[House Hearing, 118 Congress]
[From the U.S. Government Publishing Office]


                    THE FUTURE OF AUTOMATED COMMERCIAL 
                 MOTOR VEHICLES: IMPACTS ON SOCIETY, THE 
                 SUPPLY CHAIN, AND U.S. ECONOMIC LEADERSHIP

=======================================================================

                                (118-26)

                                HEARING

                               BEFORE THE

                            SUBCOMMITTEE ON
                          HIGHWAYS AND TRANSIT

                                 OF THE

                              COMMITTEE ON
                   TRANSPORTATION AND INFRASTRUCTURE
                        HOUSE OF REPRESENTATIVES

                    ONE HUNDRED EIGHTEENTH CONGRESS

                             FIRST SESSION

                               __________

                           SEPTEMBER 13, 2023

                               __________

                       Printed for the use of the
             Committee on Transportation and Infrastructure
             
[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]             


     Available online at: https://www.govinfo.gov/committee/house-
     transportation?path=/browsecommittee/chamber/house/committee/
                             transportation
                             
                               __________
  
                                
                    U.S. GOVERNMENT PUBLISHING OFFICE                    
53-915  PDF                 WASHINGTON : 2023                    
          
-----------------------------------------------------------------------------------     

             COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

  Sam Graves, Missouri, Chairman
Rick Larsen, Washington,             Eric A. ``Rick'' Crawford, 
  Ranking Member                     Arkansas
Eleanor Holmes Norton,               Daniel Webster, Florida
  District of Columbia               Thomas Massie, Kentucky
Grace F. Napolitano, California      Scott Perry, Pennsylvania
Steve Cohen, Tennessee               Brian Babin, Texas
John Garamendi, California           Garret Graves, Louisiana
Henry C. ``Hank'' Johnson, Jr.,      Georgiavid Rouzer, North Carolina
Andre Carson, Indiana                Mike Bost, Illinois
Dina Titus, Nevada                   Doug LaMalfa, California
Jared Huffman, California            Bruce Westerman, Arkansas
Julia Brownley, California           Brian J. Mast, Florida
Frederica S. Wilson, Florida         Jenniffer Gonzalez-Colon,
Donald M. Payne, Jr., New Jersey       Puerto Rico
Mark DeSaulnier, California          Pete Stauber, Minnesota
Salud O. Carbajal, California        Tim Burchett, Tennessee
Greg Stanton, Arizona,               Dusty Johnson, South Dakota
  Vice Ranking Member                Jefferson Van Drew, New Jersey,
Colin Z. Allred, Texas                 Vice Chairman
Sharice Davids, Kansas               Troy E. Nehls, Texas
Jesus G. ``Chuy'' Garcia, Illinois   Lance Gooden, Texas
Chris Pappas, New Hampshire          Tracey Mann, Kansas
Seth Moulton, Massachusetts          Burgess Owens, Utah
Jake Auchincloss, Massachusetts      Rudy Yakym III, Indiana
Marilyn Strickland, Washington       Lori Chavez-DeRemer, Oregon
Troy A. Carter, Louisiana            Chuck Edwards, North Carolina
Patrick Ryan, New York               Thomas H. Kean, Jr., New Jersey
Mary Sattler Peltola, Alaska         Anthony D'Esposito, New York
Robert Menendez, New Jersey          Eric Burlison, Missouri
Val T. Hoyle, Oregon                 John James, Michigan
Emilia Strong Sykes, Ohio            Derrick Van Orden, Wisconsin
Hillary J. Scholten, Michigan        Brandon Williams, New York
Valerie P. Foushee, North Carolina   Marcus J. Molinaro, New York
                                     Mike Collins, Georgia
                                     Mike Ezell, Mississippi
                                     John S. Duarte, California
                                     Aaron Bean, Florida

                  Subcommittee on Highways and Transit

    Eric A. ``Rick'' Crawford, 
        Arkansas, Chairman
Eleanor Holmes Norton,               Daniel Webster, Florida
  District of Columbia, Ranking Memberhomas Massie, Kentucky
Jared Huffman, California            Mike Bost, Illinois
Chris Pappas, New Hampshire          Doug LaMalfa, California
Marilyn Strickland, Washington       Pete Stauber, Minnesota
Patrick Ryan, New York               Tim Burchett, Tennessee
Robert Menendez, New Jersey          Dusty Johnson, South Dakota
Val T. Hoyle, Oregon,                Jefferson Van Drew, New Jersey
  Vice Ranking Member                Troy E. Nehls, Texas
Valerie P. Foushee, North Carolina   Lance Gooden, Texas
Grace F. Napolitano, California      Tracey Mann, Kansas
Steve Cohen, Tennessee               Burgess Owens, Utah
Henry C. ``Hank'' Johnson, Jr., Georgiady Yakym III, Indiana
Julia Brownley, California           Lori Chavez-DeRemer, Oregon
Greg Stanton, Arizona                Chuck Edwards, North Carolina
Colin Z. Allred, Texas               Thomas H. Kean, Jr., New Jersey
Jesus G. ``Chuy'' Garcia, Illinois   Anthony D'Esposito, New York
Seth Moulton, Massachusetts          Eric Burlison, Missouri
Emilia Strong Sykes, Ohio            Derrick Van Orden, Wisconsin
John Garamendi, California           Brandon Williams, New York
Dina Titus, Nevada                   Marcus J. Molinaro, New York
Salud O. Carbajal, California        Mike Collins, Georgia
Jake Auchincloss, Massachusetts      John S. Duarte, California,
Mark DeSaulnier, California            Vice Chairman
Rick Larsen, Washington (Ex Officio) Aaron Bean, Florida
                                     Sam Graves, Missouri (Ex Officio)

 
                                CONTENTS

                                                                   Page

Summary of Subject Matter........................................   vii

                 STATEMENTS OF MEMBERS OF THE COMMITTEE

Hon. Eric A. ``Rick'' Crawford, a Representative in Congress from 
  the State of Arkansas, and Chairman, Subcommittee on Highways 
  and Transit, opening statement.................................     1
    Prepared statement...........................................     3
Hon. Eleanor Holmes Norton, a Delegate in Congress from the 
  District of Columbia, and Ranking Member, Subcommittee on 
  Highways and Transit, opening statement........................     5
    Prepared statement...........................................     6
Hon. Rick Larsen, a Representative in Congress from the State of 
  Washington, and Ranking Member, Committee on Transportation and 
  Infrastructure, opening statement..............................     6
    Prepared statement...........................................     8

                               WITNESSES

Chris Urmson, Cofounder and Chief Executive Officer, Aurora 
  Innovation, Inc., oral statement...............................    10
    Prepared statement...........................................    12
Jeff Farrah, Executive Director, Autonomous Vehicle Industry 
  Association, oral statement....................................    24
    Prepared statement...........................................    25
Chris Spear, President and Chief Executive Officer, American 
  Trucking Associations, oral statement..........................    34
    Prepared statement...........................................    36
Catherine Chase, President, Advocates for Highway and Auto 
  Safety, oral statement.........................................    45
    Prepared statement...........................................    47

                       SUBMISSIONS FOR THE RECORD

Submissions for the Record by Hon. Eric A. ``Rick'' Crawford:
    Statement of the Commercial Vehicle Safety Alliance..........   107
    Letter of September 12, 2023, to Hon. Eric A. ``Rick'' 
      Crawford, Chairman, and Hon. Eleanor Holmes Norton, Ranking 
      Member, Subcommittee on Highways and Transit, and Hon. Sam 
      Graves, Chairman, and Hon. Rick Larsen, Ranking Member, 
      Committee on Transportation and Infrastructure, from Gary 
      Shapiro, President and Chief Executive Officer, and India 
      Herdman, Manager of Policy Affairs, Consumer Technology 
      Association................................................   109
    Letter of September 11, 2023, to Hon. Eric A. ``Rick'' 
      Crawford, Chairman, and Hon. Eleanor Holmes Norton, Ranking 
      Member, Subcommittee on Highways and Transit, from Gautam 
      Narang, Chief Executive Officer and Cofounder, Gatik.......   110
    Letter of September 13, 2023, to Hon. Eric A. ``Rick'' 
      Crawford, Chairman, and Hon. Eleanor Holmes Norton, Ranking 
      Member, Subcommittee on Highways and Transit, from Kathryn 
      Branson, Executive Director, Partnership for Transportation 
      Innovation and Opportunity.................................   112
    Letter of September 12, 2023, to Hon. Eric A. ``Rick'' 
      Crawford, Chairman, and Hon. Eleanor Holmes Norton, Ranking 
      Member, Subcommittee on Highways and Transit, from John 
      Samuelsen, International President, Transport Workers Union 
      of America, AFL-CIO........................................   115
Statement of the International Brotherhood of Teamsters, 
  Submitted for the Record by Hon. Eleanor Holmes Norton.........   116
Letter of September 13, 2023, to Hon. Eric A. ``Rick'' Crawford, 
  Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, 
  Subcommittee on Highways and Transit, from Nathaniel F. 
  Wienecke, Senior Vice President, American Property Casualty 
  Insurance Association, Submitted for the Record by Hon. Rudy 
  Yakym III......................................................   120

