that other
carriers willing and able to make use of
them can do so. The FAA cautions all
carriers against altering plans for usage
at slot-controlled and Level 2 airports in
reliance upon a presumption that
additional relief will be forthcoming,
which is a decision on which the FAA
has not made at this time. The
presumption that carriers should apply
in preparing for operations in future
scheduling seasons is compliance with
standard slot management and schedule
facilitation processes.
The FAA reiterates its expectation
that foreign slot coordinators will
provide reciprocal relief to U.S. carriers.
To the extent that U.S. carriers fly to a
foreign carrier’s home jurisdiction and
that home jurisdiction does not offer
reciprocal relief to U.S. carriers, the
FAA may determine not to grant a
waiver to that foreign carrier. The FAA
acknowledges that some foreign
jurisdictions may opt to adopt more
strict provisions in response to this
policy than they had otherwise planned.
However, as previously explained, the
FAA believes the conditions associated
with the relief provided in this policy
are necessary to strike a balance
between competing interests of
incumbent carriers and those carriers
seeking new or increased access at these
historically-constrained airports, as well
as to ensure the relief is appropriately
tailored to reduce the potential for a
long-term waiver to suppress flight
operations for which demand exists. A
foreign carrier seeking a waiver may
wish to ensure that the responsible
authority of the foreign carrier’s home
jurisdiction submits a statement by
email to [email protected]
confirming reciprocal treatment of the
slot holdings of U.S. carriers
The FAA emphasizes that it strongly
encourages carriers to return slots and
approved schedules voluntarily as soon
as possible and for as long a period as
possible during the Winter 2021/2022
season, so that other airlines seeking
operations on an ad hoc basis may do
so with increased certainty. The rolling
four-week return deadline is only a
minimum requirement, and FAA

PO 00000

Frm 00088

Fmt 4703

Sfmt 4703

58141

anticipates that carriers may often be
able to provide notice of cancellations
significantly further in advance than
four weeks. In both the Level 2 and slotcontrolled environments, the FAA seeks
the assistance of all carriers to continue
to work with the FAA to ensure the
national airspace system capacity is not
underutilized during the COVID–19
pandemic.
Carriers should advise the FAA Slot
Administration Office of COVID–19related cancellations and return the
slots to the FAA by email to [email protected] to obtain relief. The
information provided should include
the dates for which relief is requested,
the flight number, origin/destination
airport, scheduled time of operation, the
slot identification number, as
applicable, and supporting information
demonstrating that flight cancellations
directly relate to the COVID–19
pandemic. Carriers providing
insufficient information to clearly
identify slots that will not be operated
at DCA, JFK, or LGA will not be granted
relief from the applicable minimum
usage requirements. Carriers providing
insufficient information to identify
clearly changes or cancellations from
previously approved schedules at EWR,
LAX, ORD, or SFO will not be provided
priority for future seasons.
Issued in Washington, DC, on October 18,
2021.
Lorelei Dinges Peter,
Assistant Chief Counsel for Regulations.
Virginia T. Boyle,
Vice President, System Operations Services.
[FR Doc. 2021–22988 Filed 10–18–21; 4:15 pm]
BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety
Administration
[Docket No. DOT–NHTSA–2021–0039]

Agency Information Collection
Activities; Submission to the Office of
Management and Budget for Review
and Approval; State Data Transfer for
Vehicle Crash Information
National Highway Traffic
Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Notice and request for approval
of an extension of a currently approved
information collection.
AGENCY:

In compliance with the
Paperwork Reduction Act of 1995
(PRA), this notice announces that the
Information Collection Request (ICR)
summarized below will be submitted to

SUMMARY:

