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Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices
failure. Notification must be provided to
the National Response Center within 24
hours of occurrence at the stipulated
telephone number. In addition, railroads
must report to FRA each activation
failure of a grade crossing warning
system within 15 days. Form FRA F
6180.83, ‘‘Highway-Rail Grade Crossing
Warning System Activation Failure
Report,’’ must be used for this purpose
and completed using the instructions
printed on the form. With this
information, FRA can identify the
causes of activation failures and
investigate them to determine whether
periodic maintenance, inspection, and
testing standards are effective.
Type of Request: Extension without
change of a currently approved
collection.
Affected Public: Businesses.
Form(s): FRA F 6180.83.
Respondent Universe: 784 railroads.
Frequency of Submission: On
occasion/monthly.
Total Estimated Annual Responses:
60,252.
Total Estimated Annual Burden:
5,042 hours.
Total Estimated Annual Burden Hour
Dollar Cost Equivalent: $420,107.77.
FRA informs all interested parties that
it may not conduct or sponsor, and a
respondent is not required to respond
to, a collection of information that does
not display a currently valid OMB
control number.
Authority: 44 U.S.C. 3501–3520.
Christopher S. Van Nostrand,
Deputy Chief Counsel.
[FR Doc. 2026–13785 Filed 7–7–26; 8:45 am]
BILLING CODE 4910–06–P

DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety
Administration
[Docket No. NHTSA–2026–0463]

Agency Information Collection
Activities; Submission to the Office of
Management and Budget for Review
and Approval; Request for Comment;
Crash Reporting Sampling System
(CRSS), Non-Traffic Surveillance
(NTS), and Special Study Data
Collection

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AGENCY: National Highway Traffic

Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Notice and request for
comments on a request for extension
with modification of a currently
approved information collection.
SUMMARY: In compliance with the

Paperwork Reduction Act of 1995

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(PRA), this notice announces that the
Information Collection Request (ICR)
summarized below will be submitted to
the Office of Management and Budget
(OMB) for review and approval. The ICR
describes the nature of the information
collection and its expected burden. This
document describes a currently
approved collection of information for
which NHTSA intends to seek OMB
approval for extension with
modification on NHTSA’s Crash Report
Sampling System (CRSS), Non-Traffic
Surveillance (NTS), and Special Study
Data Collection. A Federal Register
Notice with a 60-day comment period
soliciting comments on the following
information collection was published on
March 19, 2026. Two comments were
received.
DATES: Comments must be submitted on
or before August 7, 2026.
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 Barbara
Rhea, State Data Reporting Systems
Division (NSA–120), (202) 560–6724,
National Highway Traffic Safety
Administration, Room W43–313, U.S.
Department of Transportation, 1200
New Jersey Avenue SE, Washington DC
20590. Please identify the relevant
collection of information by referring to
its OMB Control Number (2127–0714).
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 OMB.
Title: Crash Report Sampling System
(CRSS), Non-Traffic Surveillance (NTS),
and Special Study Data Collection.
OMB Control Number: 2127–0714.
Form Number(s): NHTSA Form 2178,
NHTSA Form 2174.
Type of Request: Extension with
modification of a currently approved
collection of information.

