Notice2025-15373
Agency Information Collection Activities; Submission to the Office of Management and Budget for Review and Approval; Request for Comment; Investigation-Based Crash Data Studies
Primary source
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Published
August 13, 2025
Issuing agencies
Transportation DepartmentNational Highway Traffic Safety Administration
Abstract
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 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 approval from OMB for extension with modification on NHTSA's Investigation-Based Crash Data Studies: Crash Investigation Sampling System (CISS), Special Crash Investigation (SCI) 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 April 10, 2025. NHTSA received comments from four individuals/entities.
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[Federal Register Volume 90, Number 154 (Wednesday, August 13, 2025)]
[Notices]
[Pages 39026-39033]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2025-15373]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
[Docket No. NHTSA-2025-0025]
Agency Information Collection Activities; Submission to the
Office of Management and Budget for Review and Approval; Request for
Comment; Investigation-Based Crash Data Studies
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Notice and request for comments on an extension with
[[Page 39027]]
modification of a currently approved information collection.
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SUMMARY: 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 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 approval from OMB for extension with modification
on NHTSA's Investigation-Based Crash Data Studies: Crash Investigation
Sampling System (CISS), Special Crash Investigation (SCI) 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 April 10, 2025. NHTSA received comments from four
individuals/entities.
DATES: Comments must be submitted on or before September 12, 2025.
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
<a href="http://www.reginfo.gov/public/do/PRAMain">www.reginfo.gov/public/do/PRAMain</a>. 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 John Brophy, Crash Investigation
Division (NSA-110), (202) 366-0318, National Highway Traffic Safety
Administration, W53-301, 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-
0706.
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: Investigation-Based Crash Data Studies.
OMB Control Number: 2127-0706.
Form Number: Form 1278, 1280, 2046, 2047, 2048, 2049, HS Form 433D.
Type of Request: Request for extension with modification of a
currently approved information collection.
Type of Review Requested: Regular.
Length of Approval Requested: 3 years from date of approval.
Summary of the Collection of Information: NHTSA is authorized,
under 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. For decades, NHTSA has been
investigating crashes and collecting crash data through its
Investigation-Based Crash Data Studies, namely the Crash Investigation
Sampling System (CISS), Special Crash Investigation (SCI), and specific
issue-based Special Study data collection studies. Although each of
these systems satisfy different purposes and collect data in different
manners, they all utilize the same core variables (e.g., forms),
procedures and protocols for data collection.
On November 15, 2021, the Infrastructure Investment and Jobs Act
(Pub. L. 117-58) was signed into law. The Crash Data section (section
24108) authorizes the Secretary of Transportation (NHTSA by delegation)
to use funds to enhance the collection of data under CISSS by, among
other things, including additional data collection sites and data
collection types. NHTSA is seeking approval to modify the existing
information collection to: (1) Increase the number of data collection
sites to 73; (2) Expand the type of crashes investigated to include
non-motorists, motorcycles and large vehicles (over 10,000 pounds gross
vehicle weight rating) for 2025 and future years. NHTSA has also
adjusted estimates to include the burden incurred by tow yards,
hospitals, and law enforcement agencies in responding to the
collections from the currently approved 56 to 73 data collection sites
over the next three years. The Infrastructure Investment and Jobs Act
requested that the Crash Investigation Sampling System (CISS) expand
the number of data collection sites; include more crash types (non-
motorists, motorcycles and large vehicles) and explore on-scene
response. The current approval for Investigation-Based Crash Data
Studies collection indicated a total annual 12,063 burden hours; this
request increases the total annual burden hours to 17,521. The combined
impact is an increase of 5,458 hours overall total annual burden from
the currently approved information collection.
The CISS is a nationally representative sample of passenger vehicle
crashes which focus on detailed investigation of passenger vehicle
crashes, pedestrian crashes and motor-cycle crashes. It provides
nationally representative data on fatal and nonfatal motor vehicle,
pedestrian and motorcycle crashes for use in developing and evaluating
federal motor vehicle safety standards and other safety
countermeasures. The CISS began implementation in 2015 and by 2024 was
collecting crash data from forty (40) fully operational sites. In 2024
the CISS started collecting data on pedestrian crashes. The CISS will
start collecting data on motorcycle crashes in 2025 and large vehicle
crashes in 2026. The CISS collects data at both the crash level through
scene analysis and vehicle level through vehicle damage assessment
together with injury source evidence and standardized coding.
The SCI Program is used to provide NHTSA with the most in-depth and
detailed level of crash investigation data collected by the Agency.