E:\FR\FM\20OCN1.SGM

20OCN1

lotter on DSK11XQN23PROD with NOTICES1

58142

Federal Register / Vol. 86, No. 200 / Wednesday, October 20, 2021 / Notices

the Office of Management and Budget
(OMB) for review and approval. The ICR
describes the nature of the information
collection and its expected burden. The
State Data Transfer (SDT) program is a
voluntary collection of motor vehicle
crash data that State agencies collect for
their own needs. NHTSA received
emergency clearance to conduct the
information collection until December
31, 2021. A Federal Register Notice
with a 60-day comment period soliciting
comments on the following information
collection was published on June 1,
2021. One comment from the Governors
Highway Safety Association (GHSA)
was received supporting NHTSA’s SDT
data collection and the request for
emergency clearance to expedite this
effort.
DATES: Comments must be submitted on
or before November 19, 2021.
ADDRESSES: Written comments and
recommendations for the proposed
information collection, including
suggestions for reducing burden, should
be submitted to the Office of
Management and Budget at
www.reginfo.gov/public/do/PRAMain.
To find this particular information
collection, select ‘‘Currently under
Review—Open for Public Comment’’ or
use the search function.
FOR FURTHER INFORMATION CONTACT: For
additional information or access to
background documents, contact Michael
Frenchik, Office of Data Acquisitions
(NSA–0100), (202) 366–0641, National
Highway Traffic Safety Administration,
Room W53–303, 1200 New Jersey
Avenue SE, Washington, DC 20590.
SUPPLEMENTARY INFORMATION: Under the
PRA (44 U.S.C. 3501 et seq.), a Federal
agency must receive approval from the
Office of Management and Budget
(OMB) before it collects certain
information from the public and a
person is not required to respond to a
collection of information by a Federal
agency unless the collection displays a
valid OMB control number. In
compliance with these requirements,
this notice announces that the following
information collection request will be
submitted to OMB.
Title: State Data Transfer (SDT) for
Vehicle Crash Information.
OMB Control Number: 2127–0753.
Form Numbers: None.
Type of Request: Approval of an
extension without modification of a
currently approved information
collection.
Type of Review Requested: Regular.
Length of Approval Requested: Three
years.
Summary of the Collection of
Information: The State Data Transfer

VerDate Sep<11>2014

17:55 Oct 19, 2021

Jkt 256001

(SDT) program is a voluntary collection
of motor vehicle crash data. State
agencies collect this information about
motor vehicle crashes on Police
Accident Reports (PARs) 1 for their own
needs. In general, a PAR includes
information about the vehicles and
individuals involved in a crash, injuries
or fatalities resulting from a crash,
roadway information, environmental
information, information to reconstruct
the crash scenes, etc. The SDT is a
process through which participating
States transfer their PAR data to
NHTSA. SDT has two components that
NHTSA’s National Center for Statistics
and Analysis (NCSA) calls protocols:
1. The State Data System (SDS)
protocol obtains PAR crash data from
States that submit data on an annual
basis to NCSA. The data is submitted
via electronic media, such as encrypted
CD–ROM/DVD, or through secured mail
or a secure file transfer protocol (SFTP).
Files submitted through the SDS
protocol are referred to as ‘‘annual crash
files.’’
2. The Electronic Data Transfer (EDT)
protocol obtains PAR crash data, crash
reports or crash images from
participating State crash systems
through an electronic data transfer.
Generally, this transfer occurs on a
nightly basis following State data
quality control checks and acceptance
from each State’s centralized database.
The information is transmitted using
Extensible Markup Language (XML) or
JavaScript Object Notation (JSON) files
through a web service using Hypertext
Transfer Protocol Secure (HTTPS)
protocol between a State’s crash data
system and NHTSA.
The SDT process allows States to
submit all of their PAR data to NHTSA.
NCSA will then use this data to develop
a census of the participating State’s
crashes. The dataset will help NCSA
identify existing and emerging highway
safety trends and assess the
effectiveness of motor vehicle safety
standards and new and emerging
technologies on vehicle and highway
safety programs. NHTSA will also use
the dataset to support NHTSA’s
Corporate Average Fuel Economy
(CAFE) program. Specifically, NHTSA
will use the data to analyze the effects
vehicle mass has on fatalities in cost
benefit analyses for CAFE rulemakings.
Description of the Need for the
Information and Proposed Use of the
Information: NHTSA plans to utilize the
SDT data to identify existing and
emerging highway safety trends, assess
the effectiveness of motor vehicle safety
1 Police Accident Reports are also known as
Police Crash Reports (PCRs) in some jurisdictions.