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42263

Type of Review Requested: Regular.
Requested Expiration Date of
Approval: Three years from date of
approval.
Summary of the Collection of
Information: NHTSA is authorized by
49 U.S.C. 30182 and 23 U.S.C. 403 to
collect data on motor vehicle traffic
crashes to aid in the identification of
issues and the development,
implementation, and evaluation of
motor vehicle and highway safety
countermeasures to support efforts to
reduce injuries and fatalities caused by
motor vehicle crashes. The Crash Report
Sampling System (CRSS) is a voluntary
collection of data from police-reported
crashes involving all types of motor
vehicles, pedestrians, and cyclists; this
includes property damage only crashes
as well as those resulting in injuries and
fatalities. The Non-Traffic Surveillance
(NTS) is a virtual data collection effort
for collecting information about nontraffic crashes and non-crash incidents.
The NTS data provides counts and
details regarding fatalities and injuries
that occur in non-traffic crashes and in
non-crash incidents. This request for
extension is a modification to the
currently approved information
collection under OMB Control No.
2127–0714 (current expiration Date: 8/
31/2026). The current information
collection estimated the annual burden
to be 42,680 burden hours and this
request for extension decreases the
burden to 18,167 hours. This ICR is
adjusted due to (a) reducing burden
hour estimates for CRSS information
collection to reflect current efficiencies,
(b) remove the Non-Sampled Police
Jurisdiction (PJ) Crash Count Special
Study.
Description of the Need for the
Information and Proposed Use of the
Information: NHTSA is authorized by
49 U.S.C. 30182 and 23 U.S.C. 403 to
collect data on motor vehicle traffic
crashes to aid in the identification of
issues and the development,
implementation, and evaluation of
motor vehicle and highway safety
countermeasures to reduce fatalities and
the property damages associated with
motor vehicle crashes. Using this
authority, NHTSA established the Crash
Report Sampling System (CRSS), NonTraffic Surveillance (NTS) and targeted
Special Studies to collect data on motor
vehicle crashes. These data collection
efforts support the Department of
Transportation’s strategic goal for safety
by working toward the elimination of
transportation related deaths, injuries,
and property damage.

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Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices

CRSS

monoxide poisoning and hypo/
hyperthermia. The NTS non-traffic
crash data are obtained through
NHTSA’s data collection efforts for the
Crash Report Sampling System (CRSS),1
the Crash Investigation Sampling
System (CISS),2 and the Fatality
Analysis Reporting System (FARS).3
NTS also includes data outside of
NHTSA’s own data collections. 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. The
NTS non-crash fatality data is derived
from death certificate information from
the Centers for Disease Control’s
National Vital Statistics System.
This ICR only seeks approval for the
collection of data for NTS non-traffic
crash data collection from the CRSS
data collection effort. The burden for
NTS is included across three
information collections because the data
is collected differently under each of
NHTSA’s three data collection efforts
that feed into NTS. The CRSS and CISS
data collection efforts obtain NTS
applicable reports received from the
sample sites during their normal data
collection efforts for CRSS and CISS.
The FARS data collection effort
uncovers NTS applicable reports
received from the State during their
normal data collection activities for
FARS. Therefore, portions of the burden
for NTS are included in the ICRs for all
three data collection efforts.

The CRSS is a voluntary collection of
data from police-reported crashes
involving all types of motor vehicles,
pedestrians, and cyclists; this includes
property damage only crashes as well as
those resulting in injuries and fatalities.
CRSS obtains its data from a nationally
representative probability sample
selected from the estimated six million
police-reported crashes that occur
annually in the United States. By
focusing attention on police-reported
crashes, CRSS concentrates on the
crashes of greatest concern to the
highway safety community and the
public.
CRSS depends on the voluntary
participation and cooperation of State
and law enforcement agencies. This
allows NHTSA and its contractors to
access the crash reports to review, list,
and categorize the crashes. CRSS data is
solely based on crash reports. The crash
reports provide essential data: detailed
information regarding the location of the
crash, the vehicles, and the people
involved. The crash reports are official
local and State government forms that
include the location of the crash and the
pre-crash environment, explains the
number and types of vehicles involved
as well as describing the persons,
injuries and other variables to express
how the person was involved in the
crash. No personally identifiable
information is collected or released via
the CRSS data. Selected crashes are
released to the public in the annual
CRSS file following quality control
processes conducted by NHTSA. These
data files are used by NHTSA and the
public for highway safety research
purposes.