Generally, SCI investigations are conducted for crashes of special
interest, such as those involving new or emerging safety technologies
(e.g., those involving vehicles equipped with crash avoidance
technologies or Automated Driving Systems (ADS)), school buses,
motorcoaches, alternative fuel and hybrid vehicles, adaptive control
equipped vehicles, fires, child restraints, and those relevant to
safety defect investigations. The crash investigations are conducted to
document crash circumstances, identify injury sources, evaluate safety
countermeasure effectiveness and support Agency rulemaking actions.
Investigations are also conducted to provide early detection of alleged
or potential vehicle safety defects. Reports are generated from
investigations and all are made available to the public. The crashes
chosen for SCI investigation may be chosen throughout the year as they
arise, or be part of a planned effort to look into a particular type of
crash (such as crashes involving air bag deployment-related fatalities
and injuries).
In addition to the above-referenced CISS and SCI data collections,
NHTSA also conducts investigation-based special studies using the CISS
and SCI infrastructure to answer questions on a specific topical aspect
of vehicle and highway safety. In the special study cases, data is
typically gathered
[[Page 39028]]
remotely where documents and investigation details are requested from
investigating agencies and the data is compiled, coded, and reported on
collectively in a summary report detailing the issue. These special
studies will utilize the same infrastructure CISS and SCI, as well as
the same core variables (e.g. forms) and procedures and protocols. The
cases may be selected from an agency's data set (i.e., CISS, SCI, or
Fatality Analysis Reporting System (FARS)) or through other means
(i.e., internet searches, news articles, and public notification). The
cases may or may not be selected to provide a nationally representative
sample of crashes. In the past, using the National Automotive Sampling
System-Crashworthiness Data System (NASS-CDS) infrastructure, NHTSA
conducted several investigation-based special studies, including
studies on child occupant protection, air bag effectiveness, and
pedestrian safety among others. NASS-CDS, operated from 1979 through
2015, and was the predecessor to CISS. Two recently completed special
studies collected information on crashes that involved medium-duty
trucks (trucks between 10,001 and 26,000 lbs.), pedestrians or
pedalcyclists, and one in-progress special study is on first responders
or construction or maintenance workers struck while performing official
duties on the road.
NHTSA will also use the information collected through the CISS
infrastructure to support NHTSA's Non-Traffic Surveillance (NTS). CISS
Technicians review over a hundred and fifty thousand crash reports each
year, and some of these reports are not applicable to the CISS program,
but they may be applicable to the NTS data collection. 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. Non-traffic motor vehicle crashes are a class of
crashes that occur off the public trafficways. These crashes,
subsequently referred to as ``non-traffic crashes,'' are mostly single-
vehicle crashes on private roads, two vehicle crashes in parking
facilities, or collisions with pedestrians in driveways. In addition,
there are non-traffic incidents such as a vehicle falling on a person
underneath or an unintentional carbon monoxide poisoning inside the
vehicle. Non-traffic crash data is obtained through NHTSA's CISS, SCI,
Crash Reporting Sampling System (CRSS), and FARS.
For the standard investigation-based crash data studies acquisition
process, once a crash has been selected for investigation, crash
technicians locate, visit, measure, and photograph the crash scene;
locate, visit, inspect, and photograph involved vehicle(s); conduct a
telephone or personal interview with the involved individuals or a
surrogate (another person who can provide occupant or crash
information, such as parents for a minor or parent or spouse for a
deceased individual); and obtain and record crash injury information
received from various medical data sources. These data are used to
describe and analyze circumstances, mechanisms, and consequences of a
cross section of towed, light passenger motor vehicle crashes in the
United States. The collection of interview data aids in this effort.
For the special studies, the data is typically gathered following
similar procedures, but is targeted to a specific issue (e.g., child
occupant protection, crash causation factors) as opposed to an entire
investigation. Special Studies investigations also typically only
involve obtaining information from law enforcement, who provide access
to and a copy of the crash report where the data is not electronic.
They do not involve interviewing people involved in crashes, obtaining
medical records or inspecting the vehicles. Each special study has
specific requirements (i.e., types of crashes and/or data collected);
however, the gathering of crash reports for these studies is similar to
the gathering of crash reports in the CISS and SCI programs.
Description of the Need for the Information and Proposed Use of the
Information: NHTSA investigates real-world crashes and collects
detailed crash data through CISS, SCI, and Special Studies data
collection programs to identify the primary factors related to the
source of crashes and their injury outcomes. These detailed factors are
utilized to develop and evaluate effective safety countermeasures
including the establishment and enforcement of motor vehicle
regulations that reduce the severity of injury and property damage
caused by motor vehicle crashes. The data collected also give motor
vehicle researchers an opportunity to specify areas in which
improvements may be possible, design countermeasure programs, and
evaluate the effects of existing and proposed safety measures.