PO 00000

Frm 00089

Fmt 4703

Sfmt 4703

standards, and study the impact of new
and emerging technologies on vehicles
and highway safety programs. For
example, NHTSA plans to combine data
from the SDT with information about
the type of advanced driver assistance
systems (ADAS) on crash-involved
vehicles to estimate the effectiveness of
vehicles equipped with ADAS
technologies such as lane keeping
support, automatic emergency braking,
blind spot detection, etc.
NHTSA also plans to use the SDT
data to automatically pre-populate the
motor vehicle crash data it collects for
several other NHTSA data collection
programs. The following are brief
descriptions of these data collection
programs:
• FARS (OMB Control No. 2127–
0006) is a nationwide census of fatalities
caused by motor vehicle traffic crashes.
In addition to PAR data, FARS includes
detailed information regarding the
location of the crash, the vehicles, and
the people involved. FARS cases can
also include toxicology report data,
medical records, medical examiner
reports, etc.2
• CRSS (OMB Control No. 2127–
0714) is a nationally representative
sample of police-reported crashes
involving all types of motor vehicles,
pedestrians, and cyclists, ranging from
property-damage-only crashes to those
that result in fatalities. CRSS data
elements are a subset of the data
elements on each State’s PAR.3
• CISS (OMB Control Number 2127–
0706) is a nationally representative
sample of minor, serious, and fatal
crashes involving at least one passenger
vehicle—cars, light trucks, sport utility
vehicles, and vans—towed from the
scene. CISS collects data at both the
crash level through scene analysis and
the vehicle level through vehicle
damage assessment together with injury
coding. Data collected through CISS
expands upon the information that is
collected in a PAR.4
• The SCI Program provides NHTSA
with the most in-depth crash data
collected by the agency. The data
collected ranges from basic information
contained in routine police and
insurance crash reports, to
comprehensive data from special reports
2 Additional details about FARS and how the
agency collects this information are available in the
supporting statements for the ICR with OMB
Control No. 2127–0006.
3 Additional details about CRSS and how the
agency collects this information are available in the
supporting statements for the ICR with OMB
Control No. 2127–0714.
4 Additional details about CISS and how the
agency collects this information are available in the
supporting statements for the ICR with OMB
Control No. 2127–0706.

E:\FR\FM\20OCN1.SGM

20OCN1

lotter on DSK11XQN23PROD with NOTICES1

Federal Register / Vol. 86, No. 200 / Wednesday, October 20, 2021 / Notices
produced by professional crash
investigation teams. Hundreds of data
elements relevant to the vehicle,
occupants, injury mechanisms,
roadway, and safety systems are
collected for each of the over 100
crashes designated for study annually.
• NTS is a virtual data collection
system designed to provide counts and
details regarding fatalities and injuries
that occur in non-traffic crashes and in
non-crash incidents. NTS non-traffic
crash data is obtained through NHTSA’s
information collections for CRSS and
FARS. NTS non-crash injury data is
based upon emergency department
records from a special study conducted
by the Consumer Product Safety
Commission’s National Electronic Injury
Surveillance System (NEISS) All Injury
Program. NTS non-crash fatality data is
derived from death certificate
information from the Centers for Disease
Control’s National Vital Statistics
System.
• CIREN combines crash data
collection with professional
multidisciplinary analysis of medical
and engineering evidence to determine
injury causation in every crash
investigation conducted. The mission of
the CIREN is to improve the prevention,
treatment, and rehabilitation of motor
vehicle crash injuries to reduce deaths,
disabilities, and human and economic
costs.
Until recently, the transfer of vehicle
crash data from a State’s crash data
system to NHTSA’s FARS, CRSS and
CISS required individuals to manually
enter State vehicle crash data into each
of the crash data systems operated by
NHTSA. The SDT program will allow
NHTSA to automate the transfer of State
motor vehicle crash data into NHTSA’s
other data collection efforts that use this
information. NHTSA’s SDT program
will reduce the burden for manual data
entry and result in more accurate, high
quality and timely data to help save
lives, prevent injuries, and reduce
economic costs due to motor vehicle
crashes.
In addition, the SDT data will be
made available to other DOT agencies,
such as the Federal Highway
Administration and the Federal Motor
Carrier Safety Administration, to
support their mission to save lives on
our national roadways.
Request for Emergency Clearance:
NHTSA requested emergency clearance
from OMB for the SDT information
collection. NHTSA requested emergency
clearance for the maximum permissible
period under 5 CFR 1320.13 (f) to allow
NHTSA to collect the information while
it completes the normal clearance
procedures. NHTSA sought emergency