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NTS
The NTS is a data collection effort for
collecting information about counts and
details regarding fatalities and injuries
that occur in non-traffic crashes and
non-crash incidents. U.S. Congress
required the Secretary of Transportation
(NHTSA by delegation) to collect and
maintain information about fatalities
and injuries in nontraffic and non-crash
incidents in the Cameron Gulbransen
Kids Transportation Safety Act of 2007
(K.T. Safety Act) (Pub. L. 110–189).
NHTSA designed and implemented the
Non-Traffic Surveillance (NTS) study to
fulfill the requirements of the K.T.
Safety Act.
Non-traffic crashes are crashes that
occur off a public trafficway (e.g.,
private roads, parking lots, or
driveways), and non-crash incidents are
incidents involving motor vehicles but
without a crash scenario such as, carbon

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Special Studies
Initially, the previous ICR requested
approval for two special studies to be
considered.
—Non-Sampled PJ Crash Count Special
Study
—PJ Frame Evaluation Special Study
Upon reevaluation, the statisticians
determined that PJ Frame Evaluation
Special Study would be the most
beneficial for reducing underestimation
in the CRSS estimates. Consequently,
the Non-Sampled PJ Crash Count
Special Study will no longer be utilized.
However, information for both special
studies is provided below for reference.
Non-Sampled PJ Crash Count Special
Study
In addition to the CRSS data
collection, NHTSA may require a
1 The CRSS information collection is assigned
OMB Control No. 2127–0714.
2 The CISS information collection is assigned
OMB Control No. 2127–0706.
3 The FARS information collection is assigned
OBM Control No. 2127–0006.

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special study to collect crash counts
from the non-sampled CRSS
jurisdictions. The data to be collected
from the non-sampled PJs includes the
crash counts by the crash report Strata—
within in scope for CRSS, NTS
applicable, or out of scope. Nonsampled PJs are defined as PJs that
investigate motor vehicle crashes within
the CRSS Primary Sampling Units (PSU)
boundaries but are not selected for the
CRSS data collection.
The majority of the CRSS estimates
are sub-population totals and
percentages. To make these estimates
efficient, both CRSS PSU and PJ
samples were selected using probability
proportional to size sampling method.
Here the PSU and PJ crash counts were
used as the measure of size (MOS). On
the other hand, CRSS PSU and PJ
samples are panel samples—once
selected they are used for many years’
data collection. A drawback of using
panel sample is the MOS may become
outdated over time so that the estimates
become less efficient. To mitigate this
inadvertent effect, it is necessary to
collect the crash counts of the nonsampled PJs periodically and use them
together with the sampled PJ’s crash
counts to calibrate the PJ weights. The
completion of the Non-Sampled PJ
Crash Count Special Study supplements
the CRSS data collection effort to reduce
PJ frame coverage errors, sampling
variance and potential PJ non-response
bias. In addition, non-sampled counts
are also used to update the PJ frame for
future PJ sample re-selection.
There are various tasks associated
with the non-sampled PJ crash counts,
including working with the nonsampled PJs to gain access to crash
reports. Then, for an entire data
collection year, the collection of the
non-sampled PJ crash counts would
include the review of crash reports from
the non-sampled PJs that are to be
stratified and tallied.
PJ Frame Evaluation Special Study
Another special study NHTSA may
require is the CRSS PJ frame evaluation.
The current CRSS PJ sample was
selected from a PJ frame created in 2016.
However, the PJ frame is constantly
changing: new PJs start operating,
existing PJs are closed, multiple PJs are
merged into one PJ, or one PJ splits into
multiple PJs. The current CRSS PJ
sample was selected from the 2016 PJ
frame and the PJ weights were
calculated accordingly. If the PJ frame
has changed dramatically from the 2016
PJ frame, the CRSS PJ weights are no
longer correct and the CRSS estimates
may be biased. To prevent this, NHTSA

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Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices
needs to evaluate the current PJ frame.
Specifically, this includes the following:
1. The PJ frame evaluation should
identify all the current PJs (including
new PJs, closed PJs, any changes) that
provide Police Crash Report (PCRs) in
the non-Electronic Data Transfer (EDT)
PSUs.
2. For all identified PJs in the PJ
frame, collect six crash counts (total
crashes, fatal crashes, injury crashes,
pedestrian crashes, motorcycle crashes,
and commercial motor vehicle crashes).
These crash counts will be used as PJ
measurement of size for PJ sample
selection or PJ weight adjustment if
needed.
The CRSS States have a combination
of crash report access methods, which
include but are not limited to the EDT,
access to State websites and web service
transfer. The EDT is a routine automated
transfer of State crash data from a State
agency to NHTSA to support crash data
collection efforts for various crash
report data collection systems. EDT
reduces the level of effort need to share
crash data to support NHTSA recordbased and crash investigation studies.
Absent the data collected and
disseminated via the CRSS, NTS and the
two special studies, US DOT, State
Highway Safety Offices, and other traffic
safety analysts would not have
information data crucial to problem
identification and countermeasure
development for motor vehicle crashes
and non-traffic crashes, respectively.