                                APPENDIX

Question to Chris Urmson, Cofounder and Chief Executive Officer, 
  Aurora Innovation, Inc., from Hon. Rick Larsen.................   123
Questions to Chris Spear, President and Chief Executive Officer, 
  American Trucking Associations, from Hon. Rick Larsen..........   124
Questions to Catherine Chase, President, Advocates for Highway 
  and Auto Safety, from:
    Hon. Rick Larsen.............................................   124
    Hon. Greg Stanton............................................   130

[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]


                           September 8, 2023

    SUMMARY OF SUBJECT MATTER

    TO:      LMembers, Subcommittee on Highways and Transit
    FROM:  LStaff, Subcommittee on Highways and Transit
    RE:      LSubcommittee Hearing on ``The Future of Automated 
Commercial Motor Vehicles: Impacts on Society, the Supply 
Chain, and U.S. Economic Leadership''
_______________________________________________________________________


                               I. PURPOSE

    The Subcommittee on Highways and Transit of the Committee 
on Transportation and Infrastructure will meet on Wednesday, 
September 13, 2023, at 10:00 a.m. ET in 2167 of the Rayburn 
House Office Building to receive testimony on ``The Future of 
Automated Commercial Motor Vehicles: Impacts on Society, the 
Supply Chain, and U.S. Economic Leadership.'' The purpose of 
this hearing is to allow Members of the Subcommittee to explore 
the impact of automated commercial motor vehicle (CMV) 
deployment and its potential impact on our economy, the 
transportation and logistics industry, and supply chains, while 
enhancing safety and maintaining American leadership in the AV 
industry. The Subcommittee will hear from Aurora Innovations, 
Inc.; the Autonomous Vehicle Industry Association (AVIA); the 
American Trucking Associations (ATA); and Advocates for Highway 
Safety.

                             II. BACKGROUND

    Automated vehicles (AVs), including self-driving cars and 
automated trucks and buses, are vehicles in which the safety-
critical control functions (e.g., steering, acceleration, or 
braking) can occur without direct driver input and enable 
autonomous operation.\1\ The AV marketplace is a dynamic and 
rapidly evolving sector, and AV deployment has the potential to 
revolutionize transportation and the supply chain by offering 
increased efficiency, safety, and convenience.\2\ The market is 
attracting significant investment from established automotive 
manufacturers, technology companies, and startups. With current 
research, regulatory developments, and infrastructure 
investments, the AV marketplace is poised for growth, and will 
transform transportation systems and the future movement of 
people and goods. According to the United States Department of 
Transportation (DOT), there were roughly 1,400 AVs operating 
nationwide in 2019.\3\ By the end of 2022, there were 1,500 AVs 
operating in California alone.\4\ Beyond California, there are 
robust ongoing AV operations in Arizona, Texas, Nevada, and 
elsewhere.\5\ There are approximately 84 AV companies active in 
the United States, operating in 30 states and 120 cities.\6\
---------------------------------------------------------------------------
    \1\ Nat'l Hwy. Traffic Safety Admin., Crash Avoidance Automated 
Vehicles, available at https://one.nhtsa.gov/Research/Crash-Avoidance/
Automated-Vehicles.
    \2\ John Leonard, et. al., Autonomous Vehicles, Mobility, and 
Employment Policy: The Roads Ahead, MIT Task Force on Work of the 
Future, (July 2022), available at https://workofthefuture.mit.edu/wp-
content/uploads/2020/11/2020-Research-Brief-Leonard-Mindell-
Stayton3.pdf.
    \3\ Darrell Etherington, Over 1,400 self-driving vehicles are now 
in testing by 80+ companies across the US, Tech Crunch, (June 11, 
2019), available at https://tcrn.ch/3fUunoP.
    \4\ State of California Department of Motor Vehicles, 2022 
Autonomous Milage Reports, available at https://urldefense.com/v3/
__https:/www.dmv.ca.gov/portal/file/2022-autonomous-
mileage-reports-csv/__;!!Bg5easoyC-OII2vlEqY8mTBrtW-
N4OJKAQ!LMKJz4QhIaowG5Kw_
5cXjA1ip2I1NAsefQaL3UDwP5SXTP7KvZLuHoNFTzRDg64Zjsp1FK4Ef85M3z_fkC_
7FRqsX7sRjc-UA4I$.
    \5\ Ready to Launch, Autonomous Vehicles in the U.S., Alliance for 
Automotive Innovation, (December 2022), available at https://
www.autosinnovate.org/posts/papers-reports/AV%20Report.pdf.
    \6\ Id.
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                          III. AV TECHNOLOGIES

SYSTEMS_

    AVs generally work by using a combination of three systems:
     LA global positioning system (GPS) or other 
mapping system that defines the starting and ending point of 
the drive;
     LA sensor system composed of cameras, lasers, 
radar, or lidar (a technology that measures distance using 
laser light) that detects dynamic and variable roadway 
conditions; and
     LA computer system that can turn the information 
from the mapping system and sensor systems into a driving 
action, which is typically executed by the vehicle's internal 
electronic network.\7\
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    \7\ How Self-driving Cars Work: Sensor Systems, Udacity, (Mar. 3, 
2021), available at https://www.udacity.com/blog/2021/03/how-self-
driving-cars-work-sensor-systems.html.
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LEVELS OF AUTOMATION_

    The Society of Automotive Engineers International developed 
six standardized, internationally adopted definitions to 
describe levels of automation in motor vehicles. These levels 
are:

Level 0...................................  The human driver does all
                                             the driving.
 
Level 1...................................  An advanced driver
                                             assistance system (ADAS) on
                                             the vehicle can sometimes
                                             assist the human driver
                                             with either steering or
                                             braking/accelerating, but
                                             not both simultaneously.
 
Level 2...................................  An ADAS on the vehicle can
                                             itself actually control
                                             both steering and braking/
                                             accelerating simultaneously
                                             under some circumstances.
                                             The human driver must
                                             continue to pay full
                                             attention (``monitor the
                                             driving environment'') at
                                             all times and perform the
                                             rest of the driving tasks.
 
Level 3...................................  An Automated Driving System
                                             (ADS) on the vehicle can
                                             itself perform all aspects
                                             of the driving task under
                                             some circumstances. In
                                             those circumstances, the
                                             human driver must be ready
                                             to take back control at any
                                             time when the ADS requests
                                             the human driver to do so.
                                             In all other circumstances,
                                             the human driver performs
                                             the driving task.
 
Level 4...................................  An ADS on the vehicle can
                                             itself perform all driving
                                             tasks and monitor the
                                             driving environment--
                                             essentially, do all the
                                             driving--in certain
                                             circumstances. The human
                                             need not pay attention in
                                             those circumstances.
 
Level 5...................................  An ADS on the vehicle can do
                                             all the driving in all
                                             circumstances. The human
                                             occupants are just
                                             passengers and need never
                                             be involved in driving.\8\
 

    Only\\ vehicles equipped with levels 3, 4, or 5 automation 
are considered automated vehicles. The combination of hardware 
and software that automates control functions of AVs is called 
the automated driving system (ADS).\9\ Vehicles with levels 0-2 
automation are considered equipped with automated driver 
assistance systems (ADAS). Many vehicles available today are 
equipped with some automation (levels 1-2), which includes 
features such as automatic emergency braking and lane 
centering.\10\ Although there are vehicles equipped with level 
3 automation, level 4 and 5 are not yet commercially available. 
However, many trucking companies have partnered with self-
driving technology firms and are testing trucks with level 4 
service, and some jurisdictions are providing level 4 
autonomous transit service.\11\
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    \8\ Id.
    \9\ Nat'l Hwy. Traffic Safety Admin., Automated Vehicles for 
Safety, available at https://www.nhtsa.gov/technology-innovation/
automated-vehicles-safety#::text=An%20automated
%20driving%20system%20(ADS,human%20driver%20to%20do%20so [hereinafter 
AVs for Safety].
    \10\ SAE Levels of Driving AutomationTM Refined for 
Clarity and International Audience, SAE Internat'l., (May 3, 2021), 
available at https://www.sae.org/blog/sae-j3016-update.
    \11\ Cumberland CID Launches Autonomous Shuttle Pilot Program, 
Plans for Future Growth, Cumberland Community Improvement District, 
(Jul. 25, 2023), available at https://cumberlandcid.org/cumberland-cid-
launches-autonomous-shuttle-pilot-program-plans-for-future-growth/.
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                         IV. SAFETY ENHANCEMENT