VerDate Sep<11>2014

17:55 Oct 19, 2021

Jkt 256001

clearance because the data collected
through the SDT program are critical to
several high priority projects for this
administration. The SDT data will be
used to analyze the effects vehicle mass
has on fatalities in cost benefit analyses
for CAFE rulemakings. Executive Order
13990 requires NHTSA to ‘‘as
appropriate and consistent with
applicable law, [. . .] consider
publishing for notice and comment a
proposed rule suspending, revising, or
rescinding’’ the SAFE II Rule ‘‘by July
2021.’’ Following the normal clearance
procedures will not allow NHTSA to
receive approval to collect and use this
data before the deadline.
The Partnership for Analytics
Research in Traffic Safety (PARTS) also
needs this data to help determine the
effectiveness of automated driver
assistance systems (ADAS) with
Departmental leadership expecting
initial analyses later this year.
Given the priorities identified above,
this information is needed before
NHTSA can complete the normal
clearance procedures under 5 CFR part
1320. OMB approved the emergency
clearance through December 31, 2021.
60-Day Notice: On June 1, 2021,
NHTSA published a notice in the
Federal Register with a 60-day
comment period soliciting comments on
this ICR.5 NHTSA received one
comment from the Governors Highway
Safety Association (GHSA). In their
comment, GHSA expressed support for
NHTSA’s SDT data collection and the
request for emergency clearance to
expedite this effort. GHSA stated that it
appreciates that the data collection is
voluntary and agrees with NHTSA ‘‘that
several States will likely continue to
face participation barriers.’’ GHSA
further noted that it understands that
the electronic transfer of Stata crash
data reduces time and cost to States that
participate and will continue to partner
with NHTSA to promote SDT.
Affected Public: State Governments.
This voluntary information collection
involves State governments, and
specifically the State agencies that
collect crash data.
Estimated Number of Respondents:
38.
Currently, 31 States are voluntarily
submitting their annual crash database
to NHTSA using the SDS protocol once
the Annual file is complete and 19
States are voluntarily submitting their
State’s data using the EDT protocol
where the transfer occurs on a nightly
basis. NHTSA estimates that, on
average, in each of the next three years,
there will be 31 States submitting data
5 86

PO 00000

FR 29354.

Frm 00090

Fmt 4703

Sfmt 4703

58143

using the SDS protocol and 23 States
submitting data using the EDT protocol.
NHTSA estimates that there will be 15
States submitting data through both EDT
and SDS. Therefore, NHTSA estimates
the total number of respondents to be
38.
Frequency: The frequency of this
information collection varies State-byState, potentially from daily to annually,
as agreed upon by NHTSA and the
individual States. States participating in
the SDS protocol typically send a file to
NHTSA once a year with all the crashes
occurring during a calendar year. A
State will send these files when it has
completed its quality control process.
For the EDT States, the data is usually
transferred every night with the crash
cases that have completed the quality
control process since the last nightly
transfer.
Number of Reponses: NHTSA
estimates total annual responses based
on NHTSA’s estimate that SDS protocol
States will submit files once a year and
EDT protocol States will send data to
NHTSA automatically on a nightly
basis. Therefore, NHTSA estimates that
it will receive 31 SDS responses a year
(31 SDS States × 1 annual response) and
8,395 EDT responses a year (23 EDT
States × 365 nightly responses).
Estimated Total Annual Burden
Hours: 683 hours.
SDT receives the crash data from
States in two different ways. SDS
information is obtained annually from
States submitted in a more traditional
method via electronic media through
secured mail or a Secure File Transfer
Protocol (SFTP). NHTSA assumes a
participating State already has a
centralized electronic crash database.
Currently, 31 States are voluntarily
submitting their annual crash database
to NHTSA, with five States sending
electronic media and 26 states
uploading the database to an SFTP site.
Since NHTSA accepts the States’
centralized electronic crash database
without changes, NHTSA estimates that
it will require eight hours for a State
Database Administrator to save a copy
of the State’s annual crash database onto
a SFTP site or electronic media. We
estimate an additional four hours will
be required for an administrative
assistant to package and send the
electronic media to NHTSA.
To estimate the labor cost associated
with submitting the SDS information,
NHTSA looked at wage estimates for the
type of personnel involved with
copying, packaging and sending the
database. NHTSA estimates the total
labor costs associated with copying the
database by looking at the average wage
for Database and Network Administrator