60-Day Notice: A Federal Register notice with a 60-day comment
period soliciting public comments on the following information
collection was published on April 10, 2025 (90 FR 15384). NHTSA
received comments from four individuals/entities on the 60-day notice.
None of the comments necessitate a revision of the scope of the
information collection or the estimates of the annual cost or burden
hours.
An anonymous commenter recommended collecting comprehensive data on
all motorized, non-motorized, and autonomous vehicles, with thorough
scrutiny for all manufacturers. NHTSA replied that it is expanding data
collection to cover a broader range of vehicle types and applies
consistent scrutiny across all vehicle technologies.
Comments From Jocelyn Crowell and NHTSA's Responses
Jocelyn Crowell endorsed expanding crash data collection to more
sites and crash types, emphasizing its importance for traffic safety,
addressing rising fatalities--particularly pedestrian deaths--and
enabling better policymaking. NHTSA responded, noting the expansion
aligns with IIJA requirements and will improve data for safety
initiatives.
Comments From David Viano and NHTSA's Responses
The comments from David Viano were highly critical of the CISS
program and did not, in the agency's opinion, reflect the current
program or its operations. CISS offers vast improvements over its
predecessor program in many areas such as sample design, IT
infrastructure, and injury data. Additionally, CISS delivers
stakeholders more precise scene and vehicle information, which was one
of the major requests of modernizing our data systems. The commenter's
observations are addressed in detail below.
The commenter observed that ``[s]ampling frequencies for crash
selection are incorrect,'' asserting that the current CISS crash
sampling frequencies underrepresent older vehicles. Sampling is based
on vehicle age (10% new, 6% mid-aged, 6% old) rather than injury
severity, which the commenter alleges leads to database-wide bias. The
commenter suggested that an alternative distribution--5%:5%:12%--would
better capture crashes involving older vehicles, which he argues are
critical for understanding the influence of socioeconomic status and
driver behavior.
NHTSA's Response: Prior to the planned CISS expansion, the sampling
frame covered all towed passenger vehicle crashes involving newer or
older vehicles and resulting in all levels of injures or no injuries.
The CISS target sample allocations (sampling frequencies) were valid
prior to the program's expansion and remain so after adjustments
required by the addition of
[[Page 39029]]
new crash types. It was determined based on the data needs from the
agency and outside stakeholders. Prior to the development of CISS,
NHTSA completed a data needs assessment which included seeking input
from the agency and outside stakeholders through the Federal Register
and conducting a listening session to gain additional insight (see
NHTSA-2012-0084 at <a href="http://www.regulations.gov">www.regulations.gov</a>). The feedback received from the
assessment indicated high interests in crashes involving newer vehicles
and/or serious injuries which are rare in the crash population. Please
refer to NHTSA's Review of the National Automotive Sampling System:
Report to Congress for more information.\1\ To meet these analytic
objectives, NHTSA established ten analysis domains and the target
sample allocation that oversamples crashes involving newer vehicles
and/or serious injuries. The original target sample allocation was 10%,
6%, 6% for domains 2, 5, and 8, respectively. This allocation was
revised to 8%, 6%, 6% in 2020 because NHTSA increased the number of
sampled cases per site, but crash population for domain 2 did not have
enough cases to be selected. For more detailed information on the
target sample allocation, refer to the Crash Investigation Sampling
System (CISS) 2023 Analytical User's Manual.\2\ To account for the
unequal selection probabilities and other complex sample design
features such as stratification and clustering, NHTSA applies a multi-
step weighting process to produce unbiased, nationally representative
estimates. For more information on the CISS sample design and
weighting, please refer to Crash Investigation Sampling System: Sample
Design and Weighting.\3\
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\1\ <a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812128">https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812128</a>.
\2\ <a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813664">https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813664</a>.
\3\ <a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812804">https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812804</a>.
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The commenter asserts that ``[w]eighting factors for serious injury
are incorrect, particularly for some multi-vehicle crashes,'' pointing
out that NHTSA gives the same weight to all vehicles in a crash, even
if the injury severity is very different. The commenter argues that
doing so can overrepresent minor injuries in newer cars and
underrepresent serious injuries in older ones.
NHTSA's Response: CISS selects cases (crashes) through a three-
stage sample design. The case weight is calculated by taking the
inverse of the selection probability for each sampled case. The case
weights are used to make nationally representative estimates for CISS
crashes as well as the vehicles and persons involved in those crashes.
Therefore, all vehicles and persons involved in a crash have the same
case weight.
The high case weights are valid. CISS has a small sample size
(~3,000 cases) and uses an unequal selection probability sample design.