    AVs have the potential to drastically increase vehicle 
safety and reduce motor vehicle crashes and deaths. In 2021, 
42,939 people were killed in motor vehicle crashes on the 
Nation's roadways, equating to a fatality rate of 1.37 per 100 
million vehicle miles traveled (VMT).\12\ Deaths associated 
with large truck crashes totaled 5,788 in 2021.\13\ Crashes 
involving large trucks represented approximately 13 percent of 
the total fatal crashes and large truck VMT represented 
approximately 10 percent of total VMT of all motor 
vehicles.\14\ However, the critical pre-crash event for nearly 
three-quarters of fatalities involving large trucks crashes was 
another vehicle, person, animal, or object in the large truck's 
lane or encroaching into it.\15\ The remaining one-quarter of 
the large truck crashes had critical pre-crash events of their 
own movement or loss of control, and 87 percent was due to 
driver behavior (speeding, lack of sleep, inattentiveness, 
etc.).\16\
---------------------------------------------------------------------------
    \12\ Nat'l Hwy Traffic Safety Admin., Overview of Motor Vehicle 
Traffic Crashes in 2021, (April 2023), available at https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813435.
    \13\ DOT, Nat'l Hwy. Traffic Safety Admin., Traffic Safety Facts 
2021 Data, Large Trucks, (June 2023), available at https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813452.
    \14\ Id.
    \15\ DOT, Fed. Motor Carrier Safety Admin., Large Truck and Bus 
Crash Facts, (2019), available at https://www.fmcsa.dot.gov/safety/
data-and-statistics/large-truck-and-bus-crash-facts-
2019#::text=Below%20is%20a%20summary%20of%20some%20of%20the,percent%20b
etween
%202009%20and%202019.%20...%20More%20items.
    \16\ Id.; DOT, FMCSA, Large Truck Crash Causation Study, (July 
2007), available at https://www.fmcsa.dot.gov/safety/research-and-
analysis/large-truck-crash-causation-study-analysis-brief
---------------------------------------------------------------------------
    The National Highway Traffic Safety Administration (NHTSA) 
estimated that total fatalities and the fatality rate on the 
Nation's roadways decreased to 42,795 and 1.35 per 100 million 
VMT in 2022; however, roadway traffic crashes continue to be a 
leading cause of death for people ages 1-54.\17\ Although there 
has been significant progress in incorporating safety features 
in both vehicles and infrastructure, enacting traffic safety 
laws reinforced with public and driver education, and improved 
health care outcomes; traffic fatalities have not fallen below 
32,479 (2011) or below a rate of 1.08 per 100 million VMT 
(2014).\18\
---------------------------------------------------------------------------
    \17\ See Nat'l Hwy. Traffic Safety Admin., Traffic Safety Facts, 
(Apr. 2023), available at https://www.nhtsa.gov/press-releases/traffic-
crash-death-estimates-2022#::text=The%20National
%20Highway%20Traffic%20Safety%20Administration%20has%20released,as%20com
pared
%20to%2042%2C939%20fatalities%20reported%20for%202021; Centers for 
Disease Control and Prevention, Road Traffic Injuries and Deaths--A 
Global Problem, (Jan. 10, 2023), available at https://www.cdc.gov/
injury/features/global-road-safety/index.html.
    \18\ Centers for Disease Control and Prevention, Achievements in 
Public Health, 1900-1999 Motor-Vehicle Safety: A 20th Century Public 
Health Achievement, (May 14, 1999), available at https://www.cdc.gov/
mmwr/preview/mmwrhtml/mm4818a1.htm; Fatality Facts 2021 Yearly 
Snapshot, Insurance Institute for Hwy. Safety, (May 2023), available at 
https://www.iihs.org/topics/fatality-statistics/detail/yearly-snapshot.
---------------------------------------------------------------------------
    DOT's research has indicated that up to 94 percent of 
serious crashes involve human factors.\19\ However, last year 
the Chair of the National Transportation Safety Board (NTSB) 
criticized that statistic as ``misleading.'' \20\ More 
recently, the General Services Administration (GSA) states that 
98 percent of crashes are caused by human error.\21\ In 2021, 
NHTSA's data showed that deadly crashes due to behavioral 
factors increased significantly.\22\ For example, alcohol 
related fatalities increased by 14 percent between 2020 and 
2021.\23\ AVs can mitigate or correct driver error, and level 5 
AVs have the potential to remove the need for a human driver 
from the chain of events that lead to a crash. Therefore, there 
is potential to significantly increase safety for drivers, 
passengers, and other road users, and reduce the economic costs 
of crashes.\24\ Trucking and technology firms are currently 
testing the technology to ensure that AVs can and will respond 
appropriately in complex traffic and varying roadway 
conditions.\25\
---------------------------------------------------------------------------
    \19\ DOT, Nat'l Hwy. Traffic Safety Admin., 2016 Fatal Motor 
Vehicle Crashes: Overview, (Oct. 2017), available at https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812456.
    \20\ NTSB's Homendy Calls DOT's Serious Crash Stat Misleading, 
Transportation Topics News (Jan. 18, 2022), available at https://
www.ttnews.com/articles/ntsbs-homendy-calls-dots-serious-crash-stat-
misleading.
    \21\ GSA., Crashes Are No Accident, (last accessed Aug. 31, 2023), 
available at https://drivethru.gsa.gov/DRIVERSAFETY/
DistractedDrivingPosterA.pdf.
    \22\ DOT., Nat'l Hwy Traffic Safety Admin., Overview of Motor 
Vehicle Traffic Crashes in 2021, (Apr. 2023), available at https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813435.
    \23\ Id.
    \24\ AVs for Safety, supra note 9.
    \25\ Id.
---------------------------------------------------------------------------
    For example, in April 2022, a driver-supervised Tu-Simple 
autonomous truck crashed into a concrete barricade on I-10 in 
Arizona.'' \26\ TuSimple acknowledged that its computer system 
responded to an outdated command, and both it and the safety 
driver bore responsibility for the crash.
---------------------------------------------------------------------------
    \26\ Rebecca Bellan, TuSimple Addresses Autonomous Truck Crash 
During Q2 Earnings Call. Tech Crunch, (Aug. 2, 2022), available at 
https://techcrunch.com/2022/08/02/tusimple-addresses-autonomous-truck-
crash-during-q1-earnings/.
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              V. INFRASTRUCTURE AND INSPECTION CHALLENGES