E:\FR\FM\20OCN1.SGM

20OCN1

58144

Federal Register / Vol. 86, No. 200 / Wednesday, October 20, 2021 / Notices

and Architects. The Bureau of Labor
Statistics (BLS) estimates that the
average hourly wage for Database and
Network Administrator and Architects
(Standard Occupational Classification
#15–1240, May 2020) is $47.80.6 The
Bureau of Labor Statistics estimates that
State and local government workers’
wages represent 61.9% of total labor
compensation costs.7 Therefore, NHTSA
estimates the hourly labor costs for
copying the database to be $77.22
($47.80 ÷ 61.9%) for Database and
Network Administrator and Architects.
The cost associated with the eight hours
of Database and Network Administrator

labor is estimated to be $617.76 per
respondent.
For the 5 States sending electronic
media, NHTSA estimates the total labor
costs for packing and sending the
database by looking at the average wage
for Secretaries and Administrative
Assistants. The BLS estimates that the
average hourly wage for Secretaries and
Administrator Assistants (Standard
Occupational Classification #43–6014,
May 2020) is $19.43.8 By using the same
estimate that wages represent 61.9% of
the total compensation cost of labor,
NHTSA estimates the total labor hour
for packing and sending the database on

electronic media to be $31.39.
Therefore, the cost associated with the
four hours to send the electronic media
is estimated to be $125.56 per
respondent.
Combining these copying and packing
and sending burden estimates for SDS,
NHTSA estimates that the total burden
hours associated with this collection
will be 268 (248 + 20 hours) hours and
total labor cost associated with the
collection will be $19,151 ($617.76 × 31
States) for copying and $628 ($125.56 ×
5 States) for packing and sending, for a
total of $19,779 ($19,151 + $628) for the
SDS protocol.

SDS BURDEN ESTIMATE SUMMARY

lotter on DSK11XQN23PROD with NOTICES1

Burden type

Burden
hours per
respondent

Respondents

Total
burden hours

Labor cost
per burden
hour

Labor
cost per
respondent

SDS Copying ...........................................

31

8

248

$77.22

$617.76

SDS Packing and sending .......................

5

4

20

31.39

125.56

Total ..................................................

........................

........................

268

........................

........................

Total
labor cost
$19,150,56
19,151
627.80
628
19,779

The EDT protocol burden hour
estimate is based on the level of effort
reported by the States that have fully
implemented SDT. NHTSA estimates
that in each of the next three years,
there will be two new States joining the
19 States already participating in SDT
program using the EDT protocol.
Therefore, NHTSA estimates that there
will be, on average, 23 EDT protocol
States in each of the next three years.
Cost and burden estimates for the EDT
protocol are divided in two: a one-time
implementation effort, and an annual
maintenance effort. Both estimates
assume a participating State already has
a centralized electronic crash database.
The burden for the one-time
implementation of the SDT program is
estimated at 200 hours. NHTSA
estimates that these hours will account
for work done by State IT (150 hrs.) and
FARS program personnel (50 hrs.).
Once implemented, the hourly burden
on States associated with SDT
maintenance is estimated at five hours
per year, based upon currently
participating States’ experiences. This
time is generally used to troubleshoot