The weight is determined by the police crash report (PCR) selection
probability, which includes the oversampling factor, as well as other
stage sampling components such as the primary sampling unit (PSU)
selection probability and police jurisdiction (PJ) selection
probability. For cases with extremely high case weights, NHTSA
implements truncation adjustment in the weighting process. The example
provided would be a domain 3 case. Typically, crashes in this domain do
not have high weights. In 2023 CISS, the highest case weight for domain
3 is about 3,000. The maximum case weight in the 2023 CISS is around
20,000.
The commenter stated that ``NASS-CDS estimates of fatalities do not
match census counts in FARS,'' and asserted that the same problems
presumably exist with CISS.
NHTSA's Response: NHTSA is seeking approval only for the data
collections specified in this request. NASS-CDS is not a data
collection within this ICR. This assertion regarding NASS-CDS falls
outside the scope of this ICR.
The purpose of CISS is to support in-depth analysis of crashes
involving towed passenger vehicles nationwide. Correspondingly, the
CISS target population represents crashes where at least one passenger
vehicle is towed from the scene (for any reason). NHTSA achieves this
representation by calibrating CISS case weights to the population crash
counts by the ten analysis domains (domain 1: fatal crashes, domain 2,
5, 8: serious injury crashes, domain 3, 6, 9: injury crashes, 3, 7, 10:
no injury crashes) to address potential coverage errors or bias due to
the small sample size. These population crash counts are collected from
all police jurisdictions (sampled or non-sampled) in the sampled PSUs.
NHTSA's decision to stop investigating older vehicles in 2009 was
made in relation to the NASS-CDS, a legacy system that is no longer
operational. CISS makes effort to access and inspect all vehicles
involved in the sampled cases regardless of the vehicle age and towed
reason.
The commenter argues that the complex statistical methods used,
like Pareto sampling and Jackknife weights, lack proper validation
especially at the PSU level. He believes these methods rely on unproven
assumptions and are applied without a practical understanding of real-
world crash deaths and serious injuries.
NHTSA's Response: CISS uses a complex sample design that is based
on valid methods such as multi-stage clustering, stratification, and
unequal selection probability sampling. The PSU sample is selected by
stratified probability proportion to size (PPS) sampling which is the
most common and validated sampling method. The PSU sample is a scalable
sample which has allowed NHTSA to seamlessly expand data collection
sites, as specified in the IIJA legislation. Please refer to the Crash
Investigation Sampling System: Sample Design and Weighting \4\ for more
detailed information on the CISS PSU sample.
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\4\ <a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812804">https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812804</a>.
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NHTSA calibrates PSU weights to the U.S. residential population
count to address the population shifts. The second stage (PJ) sample is
selected using a stratified Pareto sampling. The Pareto sampling method
is approximately PPS and provides flexibility to address annual PJ
frame changes. The third stage (Police Crash Report) sample also uses
Pareto sampling method to select replacement cases when NHTSA is unable
to access the vehicle for investigation. Replacement case selection
framework greatly increases the vehicle acquisition rates thereby
producing more useful cases for analysis in CISS.
For variance estimation, NHTSA provides the adjusted Jackknife
replicate weights to capture the gain in efficiency due to the weight
adjustments. Users can also use the Taylor Series method, Jackknife
method, or other variance estimation methods provided in statistical
software such as SAS. Please refer to the Crash Investigation Sampling
System: Design Overview, Analytic Guidance, and FAQs \5\ for more
information on using other variance estimation methods.
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\5\ <a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812801">https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812801</a>.
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The commenter claims that CISS ``[m]ethods lack common sense
validation of sampling methods, procedures and results,'' asserting
that these methods haven't been compared to known data sources--like
matching CISS or NASS-CDS fatality estimates with FARS data or
comparing serious injury estimates with hospital records. He argues
that these checks should have been done both nationwide and at
individual PSU sites.
[[Page 39030]]
NHTSA's Response: NHTSA's sampling methods used to select a
nationally representative sample of towed passenger vehicle crashes are
valid. NHTSA also uses statistically sound methodology to produce
weights and estimates. CISS case weights are calibrated to the CISS
population crash counts by the ten analysis domains (domain 1: fatal
crashes, domain 2, 5, 8: serious injury crashes, domain 3, 6, 9: injury
crashes, 3, 7, 10: no injury crashes) to address potential coverage
errors or bias due to the small sample size. The population crash
counts are collected from all police jurisdictions (sampled or non-
sampled) within the sampled PSUs.
The commenter claims that CISS produces ``[p]oorer quality case
investigations compared to the earlier NASS-CDS,'' stating that ``CISS
cases fail to: (a) adequately photograph vehicle structural damage, (b)
measure intrusion at the seating area of injured occupants, (c)
adequately photograph interior contact points for each injured occupant
and (d) describe the precrash movements of vehicles, violations of
traffic signs/signal. Overall, CISS cases are a degradation from NASS-
CDS case files. There is large variability in quality among different
PSU sites, demonstrating a lack of oversight and quality assurance
across PSUs.''