INFRASTRUCTURE CHALLENGES_

    Transportation officials are evaluating the role of road 
infrastructure in the safe deployment of AVs. The Federal 
Highway Administration (FHWA) is evaluating the role of 
infrastructure in the deployment of AVs and what Federal action 
may be necessary. This includes researching what data is needed 
to update infrastructure, modeling how AVs may impact traffic 
operations, and awarding grants to allow states and localities 
to pursue their own research.\27\
---------------------------------------------------------------------------
    \27\ DOT, Nat'l Sci. & Tech. Council, Ensuring American Leadership 
in Automated Vehicle Technologies: Automated Vehicles 4.0, (Jan. 2020) 
available at https://www.transportation.gov/sites/dot.gov/files/2020-
02/EnsuringAmericanLeadershipAVTech4.pdf [hereinafter Automated 
Vehicles 4.0].
---------------------------------------------------------------------------
    Stakeholders have noted that roadways and traffic control 
devices--which include signs and lane markings--will likely 
need to be in a state of good repair for optimal operation of 
Level 2 and Level 3 AVs.\28\ Making improvements to roadway 
infrastructure will be helpful to all users.\29\ For example, 
wider pavement markers could benefit older human drivers in 
addition to AVs.\30\ Today, both AVs and human drivers benefit 
from contrasting pavement markings, especially in areas of high 
glare.\31\ In addition, the Manual on Uniform Traffic Control 
Devices (MUTCD) sets the minimum national standard for traffic 
control devices on public roadways, but allows states some 
flexibility in how they comply with these standards.\32\ 
Therefore, traffic control devices are not uniform across all 
states.\33\
---------------------------------------------------------------------------
    \28\ Response to Fed. Hwy. Admin. Request for Information from 
Muhammad Amer, Dir., Transp. & Development Institute, American Society 
of Civil Engineers to Martin C. Knopp, Assoc. Adm'r for Operations, 
Fed. Hwy. Admin., (Mar. 5, 2018), available at https://
www.regulations.gov/comment/FHWA-2017-0049-0079; Comments in the 
Federal Register, Automated Driving Systems, American Traffic Safety 
Services Association, (Mar. 17, 2023), available at https://
www.regulations.gov/comment/FHWA-2017-0049-0067.
    \29\ Addressing The Roadway Safety Crisis: Building Safer Roads For 
All: Hearing Before the Subcomm. on Highways and Transit of the H. 
Comm. on Transp. and Infrastructure, 118th Cong. (2023).
    \30\ Id.
    \31\ Id.
    \32\ See 23 U.S.C. Sec.  109; DOT, FHWA, Manual on Uniform Traffic 
Control Devices Overview, (Sep. 14, 2022), available at https://
mutcd.fhwa.dot.gov/kno-overview.htm; DOT, FHWA, Who Uses the MUTCD? And 
How?, (Sep. 14, 2022), available at https://mutcd.fhwa.dot.gov/kno-
users.htm.
    \33\ Comments in the Federal Register, Automated Driving Systems, 
American Traffic Safety Services Association, (Mar. 17, 2023), 
available at https://www.regulations.gov/comment/FHWA-2017-0049-0067.
---------------------------------------------------------------------------
    FHWA is in the process of updating the National MUTCD. In 
December 2020, FHWA published a Notice of Proposed Rulemaking 
(NPRM) to amend the MUTCD with, among other modifications, new 
guidance focused on accommodating AVs.\34\ This rulemaking is 
underway, and a proposed final rule was submitted to the Office 
of Management and Budget's Office of Information and Regulatory 
Affairs (OIRA) on June 13, 2023.\35\
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    \34\ Nat'l Standards for Traffic Control Devices: Manual on Uniform 
Traffic Control Devices for Streets and Highways; Revision, 23 C.F.R. 
pts 470, 635, 655, (Dec. 14, 2020), available at https://
www.regulations.gov/document/FHWA-2020-0001-0001.
    \35\ Off. of Mgmt. & Budget, Exec. Off. of the President, Budget of 
the United States Government, Regulatory Actions Currently Under Review 
by Agency (2023).
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ENHANCED VEHICLE INSPECTIONS_

    Before each trip, a CMV driver must inspect their vehicle 
(called a pre-trip inspection) and ensure it is in safe 
operating condition.\36\ After the trip, a driver must prepare 
and sign a post trip inspection report.\37\ Further, every 
commercial vehicle, including each segment of a combination 
vehicle, must undergo a periodic inspection at least once every 
12 months.\38\
---------------------------------------------------------------------------
    \36\ DOT, Fed. Motor Carrier Safety Admin., The Motor Carrier 
Safety Planner 5.2.2 Vehicle Inspections, available at https://
csa.fmcsa.dot.gov/SafetyPlanner/MyFiles/SubSections.aspx?
ch=22&sec=65⊂=148.
    \37\ Id.
    \38\ Id.
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    Traditionally, roadside and weight inspections rely on 
assistance and information provided to the inspector by the CMV 
driver. CMV drivers may be directed to stop at a weigh station, 
inspection station, and/or be subject to a roadside inspection 
performed to the standards of a Commercial Motor Vehicle Safety 
Alliance (CVSA) North American Standard Inspection. CVSA trains 
CMV inspectors, and the Federal Motor Carrier Safety 
Administration (FMCSA) incorporated CVSA's certification 
standards for roadside inspections, as required by the Fixing 
America's Surface Transportation Act (FAST) (P.L. 114-94).\39\
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    \39\ Fixing America's Surface Transportation Act of 2015, Pub. L. 
No. 114-94, 129 Stat. 1537.
---------------------------------------------------------------------------
    Reflecting the changes required for inspecting automated 
trucks, in October 2022, CVSA announced an Enhanced CMV 
Inspection Program for Autonomous Truck Motor Carriers that 
``establishes a no-defect, point-of-origin inspection program 
for ADS-equipped commercial motor vehicles.'' \40\ The program, 
now underway, includes an enhanced inspection standard and 
procedure for motor carriers operating ADS vehicles and a 40-
hour CVSA training course and exam for motor carrier personnel 
who will be conducting the inspections.'' \41\
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    \40\ CVSA Announces New Enhanced CMV Inspection Program for 
Autonomous Truck Motor Carriers, CVSA, (Oct. 4, 2022), available at 
https://www.cvsa.org/news/new-enhanced-cmv-inspection-program/.
    \41\ Id.
---------------------------------------------------------------------------
    The new inspection program requires a CVSA trained 
inspector to perform an enhanced pre-trip inspection before 
dispatch and in-transit inspections throughout the trip. In 
addition, the ADS vehicle is required to communicate to law 
enforcement while in-motion that it passed the origin/
destination inspection, its automated driving systems (as a 
whole) are functioning, and it is operating within its 
operational design domain. Those ADS vehicles will then bypass 
fixed inspection sites. En-route roadside inspections of ADS 
vehicles by law enforcement officials would be limited to 
situations where an imminent hazard is observed or during a 
post-crash investigation. In addition, all ADS vehicles must be 
able to respond to law enforcement should an officer attempt to 
pull over a vehicle. Any truck, trailer, or commercial motor 
vehicle combination that fails the Enhanced CMV Inspection 
Procedure at the point of dispatch must be repaired.\42\
---------------------------------------------------------------------------
    \42\ Id.
---------------------------------------------------------------------------