any connection issues or refine mapping
protocols for any data elements that
have changed.
NHTSA estimates the cost for IT
personnel burden hours using the
Bureau of Labor Statistics’ mean wage
estimate for Software developers and
Programmers (Standard Occupational
Classification # 15–1250) of $52.86.9
The Bureau of Labor Statistics estimates
that for State and local government
workers, wages represent 61.9% of total
compensation.10 Therefore, the total
hourly cost associated with the IT
burden hours is estimated to be $85.40
per hour. The cost associated with the
150 hours of IT personnel labor is
estimated to be $12,810.00 per
respondent. Initial SDT implementation
is also expected to involve 50 hours of
FARS program personnel time. There is
no additional cost to the States
associated with these hours because
these costs may be charged to the
Federal Government through the FARS
cooperative agreements. Thus, total
labor cost for EDT implication costs per
State are estimated to be $12,810.00.
The total annual implementation

burden cost per year is estimated to be
$25,620 ($12,810.00 × 2 new State
respondents).
After initial implementation of a SDT
interface, the ongoing cost burden to
participating States is estimated at 5
hours per State annually, based on a
survey of currently participating States.
Per the loaded labor rates for State IT
staff outlined above, 5 hours of work
translates to an estimated total annual
maintenance burden of $427.00 per
State respondent maintaining
participation in the SDT program.
NHTSA estimates that there will be, on
average, 23 States participating in EDT
program in each of the next three years.
Therefore, the annual maintenance cost
for the States is a total of $9,821.00
($427.00 × 23 States) per year.
Combining these implementation and
maintenance burden estimates for the
EDT protocol, NHTSA estimates that the
total burden hours associated with this
collection will be 415 hours and total
labor cost associated with the collection
will be $35,441.00.

6 See May 2020 National Occupational
Employment and Wage Estimates United States,
available at https://www.bls.gov/oes/current/oes_
nat.htm (accessed April 16, 2021).
7 See Table 1. Employer Costs for Employee
Compensation by ownership (Dec. 2020), available
at https://www.bls.gov/news.release/ecec.t01.htm
(accessed April 16, 2021).

8 See May 2020 National Occupational
Employment and Wage Estimates United States,
available at https://www.bls.gov/oes/current/oes_
nat.htm (accessed April 16, 2021).
9 See May 2020 National Occupational
Employment and Wage Estimates United States,
available at https://www.bls.gov/oes/current/oes_
nat.htm (accessed April 16, 2021).

10 Employer Costs for Employee Compensation by
ownership (Dec. 2020), available at https://
www.bls.gov/news.release/ecec.t01.htm (accessed
April 16, 2021).

VerDate Sep<11>2014

17:55 Oct 19, 2021

Jkt 256001

PO 00000

Frm 00091

Fmt 4703

Sfmt 4703

E:\FR\FM\20OCN1.SGM

20OCN1

Federal Register / Vol. 86, No. 200 / Wednesday, October 20, 2021 / Notices

58145

EDT BURDEN ESTIMATE SUMMARY
Burden type

Burden
hours per
respondent

Respondents

Total
burden hours

Labor
cost per
burden hour

Labor
cost per
respondent

EDT IT Implementation ............................

2

150

300

$85.40

$12,810.00

EDT Maintenance ....................................

23

5

115

85.40

427.00

Total ..................................................

........................

........................

415

........................

........................

The total estimated burden for SDT is
683 (268 SDS + 415 EDT) and total

estimated labor cost is $55,220 ($19,779
SDS + $35,441 EDT).

Total
labor cost
$25,620.00
25,620
9,821.00
9,821
35,441

A summary of the burden estimates is
provided in the table below.

SDT BURDEN ESTIMATE SUMMARY

lotter on DSK11XQN23PROD with NOTICES1

Burden type

Total
annual
responses

Respondents

Total
burden hours

Average
burden hours
per
respondent

Total
labor cost

Labor
cost per
respondent

SDS ..........................................................
EDT ..........................................................

31
23

31
8,395

268
415

9
18

$19,779
35,441

$638
1,541

Total ..................................................