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60-Day Notice
A Federal Register notice with a 60day comment period soliciting public
comments on the following information
collection was published on March 19,
2026 (91 FR 13397).
During the comment period, NHTSA
received a total of two comments from
two stakeholders, Insurance Institute for
Highway Safety (IIHS) and Eric Hein.
The comments from IIHS were
supportive in the extension of the CRSS
program. They stated that they rely on
the CRSS to conduct research to
improve traffic safety. They mentioned
two instances where CRSS data was
utilized to help in vehicle safety
research due to being national sample of
motor vehicle traffic crashes. NHTSA
thanks IIHS for their reassuring
comments and examples of how the
CRSS data is being utilized in their
research to prevent motor vehicle traffic
crashes. We recognize the importance of
the CRSS data to advance vehicle safety
research, and highway safety laws.
NHTSA continues to work diligently to
provide this data annually to our
stakeholders.

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The comment from Eric Hein was
critical of CRSS and he requested
numerous revisions to the ICR and datacollection practices for underride cases.
Mr. Hein’s comment supports the
proposed extension of the Crash Report
Sampling System (CRSS) but highlights
a critical flaw: underride crashes are
systematically underreported in State
police crash reports, leading to
downward-biased national injury
estimates. Mr. Heins argues this
underreporting is a practical utility
issue under the PRA. To fix this data
deficiency at the source, the comment
urges NHTSA to use its existing
authorities—such as the Section 405(c)
traffic records grant funding—to press
States to adopt a dedicated underride
data element or checkbox on police
crash report forms. The comment also
requests separate tracking for vulnerable
road user underride crashes. In response
to Mr. Hein’s comments NHTSA has
taken the following steps:
In March 2019, the Government
Accountability Office (GAO), in
response to Congressional requests,
published a report, Truck Underride
Guards, issuing three recommendations
to NHTSA on improved data collection
of underride crashes and research on
side underride guards. NHTSA has
addressed all three recommendations
and GAO has closed them. The first two
were regarding data.
Based on the results of a 2020 internal
study, NHTSA included updates to the
coding of the vehicle underride/override
data element in its crash databases for
the years 2021 and later. The following
updates are intended to improve the
accuracy of vehicle underride/override
reporting in NHTSA’s crash databases.
—Simplified underride/override coding.
—Replaced the entire coding guidance
about vehicle underride/override in
the manuals.
—Enhanced training to the analysts/
coders to note the difference in
procedures with the combination of
underride/override crashes versus a
single occurrence for the vehicle
performing the action.
—Developed new edit checks to
improve the accuracy of underride/
override coding by recording the
action of both vehicles.
In his comments, Mr. Hein also
mentioned a petition he submitted in
April 2023.The petition asked NHTSA
to update the underride data element in
FARS and CRSS, update the FARS and
CRSS manuals to provide a
standardized definition of underride,
require an underride/override checkbox
in State police crash reports, and
provide training to FARS analyst and