                         VI. REGULATORY ACTIONS

FEDERAL ACTIONS_

    As automated vehicles are still in development, AV 
regulatory regimes are still in their beginning stages.\43\ At 
the Federal level, AV safety is overseen by NHTSA. Although 
there is no overarching Federal framework for AVs, DOT has 
taken preliminary steps to adapt its regulatory regime. Since 
2016, DOT has released several iterations of voluntary guidance 
for AVs, the latest being the ``Automated Vehicles 
Comprehensive Plan'' and ``Ensuring American Leadership in 
Automated Vehicle Technologies: Automated Vehicles 4.0.'' \44\ 
In December 2020, NHTSA published an Advance Notice of Proposed 
Rulemaking (ANPRM) seeking public comment on the potential 
development of a framework of principles to govern AV 
safety.\45\
---------------------------------------------------------------------------
    \43\ Automated Vehicles 4.0, supra note 27.
    \44\ Id.
    \45\ Framework for Automated Driving System Safety, 49 C.F.R. pt. 
571, (Dec. 3, 2020), available at https://www.regulations.gov/document/
NHTSA-2020-0106-0001.
---------------------------------------------------------------------------
    Since private companies are in the early stages of 
developing, testing, and piloting AVs and AV technologies, 
there is little publicly available data on collision rates and 
vehicle safety.\46\ NHTSA encourages automated vehicle 
manufacturers to submit Voluntary Safety Self-Assessments 
(VSSAs) demonstrating their approaches to safe testing and 
deployment of AVs.\47\ To date, 28 companies have submitted 
VSSAs to NHTSA.\48\ NHTSA also encourages AV companies to 
voluntarily disclose information, including location and type 
of vehicle, through the Automated Vehicle Transparency and 
Engagement for Safe Testing (AV TEST) tracking tool.\49\ All of 
this information is publicly available. In June 2021, NHTSA 
issued a Standing General Order that requires AV manufacturers 
and operators to report crashes to the agency.\50\
---------------------------------------------------------------------------
    \46\ Automated Vehicles 4.0, supra note 27.
    \47\ Nat'l Hwy Traffic Safety Admin., Automated Driving Systems 
2.0: A Vision for Safety, (Sept. 2017), available at https://
www.nhtsa.gov/sites/nhtsa.gov/files/documents/13069a-
ads2.0_090617_v9a_tag.pdf.
    \48\ Nat'l Hwy Traffic Safety Admin., Voluntary Safety Self-
Assessment, available at https://www.nhtsa.gov/automated-driving-
systems/voluntary-safety-self-assessment.
    \49\ Nat'l Hwy Traffic Safety Admin., AV TEST Initiative, (last 
accessed Aug. 31, 2023), available at https://www.nhtsa.gov/automated-
vehicle-test-tracking-tool.
    \50\ Nat'l Hwy Traffic Safety Admin., Standing General Order on 
Crash Reporting for Levels of Driving Automation 2-5, (Apr. 2023), 
available at https://www.nhtsa.gov/laws-regulations/standing-general-
order-crash-reporting-levels-driving-automation-2-5.
---------------------------------------------------------------------------
    The FMCSA establishes Federal Motor Carrier Safety 
Regulations (FMCSRs), which set minimum safety standards for 
motor carriers and drivers.\51\ In May 2019, FMCSA released an 
ANPRM requesting comments on FMCSRs that may need to be 
updated, modified, or eliminated to facilitate the safe 
introduction of automated commercial motor vehicles.\52\ 
Potentially affected FMCSRs included Licensing and Driver 
Qualifications, Hours of Service, and Safe Driving.\53\ In 
February 2023, FMCSA published a Supplemental Advance Notice of 
Proposed Rulemaking (SANPRM), asking for additional information 
related to topics such as vehicle inspection and maintenance, 
remote driver oversight, credentialing, oversight, and the need 
for potential drug testing requirements for remote vehicle 
assistants; and the potential for developers, Original 
Equipment Manufacturers (OEMs), and fleets to begin alerting 
FMCSA in real time about where they are doing testing and 
operations.\54\ The SANPRM is currently under internal agency 
review.
---------------------------------------------------------------------------
    \51\ DOT, Fed. Motor Carrier Safety Admin., The Motor Carrier 
Safety Planner, available at https://csa.fmcsa.dot.gov/SafetyPlanner/
Default.aspx.
    \52\ Fed. Motor Carrier Safety Admin., Automated Driving Systems 
(ADS) for Commercial Motor Vehicles (CMVs); Request for Comments 
Concerning Federal Motor Carrier Safety Regulations (FMCSRs) Which May 
Be a Barrier to the Safe Testing and Deployment of ADS-Equipped CMVs on 
Public Roads, (Mar. 26, 2018), https://www.regulations.gov/docket/
FMCSA-2018-0037.
    \53\ United States Dep't of Transp., Fed. Motor Carrier Safety 
Admin., Automated Driving Systems (ADS) Policy Development for 
Commercial Vehicle Operations, FMCSA, (Mar. 10, 2021), available at 
https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2021-03/
ART%20Forum%202021
%20Automated%20Driving%20Systems%20Policy%20Update.pdf.
    \54\ Safe Integration of Automated Driving Systems Equipped 
Commercial Motor Vehicle, 88 Fed. Reg. 6691, (Feb. 1, 2023), available 
at https://www.federalregister.gov/documents/2023/02/01/2023-02073/
safe-integration-of-automated-driving-systems-ads-equipped-commercial-
motor-vehicles-cmvs.
---------------------------------------------------------------------------
    Additionally, in March 2023, FMCSA announced it had 
received an application from Waymo LLC and Aurora Operations, 
Inc. for a five-year exemption from the required placement of 
warning devices (ex. emergency triangles) around a stopped CMV; 
the required steady-burning lamps for warning devices; and the 
ability to use a warning device for stopped vehicles is not 
currently allowed by FMCSA rules. Waymo and Aurora are seeking 
the exemption in order to operate CMVs operated by a Level 4 
ADS equipped with warning beacons mounted on the truck cab in 
lieu of traditional warning devices placed around a stopped 
autonomous CMV, as required by current regulations.\55\ The 
exemption request is currently under internal agency review.
---------------------------------------------------------------------------
    \55\ Parts and Accessories Necessary for Safe Operation; Exemption 
Application From Waymo LLC, and Aurora Operations, Inc., 88 Fed. Reg. 
13489,13490, (Mar. 3, 2023), available at https://
www.federalregister.gov/documents/2023/03/03/2023-04385/parts-and-
accessories-necessary-for-safe-operation-exemption-application-from-
waymo-llc-and-aurora.
---------------------------------------------------------------------------

STATE AND LOCAL ACTIONS_

    In lieu of a Federal AV framework, 41 states and the 
District of Columbia have enacted legislation or issued 
executive orders related to AVs.\56\ Most of these state 
actions are intended to encourage AV development and 
testing.\57\ Some of these actions incorporate AVs into the 
state's broader regulatory framework, including operating 
authorities, safety standards, licensing and registration 
requirements, and liability laws.\58\
---------------------------------------------------------------------------
    \56\ Autonomous Vehicles State Bill Tracking Database, National 
Conference of State Legislatures, (Feb. 15, 2023), available at https:/
/www.ncsl.org/research/transportation/autonomous-vehicles-legislative-
database.aspx.
    \57\ Id.
    \58\ Id.
---------------------------------------------------------------------------
    Some state legislatures have considered legislation to 
prohibit autonomous trucks over 10,000 pounds without a 
designated safety driver. Most recently in June 2023, such 
legislation passed the California Assembly.\59\ Currently, the 
legislation is pending in the California Senate. On August 15, 
2023, a letter was sent detailing Governor Newsom's 
Administration's opposition to the proposal.\60\
---------------------------------------------------------------------------
    \59\ Chorus Grows in Opposition of California's Proposed Driverless 
Truck Ban, Commercial Carrier Journal, (Jul 10, 2023), available at 
https://www.ccjdigital.com/equipment-controls/autonomous/article/
15541790/chorus-grows-in-opposition-of-californias-driverless-truck-
ban.
    \60\ Jeremy White, Gavin Newsom Sides with the Robots in Autonomous 
Vehicle Debate, Politico, (Aug. 23, 2023), available at https://
www.politico.com/news/2023/08/23/gavin-newsom-autonomous-vehicles-
00112358.
---------------------------------------------------------------------------

                    VII. SUPPLY CHAIN OPPORTUNITIES

INCREASED EFFICIENCIES_

    Reducing crashes, and their resulting delays, would 
increase the efficiency of truck operations and increase the 
capacity and throughput on our roads.\61\ Traffic optimization, 
a potential benefit of AVs, would reduce commuting times.\62\ 
AVs have the potential to improve fleet utilization. For 
example, without a human driver, trucks could potentially run 
more continuously, without the need for human drivers to 
rest.\63\ Further, increases in productivity resulting from AVs 
may result in faster delivery and quicker commuting time.\64\ 
Productivity increases together with operational savings would 
result in lower trucking freight rates that could be passed on 
to the consumer.\65\
---------------------------------------------------------------------------
    \61\ Liao, Liu, Tang, Mu, and Huang, Decision-Making Strategy on 
Highway for Autonomous Vehicles Using Deep Reinforcement Learning, 
IEEE, (Sept. 2020), available at https://ieeexplore.ieee.org/document/
9190040.
    \62\ Haotian Zhong, et. al., Will autonomous vehicles change auto 
commuters' value of travel time?, Science Direct, (June 2020), 
available at https://www.sciencedirect.com/
science/article/abs/pii/
S1361920919311010#::text=Autonomous%20vehicles%20co.
    \63\ DOT, Driving Automation Systems in Long-Haul Trucking and Bus 
Transit, (Jan. 2021), available at https://www.transportation.gov/
sites/dot.gov/files/2021-01/Driving%20Automation
%20Systems%20in%20Long%20Haul%20Trucking%20and%20Bus%20Transit%20Prelimi
nary
%20Analysis%20of%20Potential%20Workforce%20Impacts.pdf.
    \64\ C&D Logistics, The Benefits of Going Driverless, (last 
accessed Aug. 31, 2023), available at https://www.cdlogistics.ca/
freight-news/the-benefits-of-going-driverless/.
    \65\ Nat'l Hwy Traffic Safety Admin., United States Department of 
Transportation Releases `Preparing for the Future of Transportation: 
Automated Vehicles 3.0', (Oct. 4, 2018), available at https://
www.nhtsa.gov/press-releases/us-department-transportation-releases-
preparing-future-transportation-automated [hereinafter Automated 
Vehicles 3.0].
---------------------------------------------------------------------------