NHTSA's Response: Each of the items in this part of comment will be
addressed below. In response to claims that ``CISS cases fail to . .
.''
(a) adequately photograph vehicle structural damage: The CISS crash
investigations publish much more highly detailed information than the
NASS-CDS, relying on program protocols developed with input from law
enforcement and salvage yards. Highly trained investigators make every
effort to document crash-involved vehicles and produce high-quality
images whenever they are accessible. Furthermore, documenting vehicle
structural damage is not permitted as investigators are prohibited from
removing or altering vehicle components during their inspections.
(b) measure intrusion at the seating area of injured occupants:
CISS measures intrusion, defined as any inward displacement of the
internal boundary surface of the passenger compartment caused by direct
or indirect damage resulting from external crushing forces applied to
the vehicle, on all available vehicles. Intrusions measuring less than
three centimeters are not considered significant and are therefore
excluded from documentation.
When a CISS-applicable vehicle is towed from the crash scene, a
thorough interior inspection is required. This inspection must include
intrusion documentation for all sectors of the vehicle's interior, as
well as an overall intrusion value for adjacent cargo areas. Seat
positions are not used to define intrusion sectors (although seats are
contained within these sectors); instead, each row is divided into
equidistant zones, allowing for the assessment of areas that may lack a
designated seat position (e.g., center zone of the first row).
Intrusion measurements are recorded for each sector along the
longitudinal, lateral, and vertical axes. In cases where law
enforcement imposes restrictions--such as prohibiting technicians from
touching or entering the vehicle--estimated intrusions are determined
as accurately as possible dependent on unique circumstances.
(c) adequately photograph interior contact points for each injured
occupant: The prevention of deaths and reduction of injuries are the
primary goals of the CISS program--identifying occupant contact points
within vehicles is a critically important part of this process.
Identifying contact points and injury involved physical components
provide valuable insight into which body regions may have sustained
injuries during crashes.
When crash technicians identify evidence that occupant contact
points/injury involved physical components, these vehicle components
are carefully documented and photographed. Established CISS protocols
emphasize thorough inspections of photographs of vehicle interiors to
locate all potential occupant contact points.
Accurately identifying occupant contact evidence is a specialized
skill developed over time. This process can be complicated by factors
such as post-crash extrication, lag times between the crash and
inspection dates, and vehicle storage practices at salvage yards.
(d) describe the precrash movements of vehicles, violations of
traffic signs/signals: CISS crash data collections capture detailed
information about vehicle movement leading up to a crash, using the
following precrash variables:
i. Driver's Distraction/Inattention to Driving (Prior to Recognition of
Critical Event)
ii. Pre-Event Movement (Prior to Recognition of Critical Event)
iii. Critical Precrash Category
iv. Critical Precrash Event
v. Attempted Avoidance Maneuver
vi. Pre-Impact Stability
vii. Pre-Impact Location
viii. Crash Type
These precrash variables are designed to identify the following:
i. What was this vehicle doing just prior to the critical precrash
event?
ii. What made this vehicle's situation critical?
iii. What was the avoidance response, if any, to this critical
situation?
iv. What was the movement of the vehicle just prior to impact?
It is important to note that CISS does not assess driver
culpability. While some scenarios may suggest fault, any such
implication is coincidental and not intentional within the design of
the program.
Sub comment in part (d): Overall, CISS cases are a degradation from
NASS-CDS case files. There is large variability in quality among
different PSU sites, demonstrating a lack of oversight and quality
assurance across PSUs.
Data quality remains NHTSA's priority and CISS represents a
significant advancement over NASS-CDS across several key program areas:
1. Statistical Improvement: CISS features improved statistical
methodologies, including better weighting due to the larger number of
sites. Additionally, all collected data is incorporated into the SAS
file, with many more datasets available. In contrast, NASS often
collected more data, but a substantial portion was not included in the
statistical files. More comprehensive explanations of the sample design
and statistical methods used in CISS are provided in the responses to
the commenter's above assertions. Additional details regarding the CISS
sample design and weighting methodology are also available
online.<SUP>6 7</SUP>
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\6\ Zhang, F., Subramanian, R., Chen, C.-L., & Young Noh, E.Y.
(2019, September; Revised 2024, October). Crash Investigation
Sampling System: Design overview, analytic guidance, and FAQs
(Report No. DOT HS 812 801). National Highway Traffic Safety
Administration.
\7\ Zhang, F., Noh, E.Y., Subramanian, R., & Chen, C.-L. (2019,
September). Crash Investigation Sampling System: Sample design and
weighting (Report No. DOT HS 812 804). Washington, DC: National
Highway Traffic Safety Administration.