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CRSS coders and local police
departments, NHTSA published a
denial of the petition in April 2025
because the agency lacks the statutory
authority to mandate specific data fields
or formats on individual State crash
report forms.
Furthermore, in February 2023,
NHTSA published a draft 6th edition of
MMUCC that included the vehicle
underride/override element for public
comment. The 6th edition of MMUCC
was finalized and first published in
January 2024 to incorporate the Vehicle
Underride or Override data element.
NHTSA has made concerted efforts
and updates to how vehicle underride/
override crashes are collected in CRSS.
NHTSA has successfully addressed and
closed three 2019 GAO
recommendations by updating its crash
databases, coding guidance, and analyst
training to significantly improve
underride reporting accuracy. In
addition, NHTSA formally incorporated
the vehicle underride/override data
element into the finalized 6th edition of
the Model Minimum Uniform Crash
Criteria (MMUCC) in January 2024.
Affected Public: Various PJ and State
Agencies.
Estimated Number of Respondents:
1,367.
Frequency: Annual.
Estimated Total Annual Burden
Hours: 18,167.
Burden for CRSS and NTS
Within the 30 States or 60 CRSS PSUs
there are PJs, from which a CRSS
sampler must obtain crash reports for
listing, categorization, and sampling.
Currently, 54 PSUs provide NHTSA
data electronically—through EDT, State
website access, or web service portal.
For one State, the crash reports are
obtained through EDT and manually
since not all crashes are reported
through EDT. A total of 6 PSUs, or 37
local PJs, where crash reports collection
is conducted in the field using a
combination of electronic and manual
methods as dictated by the sample PJ’s
crash report collection methods. The
manual PJs required field samplers
which incur an increased burden due to
the labor-intensive administrative
practices and privacy protections
associated with manually accessing the
crash reports.
The annual burden estimate detailed
in Table 1 is produced by identifying
the crash report access method for each
PSU and PJ and assigning the
appropriate burden hours for that
method as outlined below. Since NTS
data is collected with CRSS data, the
burden estimates also include NTS
burdens.

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Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices

• EDT Maintenance—For PSUs
providing crash report through EDT, the
burden is estimated at five hours
annually. This accounts for yearly
updates to programming needed to
successfully transmit data, such as
updating data structures if new data
elements are added or any changes to
the state made to their crash report or
databases.
• State Website—User Access Only:
For PSUs providing crash reports via a
state repository/website or database, the
burden is estimated at 10 hours
annually per PSU and PJ in the State.
This represents time to process user
account requests, establish credentials,
and routine maintenance of the State’s
data repositories.
• State Website—User Access and
Additional Administrative Functions:
For PSUs providing crash reports
directly to NHTSA via web service or
where the State employees provide user
access accounts in addition to regularly
searches for crash reports, compiles the

lists of crashes to send to NHTSA
monthly, the burden is estimated at 60
hours annually per PSU and PJ in the
State. This represents implementation,
data transfer monitoring, and
communications with NHTSA and its
contractors.
• For PJs providing crash reports to
NHTSA via manual crash report access
methods (i.e., copying crash reports and
mailing them, and searching for recently
completed crash reports and uploading
crash reports to secure email links), the
burden is estimated at 470 hours
annually per PJ. This represents—but is
not limited to—maintaining a law
enforcement presence while the crash
reports are being reviewed, and/or
providing resources to the CRSS
sampler in order to access the crash
reports. This is the most labor extensive
access type due to the administrative
burden and the additional processes
required to protect PII. Other local PJs
may photocopy crash reports and FedEx

to the contractors or download
electronic crash reports to submit
electronically via secure email or thumb
drive monthly. This total also accounts
for States that have monthly manual
processes to identify crash reports in
their state databases, compile crash
reports and share with NHTSA.
This hourly burden was calculated
using the Bureau of Labor Statistics’
mean hourly wage estimate for Court,
Municipal, and License Clerks
(Standard Occupational Classification
#43–4031) 4 from May 2024 of $24.61.
Therefore, NHTSA estimates the hourly
wage associated with the estimated
17,820 burden hours to be $438,550.20
(17,820 hours × $24.61 per hour). The
Bureau of Labor Statistics estimates that
for State and local government workers,
wages represent 61.5% of total
compensation.5 Therefore, the total cost
of burden associated with this collection
is estimated to be $713,089. 76
($438,550.20 ÷ 0.6150).

TABLE 1—CRSS AND NTS DATA COLLECTION BURDEN HOURS
Hours per
jurisdiction
(PJ or States)

Access method

Total hours

EDT (Maintenance) ..........................................................................................................
State Website (user access only) ....................................................................................
State Website (user access and additional administrative functions) .............................
Web Service (user access and States query and compile info) .....................................
Mixed Manual ..................................................................................................................