WORKFORCE IMPACTS_

    While it is difficult to determine the exact impact AVs 
will have on the Nation's workforce, automating the task of 
driving commercial motor vehicles could dramatically change 
professional driving careers in numerous ways. These could 
include altered job responsibilities and changes in wages and 
quality of life.\66\
---------------------------------------------------------------------------
    \66\ Id.
---------------------------------------------------------------------------
    The ATA estimated that the shortage of qualified drivers 
reached a near record high of 78,000 in 2022, and further 
forecasted that this shortage could grow to 160,000 in 
2031.\67\ ATA further reported the driver turnover rate was 91 
percent in 2019, and 90 percent in 2020, and that ``more than 
10 million Americans held commercial driver's licenses in 2019. 
That was nearly triple the 3.7 million trucks that required a 
driver holding that certification.'' \68\ A high turnover rate 
does not necessarily mean that a company has complete turnover; 
rather, it could indicate that some positions turn over 
multiple times.\69\
---------------------------------------------------------------------------
    \67\ The State of Transportation Infrastructure and Supply Chain 
Challenges: Hearing Before the H. Comm. on Transp. and Infrastructure, 
118th Cong. (2023) (testimony of Chris Spear, President and Chief 
Executive Officer of ATA), available at https://docs.house.gov/
meetings/PW/PW00/20230201/115263/HHRG-118-PW00-Wstate-SpearC-
20230201.pdf.
    \68\ See William B. Cassidy, US Truckload Driver Turnover Flattens 
as wages, demand rise: ATA, J. of Commerce, (Mar. 30, 2021), available 
at https://www.joc.com/article/us-truckload-driver-turnover-flattens-
wages-demand-rise-ata_20210330.html [hereinafter Cassidy]; Peter S 
Goodman and George Etheredge, The Real Reason America Doesn't Have 
Enough Truck Drivers, N.Y. Times, (Feb. 9, 2022), available at https://
www.nytimes.com/2022/02/09/business/truck-driver-shortage.html.
    \69\ Cassidy, supra note 68.
---------------------------------------------------------------------------
    Other segments of the industry cite driver retention as the 
workforce challenge most plaguing the industry, highlighting 
driver wages and working conditions as obstacles to attracting 
and retaining qualified drivers.\70\ Still, others within the 
trucking industry view driving automation and the possible 
quality of life improvement as having the potential to help 
address the estimated demand for new truck drivers in the long-
haul trucking segment.\71\
---------------------------------------------------------------------------
    \70\ Under Pressure: The State of Trucking in America: Hearing 
Before the H. Comm. on Transp. and Infrastructure, 116th Cong. (2019) 
(Testimony of Todd Spencer, Owner-Operator Indep. Drivers Assoc.,) 
available at https://docs.house.gov/meetings/PW/PW12/20190612/109600/
HHRG-116-PW12-Wstate-SpencerT-20190612.pdf.
    \71\ Automated Vehicles 3.0, supra note 65.
---------------------------------------------------------------------------
    An additional study released by DOT estimates that Level 4 
and Level 5 automation in the long-haul CMV segment would lead 
to economy-wide productivity improvements.\72\ This could see 
annual earnings for all American workers increase $203-267 per 
year, and increase total United States employment by 26,400 to 
35,100 jobs per year, even while taking into account expected 
job losses in the long-haul sector.\73\ The report concludes 
that long-haul drivers will move into short-haul jobs.\74\ 
However, a University of Michigan and Carnegie Mellon 
University study assumes that increases in short haul-
operations will not compensate for losses in long haul-operator 
hours.\75\ Nonetheless, AV technology companies project that 
many long-haul drivers would be employed in new jobs created by 
the industry with a higher quality of life, such as remote 
driving assistants, even as it remains likely that most truck 
drivers entering the market today will retire as truck 
drivers.\76\
---------------------------------------------------------------------------
    \72\ Robert Waschik, et. al, DOT, Bureau of Transp. Stat., 
Macroeconomic Impacts of Automated Driving Systems in Long-Haul 
Trucking, (Jan. 28, 2021), available at https://rosap.ntl.bts.gov/view/
dot/54596.
    \73\ Id.
    \74\ Id.
    \75\ Aniruddh Mohan and Parth Vaishnav, Impact of Automation on 
Long Haul Trucking Operator-hours in the United States, Humanities & 
Social Sciences Communications, (Mar. 15, 2022), available at https://
www.nature.com/articles/s41599-022-01103-w#::text=Starting
%20with%20only%20a%2010,haul%20operator%2Dhours%20at%20risk.
    \76\ Cristina Commendatore, Self-Driving Technology Won't Endanger 
Truck Driver's Role, Developers Say, Fleet Owner, (Dec. 8, 2021), 
available at https://www.fleetowner.com/technology/autonomous-vehicles/
article/21183187/selfdriving-technology-wont-endanger-truck-drivers-
role-developers-say.
---------------------------------------------------------------------------

FUEL COSTS_

    Fuel costs are the second highest cost category for the 
trucking industry.\77\ AVs may reduce the amount of fuel 
required, thereby significantly reducing fuel costs and 
benefitting the environment.\78\ Truck platooning, which uses 
automation to allow trucks to follow each other at a set 
distance between trucks, allows trucks to travel closer 
together and offers potential improvements in overall fuel 
economy.\79\ A study shows that platooning with automated 
trucks can reduce fuel consumption by 10 to 25 percent and 
reduce emissions.\80\
---------------------------------------------------------------------------
    \77\ Automated Vehicles 3.0, supra note 65.
    \78\ Id.
    \79\ Id.
    \80\ Peter Buxbaum, Vehicle Automation and Carbon Emissions, Global 
Trade, (Dec. 22, 2016), available at https://www.globaltrademag.com/
vehicle-automation-carbon-emissions/.
---------------------------------------------------------------------------

                 VIII. MAINTAINING AMERICAN LEADERSHIP

    The United States Federal Government has remained committed 
to policies that will enable America to lead the world in both 
AV technology development and the safe integration of these 
systems into the Nation's transportation network.\81\ However, 
the Chinese Communist Party (CCP) has aggressively moved to 
become the world leader in the deployment of emerging 
technologies, by directing both human capital and government 
resources to this goal.\82\ For example, in 2020, China's 
National Development and Reform Commission, the Ministry of 
Industry and Information Technology (MIIT), and 11 other 
ministries and commissions jointly issued a strategy for the 
innovative development of autonomous vehicles.\83\ In 2021, the 
National People's Congress passed an initiative to invest and 
consolidate resources for scientific and technological 
laboratories with a focus on researching and developing 
emerging technologies, including applications like autonomous 
vehicles.\84\
---------------------------------------------------------------------------
    \81\ Automated Vehicles 3.0, supra note 65.
    \82\ Klynveld Peat Marwick Goerdeler, Levelling Up: China's Race to 
an Autonomous Future, (2022), available at https://assets.kpmg.com/
content/dam/kpmg/cn/pdf/en/2022/06/special-report-on-autonomous-
driving.pdf.
    \83\ From Sci-fi to Reality; Autonomous Driving in China, McKinsey 
& Company, (Jan. 3, 2023), available at https://www.mckinsey.com/
industries/automotive-and-assembly/our-insights/from-sci-fi-to-reality-
autonomous-driving-in-china.
    \84\ Ben Murphy, Translation: Outline of the People's Republic of 
China 14th Five-Year Plan for National Economic and Social Development 
and Long-Range Objectives for 2035, Ctr. for Sec. & Emerging Tech., 
(May 12, 2021), available at https://cset.georgetown.edu/wp-content/
uploads/t0284_14th_Five_Year_Plan_EN.pdf.
---------------------------------------------------------------------------
    Federal lawmakers, on a bipartisan basis, have raised 
concerns that the CCP has past restrictions on American AV 
companies operating or testing in China, while at the same time 
Chinese companies are allowed to test in the United States.\85\ 
This concern was recently echoed by United States Secretary of 
Transportation Pete Buttigieg.\86\ Committee Members may be 
concerned about the potential for American technology to be 
transferred to the CCP. For example, TuSimple, an autonomous 
trucking company, has been under investigation by the Committee 
on Foreign Investment in the United States (CFIUS) over 
concerns that technology has been improperly transferred to 
China.\87\ It has been reported that the company intends to 
divest from the American market.\88\ Many of the same 
technologies used to develop autonomous cars may also be used 
for autonomous trucks. For example, Pony.ai, which is testing 
autonomous cars in California and Arizona, has aggressively 
moved into the AV truck segment in China, through a joint 
venture with Sinotrans and Sany Heavy Truck.\89\ Sinotrans is a 
Chinese State-Owned Enterprise.\90\
---------------------------------------------------------------------------
    \85\ See Letter from Tim Walberg, et. al. to Gina M. Raimondo, 
Sec'y of United States Dep't of Commerce & Pete Buttigieg, Sec'y of 
United States DOT, (Jul. 17, 2023), available at https://
walberg.house.gov/sites/evo-subsites/walberg.house.gov/files/evo-media-
document/letter-to-dot-and-doc-chinese-av-testing-07.17.23.pdf; Jordyn 
Grzelewski, U.S. House China Committee Members Talk Supply Chains With 
Detroit Auto Execs, The Detroit News, (Jun. 20, 2023), available at 
https://www.detroitnews.com/story/business/autos/2023/06/20/house-
china-panel-members-meet-detroit-auto-execs-on-supply-chains/
70335754007/.
    \86\ Dashveenjit Kaur, Chinese Autonomous Vehicles in the United 
States May Soon be Under Scrutiny, Tech Wire Asia, (Jul. 21, 2023), 
available at https://techwireasia.com/2023/07/chinese-autonomous-
vehicles-in-the-us-may-soon-be-under-scrutiny-heres-why/.
    \87\ Kate O'Keeffe, et. al., Leaders of Self-Driving-Truck Company 
Face Espionage Concerns Over China Ties, Wall St. J., (Feb. 1, 2023), 
available at https://www.wsj.com/articles/leaders-of-self-driving-
truck-company-face-espionage-concerns-over-china-ties-11675255921.
    \88\ Alan Ohnsman, Exclusive: Troubled Robot Truckmaker TuSimple 
Says It May Sell Off United States Business, Forbes, (Jun. 28, 2023), 
available at https://www.forbes.com/sites/alanohnsman/2023/06/28/
troubled-robot-truckmaker-tusimple-says-it-may-sell-off-us-business/
?sh=e64c16764e04.
    \89\ Fan Feifei, Self-driving Trucks Poised to Overhaul Long-haul 
Logistics, China Daily, (Jan. 4, 2023), available at https://
www.chinadaily.com.cn/a/202301/04/WS63b4d91ca31057c47
eba7957.html.
    \90\ Zhong Nan, Sinotrans to focus on logistics after being 
acquired by China Merchants, China Daily, (March 16, 2016), available 
at https://www.chinadaily.com.cn/business/2016-03/16/
content_23887666.htm.
---------------------------------------------------------------------------