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2. Enhanced Data Collection: The acquisition rates for towed
vehicles and Event Data Recorder (EDR) data are significantly improved,
leading to less missing data and more comprehensive datasets overall.
3. More Detailed Injury Coding: CISS implements a more complex and
refined injury coding scheme, offering a greater level of detail and
accuracy in injury classification.\8\
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\8\ Documenting Injuries in NHTSA's CISS Program, ESV Paper
Number 17-0173, Mynatt, et. al.
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4. Advanced Field Data Collection: CISS employs superior data
collection techniques, such as total station
[[Page 39031]]
measurements, replacing the older methods of roller wheels and tape
measures. This enhances both the precision and reliability of field
data.\9\
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\9\ Improved Field Measurement in NHTSA's CISS Program, ESV
Paper Number 17-0174, Mynatt, et. al.
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5. Expanded EDR Manufacturer Support: CISS supports a broader range
of EDR manufacturers, including Hyundai/Kia and Tesla, which were not
available in NASS. This enables more comprehensive data collection
across different vehicle models.
Comments From IMMI and NHTSA's Responses
IMMI, a manufacturer of passive safety products for heavy vehicles,
supports NHTSA's expansion of crash data collection to include heavy
vehicle crashes. IMMI highlights the importance of this data for
improving occupant safety by better understanding crash dynamics and
injury causes. NHTSA acknowledges and agrees with IMMI that expanded
data collection for heavy vehicles is essential for advancing safety
and understanding injury mechanisms specific to these crashes.
Program: CISS
Affected Public: People involved in select motor vehicle crashes,
law enforcement jurisdictions that provide access to and a copy of the
crash report where the data is not electronic; hospitals that provide a
copy of the injured occupant's medical treatment of injuries; and tow
or salvage lot facilities that provide access to the storage facility
to inspect the vehicle.
Estimated Number of Respondents: 37,157.
Frequency: On Occasion.
Estimated Number of Responses: 92,095 (32,850 + 21,424 + 1,550 +
21,763 + 14,508).
Estimated Total Annual Burden Hours: 17,245 hours (10,950 + 1,071 +
388 + 3,627 + 1,209).
The CISS crash data acquisition system includes 5 information
collections. The first information collection covers the collection of
information from individuals involved in crashes via interview. The
estimated number of interview respondents is obtained by multiplying
the approximate number of crashes investigated each year by the average
number of interviews per crash. Based on existing data, each CISS crash
involves an average of approximately 2.25 individuals. NHTSA estimates
that CISS conducts investigations on 14,600 crashes per year.
Therefore, NHTSA estimates that there will be 32,850 respondents per
year (14,600 crashes x 2.25 respondents per crash).
The respondents are contacted only once; however, in rare
circumstances follow-up questions may be needed to clarify data. The
interview requires approximately 20 minutes of a respondent's time on
average. CISS conducts interviews for approximately 14,600 crashes per
year, which NHTSA estimates takes about 45 minutes per crash (2.25
respondents x 20 minutes). Therefore, the estimated total annual burden
hours for the collection of information from individuals involved in
crashes for CISS is 10,950 hours ((14,600 crashes x 45 minutes) / 60
minutes/hour).
In addition to interviews, crash technicians and investigators must
obtain official records to initiate and complete the cases. These
records include police crash reports and medical records. The second
information collection under CISS is for the collection of crash
records from sampled police jurisdictions. NHTSA estimates that there
are 412 sample police jurisdictions annually. To estimate the burden to
sampled police jurisdictions, NHTSA multiplied the average number of
visits per year by the average burden per visit and the number of
police jurisdictions. On average, each of the 412 sampled police
jurisdictions are queried weekly (or 52 times per year) and each query
is estimated to take 3 minutes. Accordingly, NHTSA estimates the total
annual burden for sampled police jurisdictions to be 2.6 hours per
respondent (3 minutes x 52 visits) and 1,071 hours for all respondents
(2.6 hours x 412 police jurisdictions = 1,071.2 hours).
The third information collection under CISS is for the collection
of crash records from non-sampled police jurisdictions. Based on
existing CISS data, there are 775 non-sampled jurisdictions annually.
To estimate the burden to non-sample police jurisdictions, NHTSA
multiplied the average number of visits per year by the average burden
per visit and the number of non-sampled police jurisdictions. On
average, each of the 775 non-sampled police jurisdictions are visited
twice annually and each query is estimated to take 15 minutes.
Accordingly, NHTSA estimates the total burden for non-sampled police
jurisdictions to be 30 minutes per respondent (15 minutes x 2 visits)
and 388 hours for all respondents ((30 minutes x 775 non-sampled police
jurisdictions) / 60 minutes/hour) = 388 hours).