5
10
60
60
470

14 States ...................
10 States and 2PJs ...
1 States .....................
1 State and 2 PJs .....
37 PJs .......................

70
120
60
180
17,390

Grand Total ...............................................................................................................

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

67 Respondents ........

17,820

Annually, there is the potential to
reselect PJs, which is dependent on
maintenance of cooperation and access
to crash reports. If cooperation is lost,
replacement jurisdictions are sought.
Regardless, the PJ frame is updated, and
the PJ sample is reselected every year.
However, the changes in the sampled
PJs are minimal because Pareto
sampling method is used for PJ sample
selection. Any changes to the PJ frame
could impact the reported burden rates.
For more details, please refer to Pages
29–32 of the Technical Report: https://
crashstats.nhtsa.dot.gov/Api/Public/
ViewPublication/812706.
Special Studies

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Number of
respondents
(PJ or States)

The CRSS special studies are
important to evaluate the PJ frame of the
CRSS PSUs, determine PJ weights and
measure of size for the CRSS PJ sample
selection. For NHTSA to accomplish its
4 See May 2023 National Industry-Specific
Occupational Employment and Wage Estimates, 43–
4031—Court, Municipal, and License Clerks,

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mission, motor vehicle crash data must
be of the highest quality which includes
sampling from an accurate PJ frame to
select a nationally representative sample
of crashes.
Non-Sampled PJ Crash Count Special
Study (This Study Is Removed From
This ICR)
The burden calculation for the NonSampled PJ Crash Count Special Study
is difficult to determine. Each burden
calculation is associated with the agreed
upon crash report access method for
sample sites. For non-sampled PJs we
have no established relationship nor is
it known which type of access to crash
report is feasible. Most importantly,
Non-sampled Sampled PJ Crash Count
Special Studies are conducted on an adhoc basis and not implemented every
year. We estimate that the Non-sampled
Sampled PJ Crash Count Special Study
available at Occupational Employment and Wage
Statistics (accessed December 23, 2025).
5 See Table 1. Employer Costs for Employee
Compensation by ownership for state and local

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will at most be conducted once in the
next three-year cycle. Table 2 illustrates
the burden hours for this special study
by access method.
EDT has been removed from the table
because CRSS samples from the entire
county for EDT States, therefore there is
no distinction between the non-sampled
and sampled PJs. This is an added
benefit to EDT implementation as we get
an accurate assessment of the PSU frame
by CRSS strata. State websites with user
access have non-sampled PJs however,
there is no added burden because the
initial access granted is at the state
level. State website with user access and
additional administrative functions
provide NHTSA data at the county
level, which includes both sampled and
non-sampled PJs, thus there is no
additional burden to the state.
Webservice agreements also provide
data at the county level, thus there is no
government workers, available at https://
www.bls.gov/news.release/ecec.nr0.htm (accessed
December 23, 2025).

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Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices
additional burden to the state to provide
non-sampled crash reports. States noted
as having manual methods only account
for the sampled PJs. Without established
cooperation, NHTSA can’t forecast
individual PJ’s access methods for the
purposes of the burden calculation.
Therefore, NHTSA assumes that all the
non-sampled PJs within the PSUs using
the mixed manual method will also use
this method. Thus, NHTSA estimates
136 PJs will participate in the non-

sampled special study using the mixed
manual method. The maximum burden
for the Non-Sampled PJ Crash Count
Special Study’s estimated burden is
63,920 with the possibility of reduction
with cooperative agreements finalized.
If the Non-Sampled PJ Crash Count
Special Study were to be collected once
in the next three year, dividing the
63,920 total burden hours by three
would yield an annual burden of 21,307
hours.

42267

After the statisticians revaluated the
Non-Sampled PJ Crash Count Special
Study, it was concluded that the PJ
frame evaluation and the updated six
crash counts would be the most
beneficial to reduce underestimation in
the CRSS estimates. Thus, the NonSampled PJ Crash Count Special Study
will be no longer utilized. The new
burden hours will no longer reflect this
special study in Table 4.

TABLE 2—NON-SAMPLED PJ CRASH COUNT SPECIAL STUDY BURDEN HOURS
Number of
respondents
jurisdiction
(PJ or States)

Hours per
jurisdiction

Access method

Total hours

Manual .....................................................................................................................