                             IX. WITNESSES

     LMr. Chris Urmson, Co-Founder & Chief Executive 
Officer, Aurora Innovations, Inc.
     LMr. Jeff Farrah, Executive Director, Autonomous 
Vehicle Industry Association
     LMr. Chris Spear, President and Chief Executive 
Officer, American Trucking Associations
     LMs. Cathy Chase, President, Advocates for Highway 
and Auto Safety


 
THE FUTURE OF AUTOMATED COMMERCIAL MOTOR VEHICLES: IMPACTS ON SOCIETY, 
             THE SUPPLY CHAIN, AND U.S. ECONOMIC LEADERSHIP

                              ----------                              


                     WEDNESDAY, SEPTEMBER 13, 2023

                  House of Representatives,
              Subcommittee on Highways and Transit,
            Committee on Transportation and Infrastructure,
                                                    Washington, DC.
    The subcommittee met, pursuant to call, at 9:59 a.m., in 
room 2167 Rayburn House Office Building, Hon. Eric A. ``Rick'' 
Crawford (Chairman of the subcommittee) presiding.
    Mr. Crawford. The Subcommittee on Highways and Transit will 
come to order.
    I ask unanimous consent that the chairman be authorized to 
declare a recess at any time during today's hearing.
    Without objection, so ordered.
    I also ask unanimous consent that Members not on the 
subcommittee be permitted to sit with the subcommittee today at 
this hearing and ask questions.
    Without objection, so ordered.
    As a reminder, if Members wish to insert a document into 
the record, please also email it to [email protected].
    I now recognize myself for the purposes of an opening 
statement for 5 minutes.

    OPENING STATEMENT OF HON. ERIC A. ``RICK'' CRAWFORD OF 
    ARKANSAS, CHAIRMAN, SUBCOMMITTEE ON HIGHWAYS AND TRANSIT

    Mr. Crawford. Good morning, and thank you to our witnesses 
for being here for today's hearing.
    Much of the Transportation and Infrastructure Committee's 
activities this year have focused on efforts to address the 
Nation's supply chain crisis, and rightly so.
    The pandemic exposed the fragility of our supply chain. 
Labor shortages and shutdowns--most notably of cities, 
factories, and manufacturing hubs in China--as well as demand 
changes, decimated our logistics system and economy. The 
administration has only pushed policies that have led to 
historic levels of inflation and sky-high gas prices, further 
exacerbating the supply chain problem and pain in our 
pocketbooks.
    As part of our efforts, we have received testimony and 
considered proposals to strengthen our supply chain, in part by 
addressing the unprecedented challenges facing our Nation's 
trucking industry and truckdrivers. This subcommittee 
understands that truckdrivers are critical to our supply chain 
and economy as a whole. They provide the necessary connectivity 
between different modes of transportation, such as ships, 
trains, and planes.
    Over 8.7 million commercial motor vehicle drivers operate 
in the United States, traveling billions of miles each year, 
serving every community in our country. In fact, more than 70 
percent of our Nation's freight tonnage is moved by the 
trucking industry every year, and more than 80 percent of our 
communities get their goods exclusively by truck--despite the 
fact that we have an estimated shortage of 78,000 truckdrivers 
today.
    Workforce needs are only expected to continue to be a 
challenge. It's estimated 1.2 million new drivers will need to 
be recruited over the next decade to keep pace with growing 
demand and an aging workforce.
    Therefore, it is fitting that we are holding this hearing 
in the middle of National Truck Driver Appreciation Week, as we 
celebrate these valued professionals who work every day to 
deliver products to every community in the country.
    During our hearing today, we will explore the benefits 
realized from the deployment of automated commercial motor 
vehicles, or CMVs.
    First, autonomous trucks can increase safety on our 
Nation's roadways and save lives. The National Highway Traffic 
Safety Administration estimates that 42,795 people died in all 
motor vehicle accidents in 2022.
    Despite the great progress we have made over the years 
incorporating safety features in all vehicles and 
infrastructure, strengthening traffic safety laws and 
reinforcing them with public and driver education, and 
improving healthcare outcomes, traffic fatalities have not 
fallen below 2014's rate of 1.08 per 100 million vehicle-miles 
traveled.
    The good news is that we know the major source of these 
crashes--a whopping 94 percent of serious crashes--are due to 
driver factors, such as speeding or driving while fatigued, 
impaired, or distracted.
    AV trucks, like AV cars, help us with anticipating road 
dangers and mitigating and removing human error from the chain 
of events that lead to a crash, thereby reducing the number of 
accidents caused by human error.
    In addition, autonomous trucks can strengthen our supply 
chain. Arkansas' own Tyson Foods just announced last week that 
it is partnering with Gatik AI in a multiyear collaboration to 
deploy refrigerated boxtrucks in northwest Arkansas to support 
fast product movement, ensure supply chain continuity, and 
guard against continued workforce shortages.
    AV trucks can increase the efficiency and productivity of 
logistics and transportation operations and enable route 
optimization, which in turn would reduce delivery times. They 
can improve fleet utilization and efficiencies. Productivity 
and operations savings result in lower fleet rates that could 
be passed on to consumers and provide solutions to supply chain 
bottlenecks.
    Autonomous trucks also can help address environmental 
concerns and improve air quality. Roadway capacity increases, 
less congestion, and fewer crashes would result in reduced fuel 
consumption and lower emissions.
    In addition, this can improve the quality of life for 
truckdrivers, as it makes driving a big rig less stressful, 
more enjoyable, and safer. The improvement in a driver's 
quality of life will help attract new employees to join the 
industry, which is desperately needed.
    AV deployment will also create new, high-paying jobs in the 
trucking industry. We need to incorporate employee development 
and training programs to upskill our workforce so that they can 
take advantage of new jobs that AVs will create. And while I 
remain confident about the potential for this technology, I am 
also confident that if you choose to become a truckdriver 
today, you will have the ability to retire as a truckdriver.
    While there are many autonomous trucks operating with 
safety drivers on the road today in certain parts of the 
country, there is still a long way to go before we reach full 
commercial deployment.
    There are also some issues that need to be considered as 
this expensive technology is safely integrated into existing 
fleets. For example, we need to discuss if any rules and 
regulations at the Federal level need to change to reflect that 
a driver may not always be in the cab, such as how trucks can 
continue to be safely inspected.
    While many have called for a Federal regulatory framework, 
such a framework should not be overly prescriptive, but instead 
create guardrails for the industry to grow with safety at the 
forefront. We must avoid stifling innovation as the technology 
develops, and striking this balance is vital for America to 
continue its global competitive edge in this industry.
    Make no mistake, the Chinese Communist Party, the biggest 
geopolitical threat our country faces, is moving aggressively 
into this space. The CCP will scheme to use the power of their 
state-owned enterprises to undercut American businesses and 
manipulate the market.
    I look forward to hearing from today's panel of 
stakeholders, who offer a unique perspective on the benefits of 
autonomous trucks and how AV truck technology is developed, 
brought to market, and safely incorporated into existing 
transportation companies and networks.
    [Mr. Crawford's prepared statement follows:]