........................

........................

683

........................

55,220

........................

Estimated Total Annual Burden Cost:
$0.
NHTSA does not expect that
participating states will incur any costs
beyond the labor hour cost associated
with the burden hours.
Public Comments Invited: You are
asked to comment on any aspects of this
information collection, including (a)
whether the proposed collection of
information is necessary for the proper
performance of the functions of the
agency, including whether the
information will have practical utility;
(b) the accuracy of the agency’s estimate
of the burden of the proposed collection
of information, including the validity of
the methodology and assumptions used;
(c) ways to enhance the quality, utility
and clarity of the information to be
collected; and (d) ways to minimize the
burden of the collection of information
on respondents, including the use of
appropriate automated, electronic,
mechanical, or other technological
collection techniques or other forms of
information technology, e.g., permitting
electronic submission of responses.
Authority: The Paperwork Reduction
Act of 1995; 44 U.S.C. Chapter 35, as
amended; 49 CFR 1.49; and DOT Order
1351.29.
Chou-Lin Chen,
Associate Administrator, National Center for
Statistics and Analysis.
[FR Doc. 2021–22824 Filed 10–19–21; 8:45 am]
BILLING CODE 4910–59–P

VerDate Sep<11>2014

17:55 Oct 19, 2021

Jkt 256001

DEPARTMENT OF TRANSPORTATION
Office of the Secretary
[Docket No. DOT–OST–2021–0091]

Senior Executive Service Performance
Review Boards Membership
Office of the Secretary,
Department of Transportation (DOT).
ACTION: Notice of Performance Review
Board (PRB) appointments.
AGENCY:

DOT published the names of
the persons selected to serve on
Departmental PRBs.
FOR FURTHER INFORMATION CONTACT:
Anne B. Audet, Director, Departmental
Office of Human Resource Management
(202) 366–2478.
SUPPLEMENTARY INFORMATION: The
persons named below may be selected
to serve on one or more Departmental
PRBs.
SUMMARY:

(Authority: 5 U.S.C. 4314(c)(4))
Issued in Washington, DC, on September
14, 2021.
Keith E. Washington,
Deputy Assistant Secretary for
Administration.

DEPARTMENT OF
TRANSPORTATION
Federal Highway Administration
ALONZI, ACHILLE
ARNOLD, ROBERT E
BAKER, SHANA V
BEZIO, BRIAN R
BIONDI, EMILY CHRISTINE
BRIGGS, VALERIE ANNETTE

PO 00000

Frm 00092

Fmt 4703

Sfmt 4703

BURROWS, SHAY K
CHRISTIAN, JAMES C
CRONIN, BRIAN P
CURTIS, STEPHANIE
EVANS, MONIQUE REDWINE
EVERETT, THOMAS D
FINFROCK, ARLAN E JR
FLEURY, NICOLLE M
FOUCH, BRIAN J
GIGLIOTTI, DANA
GRIFFITH, MICHAEL S
HARTMANN, JOSEPH L
HESS, TIMOTHY G.
HUGHES, CAITLIN GWYNNE
JENSEN, GARY ALAN
KALLA, HARI
KEHRLI, MARK R
KNOPP, MARTIN C
LEONARD, KENNETH
LEWIS, DAVID A
LUCERO, AMY C
MAMMANO, VINCENT P
MARQUIS, RICHARD J
MCLAURY, KEVIN L
OSBORN, PETER W
PETTY, KENNETH II
POLLACK, STEPHANIE LYNN
REGAL, GERALDINE K
RICHARDSON, CHRISTOPHER S
RICHTER, CHERYL ALLEN
RICO, IRENE
ROGERS, ANDREW CHARLES
RUSNAK, ALLISON B
SCHAFTLEIN, SHARI M
SHAFFER, RHONDA C
SHEPHERD, GLORIA MORGAN
SOSA, MAYELA
STEPHANOS, PETER J
TURNER, DERRELL E
WALKER, CHERYL J
WINTER, DAVID R

E:\FR\FM\20OCN1.SGM

20OCN1