470

136

21,307 (470 * 136/3)

Grand Total .......................................................................................................

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

136

21,307

PJ Frame Evaluation Special Study
The activities associated with PJ
frame evaluation special study include
identifying the in-scope PJs and

collecting six crash count from the inscope PJs. NHTSA estimates there are
total 40 non-EDT PSUs and about 1,300
PJs in those non-EDT PSUs. NHTSA
anticipates approximately 16 minutes

(0.25 hours) for each PJ to prepare the
six crash counts. NHTSA estimates the
total number of hours of response
burden is about 347 hours.

TABLE 3—PJ FRAME EVALUATION SPECIAL STUDY BURDEN HOURS
Hours per
jurisdiction
(minutes)

PJ frame evaluation

Number of
respondents
jurisdiction
(PJ)

Total hours

Manual .........................................................................................................................

16

1,300

347 (16/60 * 1,300)

Grand Total ...........................................................................................................

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

1,300

347

The total cost of burden associated
with PJ frame evaluation special study
is $13,885.64 (347 hours × $24.61 per
hour/.6150 compensation) using the
same mean hourly wage estimate for
Court, Municipal and license clerks and

estimates that for State and local
government workers, wages represent
61.50% of total compensation.6
The total annual burden hours for the
CRSS, and NTS and is estimated at
18,167 (17,820 + 347) for a data

collection year when all studies are
implemented.
The total cost of burden associated
with this collection is estimated to be
$726,975.40 ($713,089.76 + $13,885.64).

TABLE 4—SUMMARY OF BURDEN CHANGES
Number of
respondents

Previous
burden
hours

CRSS ..................................

67

21,040

17,820

¥3,220

NTS .....................................
Non-sampled PJ Crash
Count Special Study.
PJ Frame Evaluation Special Study.

0
0

0
21,307

0
0

0
¥21,307

1,300

333

347

14

1,367

42,680

18,167

¥24,513

Information collections

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

New
burden
hours

Difference

Reasoning
Increased efficiencies with more States participating in
EDT and Robotic Process Automation (RPA).
Included with CRSS burden above.
This special study is removed from the data collection.
Estimated number is increased to account for newly
identified in-scope PJs during evaluation.

Estimated Total Annual Burden Cost:
$0.

There are no additional costs to
respondents participating.

Public Comments Invited: You are
asked to comment on any aspects of this

6 See Table 1. Employer Costs for Employee
Compensation by ownership for state and local

government workers, available at https://

www.bls.gov/news.release/ecec.nr0.htm (accessed
December 23, 2025).

VerDate Sep<11>2014

18:37 Jul 07, 2026

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42268

Federal Register / Vol. 91, No. 129 / Wednesday, July 8, 2026 / Notices

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
1351.29A.

UNIFIED CARRIER REGISTRATION
PLAN

The UCR Executive Director will
verify the publication of the meeting
notice on the UCR website and
distribution to the UCR contact list via
email followed by the subsequent
publication of the notice in the Federal
Register.
III. Review and Approval of
Subcommittee Agenda and Setting of
Ground Rules—UCR Finance
Subcommittee Chair
For Discussion and Possible
Subcommittee Action
The agenda will be reviewed, and the
Subcommittee will consider adopting
the agenda.

TIME AND DATE: July 9, 2026, 12:00 p.m.

to 3:00 p.m., Eastern Time.
PLACE: The meeting will be accessible

via conference call and via Zoom
Meeting and Screenshare. Any
interested person may call (i) 1–929–
205–6099 (US Toll) or 1–669–900–6833
(US Toll), Meeting ID: 990 8940 2733, to
listen and participate in this meeting.
The website to participate via Zoom
Meeting and Screenshare is https://
kellen.zoom.us/meeting/register/
Z4ODMlRCSXO6AoRSWJboug.
STATUS: This meeting will be open to the
public.
MATTERS TO BE CONSIDERED: The Unified
Carrier Registration Plan Finance
Subcommittee (the ‘‘Subcommittee’’)
will continue its work in developing
and implementing the Unified Carrier
Registration Plan and Agreement. The
subject matter of this meeting will
include:
Proposed Agenda
I. Call to Order—UCR Finance
Subcommittee Chair
The UCR Finance Subcommittee
Chair will welcome attendees, call the
meeting to order, call roll for the
Subcommittee, confirm whether a