The fourth information collection under CISS is for the collection
of medical records from hospitals. Based on existing data, CISS
collects an average of 21,763 records each year from an average of 628
hospitals. NHTSA estimates that a hospital spends 10 minutes for each
record requested. Accordingly, NHTSA estimates the total annual burden
to be 3,627 hours ((21,763 records x 10 minutes) / 60 minutes/hour) and
estimates that each hospital will, on average, spend 5.78 hours
providing the requested information each year (3,627 hours / 628
hospitals).
The fifth information collection under CISS is for the collection
from tow yards necessary to gain access to and locate a vehicle that
was involved in a crash. Typically, a tow facility operator just needs
to give the crash technician permission to enter the yard to inspect
the vehicle and involves approximately 5 minutes of staff time. CISS
data shows an average of 14,508 visits to tow facilities per year, and
NHTSA estimates 2,510 tow facilities will be visited annually.
Accordingly, NHTSA estimates the total annual burden to be 1,209 hours
((14,508 visits x 5 minutes) / 60 minutes/hour) and estimates that each
tow facility will, on average, spend 28.91 minutes providing the
requested information each year ((1,209 hours x 60 minutes) / 2,510
facilities).
Accordingly, NHTSA estimates that the total burden associated with
the CISS data acquisition system is 17,245 hours (10,950 + 1,071 + 388
+ 3,627 + 1,209).
Estimated Total Annual Burden Cost: $0.
There are no capital, start-up, or annual operation and maintenance
costs involved in this collection of information. The respondents would
not incur any reporting costs from the information collection beyond
the opportunity or labor costs associated with the burden hours. The
respondents also would not incur any recordkeeping burden or
recordkeeping costs from the information collection.
Program: Special Crash Investigation (SCI)
Affected Public: People involved in select motor vehicle crashes,
law enforcement jurisdictions that provide access to and a copy of the
crash report where the data is not electronic; hospitals that provide a
copy of the injured occupant's medical treatment of injuries; and tow
or salvage lot facilities that provide access to the storage facility
to inspect the vehicle.
Estimated Number of Respondents: 500.
Frequency: On occasion (typically once per year).
[[Page 39032]]
Estimated Number of Responses: 500 (200 + 100 + 100 + 100).
Estimated Total Annual Burden Hours: 109 hours (67 + 17 + 17 + 8).
The SCI crash data acquisition system includes 4 information
collections. The first information collection covers the collection of
information from individuals involved in crashes via interview. The
estimated number of interview respondents is obtained by multiplying
the approximate number of crashes investigated each year by the average
number of interviews per crash. Based on existing data, each SCI crash
involves an average of approximately 2 individuals. NHTSA estimates
that SCI conducts investigations on approximately 100 crashes per year.
Therefore, NHTSA estimates that there will be 200 respondents per year
(100 crashes x 2 respondents per crash).
The respondents are contacted only once; however, in rare
circumstances follow-up questions may be needed to clarify data. The
interview requires approximately 20 minutes of a respondent's time on
average. SCI conducts interviews for approximately 100 crashes per
year, which NHTSA estimates takes about 40 minutes per crash (2
respondents x 20 minutes). Therefore, the estimated total annual burden
hours for the collection of information from individuals involved in
crashes for SCI is approximately 67 hours ((100 crashes x 40 minutes) /
60 minutes/hour = 66.67).
In addition to interviews, crash technicians and investigators must
obtain official records to initiate and complete the cases. These
records include police crash reports and medical records. The second
information collection under SCI is for the collection of crash records
from police jurisdictions. The SCI investigators contact an estimated
100 police jurisdictions once per year and require approximately 10
minutes of staff time per police jurisdiction. To estimate the burden
to these police jurisdictions, NHTSA multiplied the average number of
visits per year by the average burden per visit and the number of
police jurisdictions. Accordingly, NHTSA estimates the total annual
burden for police jurisdictions to be 10 minutes per respondent (10
minutes x1 query per year) and 17 hours for all respondents ((10
minutes x 100 police jurisdictions) / 60 minutes/hour = 16.67 hours).
The third information collection under SCI is for the collection of
medical records from hospitals. Based on existing data, SCI collects an
average of 100 records each year from 100 hospitals (1 request per
hospital per year). NHTSA estimates that a hospital spends 10 minutes
for each record requested. Accordingly, NHTSA estimates the total
annual burden to be 17 hours ((100 records x 10 minutes) / 60 minutes/
hour = 16.67 hours) and estimates that each hospital will, on average,
spend 10 minutes providing the requested information each year (10
minutes x 1 record request per year).