Draft minutes from the February 19,
2026, Subcommittee meeting will be
reviewed. The Subcommittee will
consider taking action to approve.
V. 2027 Registration Fee Update—UCR
Finance Subcommittee Chair and
Executive Director
The UCR Finance Subcommittee
Chair and Executive Director will
provide an update on the 2027
registration fee recommendation.
VI. 2028 Registration Year Fee
Recommendation—UCR Finance
Subcommittee Chair, and Executive
Director
For Discussion and Possible
Subcommittee Action
The UCR Finance Subcommittee
Chair and Executive Director will
provide an update on the 2028
Registration Year fee recommendation.
The Subcommittee may recommend to
the UCR Plan Board of Directors a fee
structure for the 2028 UCR Registration
Year.
VII. Revenues From 2025 and 2026
Registration Fees—UCR Depository
Manager
The UCR Depository Manager will
review the revenues received from the

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IX. Management Report—UCR Finance
Subcommittee Chair and UCR
Depository Manager
The UCR Finance Subcommittee
Chair and UCR Depository Manager will
provide an update on UCR finances and
related topics.
X. Other Business—UCR Finance
Subcommittee Chair
The UCR Finance Subcommittee
Chair will call for any other items
Subcommittee members would like to
discuss.
XI. Adjourn—UCR Finance
Subcommittee Chair
The UCR Finance Subcommittee
Chair will adjourn the meeting.
The agenda will be available no later
than 5:00 p.m. Eastern daylight time,
July 1, 2026, at: https://plan.ucr.gov.
CONTACT PERSON FOR MORE INFORMATION:

For Discussion and Possible
Subcommittee Action

Sunshine Act Meetings

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VIII. 2025 External Financial Audit
Update—UCR Finance Subcommittee
Chair and UCR Depository Manager
The UCR Finance Subcommittee
Chair and UCR Depository Manager will
provide an update on UCR’s 2025
External Financial Audit.

IV. Review and Approval of
Subcommittee Minutes From the
February 19, 2026, Meeting—UCR
Finance Subcommittee Chair

BILLING CODE 4910–59–P

Jkt 268001

II. Verification of Publication of
Meeting Notice—UCR Executive
Director

Subcommittee action only to be taken
in designated areas on agenda.

[FR Doc. 2026–13769 Filed 7–7–26; 8:45 am]

17:03 Jul 07, 2026

2025 and 2026 plan year registration
fees.

Ground Rules

Rajesh Subramanian,
Acting Associate Administrator, National
Center for Statistics and Analysis.

VerDate Sep<11>2014

quorum is present, and facilitate selfintroductions.

Elizabeth Leaman, Chair, Unified
Carrier Registration Plan Board of
Directors, (617) 305–3783, eleaman@
board.ucr.gov.
Alex B. Leath,
Chief Legal Officer, Unified Carrier
Registration Plan.
[FR Doc. 2026–13768 Filed 7–6–26; 11:15 am]
BILLING CODE 4910–YL–P

DEPARTMENT OF VETERANS
AFFAIRS
Health Systems Research (HSR)
Scientific Merit Review Board
Federal Register Notice of Meeting
The Department of Veterans Affairs
(VA) gives notice under the Federal
Advisory Committee Act, as amended, 5
U.S.C. Ch. 10, that a meeting of the HSR
Scientific Merit Review Board will be
held September 3, 2026, from 11 a.m.–
12:30 p.m. Eastern Standard Time
(EST), via Webex. The meeting will be
open to the public from 11–11:15 a.m.
EST. The remainder of the meeting,
from 11:15 a.m.–12:30 p.m. EST, will be
closed to the public and used for
scientific review and discussion,
examination of, and reference to the
research applications. Discussions will
involve staff and consultant critiques of

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