The fourth information collection under SCI is for the collection
from tow yards necessary to gain access to and locate a vehicle that
was involved in a crash. Typically, a tow facility operator just needs
to give the crash technician permission to enter the yard to inspect
the vehicle and involves approximately 5 minutes of staff time. SCI
conducts approximately 100 visits to tow facilities per year, and NHTSA
estimates that 100 tow facilities will be visited annually (1 request
per facility per year). Accordingly, NHTSA estimates the total annual
burden to be 8 hours ((100 visits x 5 minutes) / 60 minutes/hour = 8.33
hours) and estimates that each tow facility will, on average, spend 5
minutes providing the requested information each year.
Accordingly, NHTSA estimates that the total burden associated with
the SCI data acquisition system is 109 hours (67 + 17 + 17 + 8).
Estimated Total Annual Burden Cost: $0.
There are no capital, start-up, or annual operation and maintenance
costs involved in this collection of information. The respondents would
not incur any reporting costs from the information collection beyond
the opportunity or labor costs associated with the burden hours. The
respondents also would not incur any recordkeeping burden or
recordkeeping costs from the information collection.
Program: Special Studies
Affected Public: Law enforcement jurisdictions that provide access
to and a copy of the crash report where the data is not electronic.
Estimated Number of Respondents: 1,000.
Frequency: On occasion (typically once per year).
Estimated Number of Responses: 1,000.
Estimated Total Annual Burden Hours: 167 hours.
There is only one information collection for Special Studies in
this ICR. This ICR only covers special studies involving remote-level
investigations.\10\ Accordingly, these remote-level investigations do
not involve interviews of individuals involved in crashes, collection
of medical records from hospitals, or visits to tow facilities.
Instead, these special studies only involve the collection of
information from police jurisdictions.
---------------------------------------------------------------------------
\10\ If NHTSA intends to conduct a special study that is not
remote, it will seek separate clearance.
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NHTSA estimates that the special studies will involve, on average,
1,000 police jurisdictions each year and require approximately 10
minutes of staff time per police jurisdiction. The total annual hour
burden on jurisdictions for special studies information is estimated to
be 167 hours (1 visit x 10 minutes x 1,000 jurisdictions / 60 minutes/
hour = 166.67).
Estimated Total Annual Burden Cost: $0.
There are no capital, start-up, or annual operation and maintenance
costs involved in this collection of information. The respondents would
not incur any reporting costs from the information collection beyond
the labor costs associated with the burden hours. The respondents also
would not incur any recordkeeping burden or recordkeeping costs from
the information collection.
Estimated Total Annual Burden Hours All Programs: 17,521 hours.
The total estimated annual burden hours to all respondents for this
ICR is 17,521 hours. The table below provides a summary of the
estimated annual burden hours.
----------------------------------------------------------------------------------------------------------------
Number of Burden per Total annual
Information collection title Number of responses (per response Burden per burden
respondents respondent) (min) respondent (hours)
----------------------------------------------------------------------------------------------------------------
CISS: Interviews with 32,850 32,850 (1) 20 20 minutes 10,950
Individuals Involved in Crashes
[[Page 39033]]
CISS: Collection of Police 412 21,424(52) 3 156 minutes 1,071
Records from Sampled (2.6 hours)
Jurisdictions..................
CISS: Collection of Police 775 1,550 (2) 15 30 minutes 388
Records from Non-Sampled
Jurisdictions..................
CISS: Collection of Medical 628 21,763 10 5.78 hours 3,627
Records........................ (34.665)
CISS: Access to Tow Yards....... 2,510 14,508 (5.78) 5 28.9 minutes 1,209
SCI: Interviews with Individuals 200 200 (1) 20 20 minutes 67
Involved in Crashes............
SCI: Collection of Police 100 100 (1) 10 10 minutes 17
Records........................
SCI: Collection of Medical 100 100 (1) 10 10 minutes 17
Records........................
SCI: Access to Tow Yards........ 100 100 (1) 5 5 minutes 8
Special Studies: Collection of 1,000 1000 (1) 10 10 minutes 167
Police Records.................
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Total:...................... 38,675 .............. .............. .............. 17,521
----------------------------------------------------------------------------------------------------------------
Estimated Total Annual Burden Cost All Programs: $0.
There is no capital, start-up, or annual operation and maintenance
costs involved in this collection of information. The respondents would
not incur any reporting costs from the information collection beyond
the labor costs associated with the burden hours. The respondents also
would not incur any recordkeeping burden or recordkeeping costs from
the information collection.
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 1351.29A.)
Chou-Lin Chen,
Associate Administrator, National Center for Statistics and Analysis.
[FR Doc. 2025-15373 Filed 8-12-25; 8:45 am]
BILLING CODE 4910-59-P
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</html>Indexed from Federal Register on August 13, 2025.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.