                                 
Prepared Statement of Hon. Eric A. ``Rick'' Crawford, a Representative 
 in Congress from the State of Arkansas, and Chairman, Subcommittee on 
                          Highways and Transit
    Much of the Transportation and Infrastructure (T&I) Committee's 
activities this year have focused on efforts to address the Nation's 
supply chain crisis, and rightly so.
    The pandemic exposed the fragility of our supply chain. Labor 
shortages and shutdowns--most notably of cities, factories, and 
manufacturing hubs in China--as well as demand changes, decimated our 
logistics system and economy. And the Administration has only pushed 
policies that have led to historic levels of inflation and sky-high gas 
prices, further exacerbating the supply chain problem and pain in our 
pocketbooks.
    As part of our efforts, we have received testimony and considered 
proposals to strengthen our supply chain, in part by addressing the 
unprecedented challenges facing our Nation's trucking industry and 
truck drivers. This subcommittee understands that truck drivers are 
critical to our supply chain and economy as a whole. They provide the 
necessary connectivity between different modes of transportation, such 
as ships, trains, and planes.
    Over 8.7 million commercial motor vehicle drivers operate in the 
United States, traveling billions of miles each year, serving every 
community in our country. In fact, more than 70 percent of our Nation's 
freight tonnage is moved by the trucking industry every year, and more 
than 80 percent of our communities get their goods exclusively by 
trucks--despite the fact that we have an estimated shortage of 78,000 
truck drivers today.
    Workforce needs are only expected to continue to be a challenge--
it's estimated 1.2 million new drivers will need to be recruited over 
the next decade to keep pace with growing demand and an aging 
workforce.
    Therefore, it is fitting that we are holding this hearing in the 
middle of National Truck Driver Appreciation Week, as we celebrate 
these valued professionals who work, every day, to deliver products to 
every community in the country. During our hearing today, we will 
explore the benefits realized from the deployment of automated 
commercial motor vehicles (CMVs).
    First, autonomous trucks can increase safety on our Nation's 
roadways and save lives. The National Highway Traffic Safety 
Administration (NHTSA) estimates that 42,795 people died in all motor 
vehicle accidents in 2022.
    Despite the great progress we have made over the years 
incorporating safety features in all vehicles and infrastructure, 
strengthening traffic safety laws and reinforcing them with public and 
driver education, and improving health care outcomes, traffic 
fatalities have not fallen below 2014's rate of 1.08 per 100 million 
vehicle miles travelled.
    The good news is that we know the major source of these crashes--a 
whopping 94 percent of serious crashes--are due to driver factors, such 
as speeding or driving while fatigued, impaired, or distracted.
    Autonomous vehicle (AV) trucks, like AV cars, help us with 
anticipating road dangers and mitigating or removing human error from 
the chain of events that lead to a crash, thereby reducing the number 
of accidents caused by human error. In addition, autonomous trucks can 
strengthen our supply chain.
    Arkansas's own Tyson Foods just announced last week that it's 
partnering with Gatik AI in a multi-year collaboration to deploy 
refrigerated box trucks in Northwest Arkansas to support fast product 
movement, ensure supply chain continuity, and guard against continued 
workforce shortages.
    AV trucks can increase the efficiency and productivity of logistics 
and transportation operations and enable route optimization, which in 
turn, would reduce delivery times. They can improve fleet utilization 
and efficiencies. Productivity and operations savings result in lower 
fleet rates that could be passed onto consumers and provide solutions 
to supply chain bottlenecks.
    Autonomous trucks also could help address environmental concerns 
and improve air quality. Roadway capacity increases, less congestion, 
and fewer crashes would result in reduced fuel consumption and lower 
emissions.
    In addition, this can improve the quality of life for truck 
drivers, as it makes driving a big rig less stressful, more enjoyable, 
and safer. The improvement in a driver's quality of life will help 
attract new employees to join the industry, which is desperately 
needed.
    AV deployment also will create new, high-paying jobs in the 
trucking industry. We need to incorporate employee development and 
training programs to upskill our workforce so they can take advantage 
of new jobs that AVs will create. And while I remain confident about 
the potential for this technology, I also am confident that if you 
choose to become a truck driver today, you will have the ability to 
retire as a truck driver.
    While there are many autonomous trucks operating with safety 
drivers on the road today in certain parts of the country, there is 
still a long way to go before we reach full commercial deployment.
    There are also some issues that need to be considered as this 
expensive technology is safely integrated into existing fleets. For 
example, we need to discuss if any rules and regulations at the federal 
level need to change to reflect that a driver may not always be in the 
cab, such as how trucks can continue to be safely inspected.
    While many have called for a federal regulatory framework, such a 
framework should not be overly prescriptive, but instead create 
guardrails for the industry to grow with safety at the forefront. We 
must avoid stifling innovation as the technology develops, and striking 
this balance is vital for America to continue its global competitive 
edge in this industry.
    Make no mistake, the Chinese Communist Party (CCP), the biggest 
geopolitical threat our country faces, is moving aggressively into this 
space. The CCP will scheme to use the power of their State-Owned 
Enterprises to undercut American businesses and manipulate the market.
    I look forward to hearing from today's panel of stakeholders, who 
offer a unique perspective on the benefits of autonomous trucks, and 
how AV truck technology is developed, brought to market, and safely 
incorporated into existing transportation companies and networks.

    Mr. Crawford. I now yield back and recognize Ranking Member 
Norton for 5 minutes for an opening statement.

OPENING STATEMENT OF HON. ELEANOR HOLMES NORTON OF THE DISTRICT 
   OF COLUMBIA, RANKING MEMBER, SUBCOMMITTEE ON HIGHWAYS AND 
                            TRANSIT

    Ms. Norton. I want to thank subcommittee Chair Rick 
Crawford for holding this hearing on autonomous vehicles.
    Today, I am interested in discussing the effects of 
autonomous vehicles on roadway safety and the commercial 
driving workforce. This committee has a responsibility to 
ensure that as autonomous vehicles are deployed, the highest 
possible safety standards are met and that Americans have 
access to high-quality, family-wage transportation jobs.
    Automated vehicles, including commercial trucks and transit 
buses, are already on the road in many jurisdictions across the 
country and have the potential of transforming our 
transportation system. We must thoughtfully address the 
emerging opportunities and risks.
    Nationwide, we are experiencing a startling rise in roadway 
fatalities. Autonomous vehicles have the potential to save 
lives by reducing traffic crashes caused by human behavior, but 
that potential is not a guarantee. Potential safety benefits 
must be carefully weighed against risks, especially when public 
roads are being used as testing grounds for new technologies. 
The bottom line cannot be saving money--it must be saving 
lives.
    To that end, Congress and the Department of Transportation 
must ensure that autonomous vehicle deployments are only 
permitted in a manner that prioritizes the safety of the 
traveling public, including vulnerable road users like 
pedestrians and cyclists.
    Autonomous vehicles must also be integrated into our 
transportation system in a way that respects America's 
commercial driving workforce. Autonomous vehicles could 
significantly improve working conditions for commercial drivers 
and increase on-the-job safety. But eliminating the need for a 
human driver could also result in widespread job displacement 
if the needs of workers are not prioritized at the outset.
    Commercial truck driving is a proven career path that 
offers a wage that can support a family. These jobs do not 
require a college degree. They are an opportunity for people to 
achieve high earnings without going into debt.
    Comprehensive regulations and oversight of autonomous 
vehicle deployment will be required to create and preserve 
high-quality, family-wage jobs and good working conditions for 
Americans whose livelihoods depend on driving.
    Thank you to each of our witnesses for being here today and 
offering your unique insights. I look forward to the 
discussion.
    [Ms. Norton's prepared statement follows:]

                                 
    Prepared Statement of Hon. Eleanor Holmes Norton, a Delegate in 
      Congress from the District of Columbia, and Ranking Member, 
                  Subcommittee on Highways and Transit
    I would like to thank Subcommittee Chair Rick Crawford for holding 
this hearing on autonomous vehicles.
    Today, I am interested in discussing the effects of autonomous 
vehicles on roadway safety and the commercial driving workforce. This 
Committee has a responsibility to ensure that, as autonomous vehicles 
are deployed, the highest possible safety standards are met and that 
Americans have access to high-quality, family-wage transportation jobs.
    Automated vehicles, including commercial trucks and transit buses, 
are already on the road in many jurisdictions across the country and 
have the potential of transforming our transportation system. We must 
thoughtfully address the emerging opportunities and risks.
    Nationwide, we are experiencing a startling rise in roadway 
fatalities. Autonomous vehicles have the potential to save lives by 
reducing traffic crashes caused by human behavior, but that potential 
is not a guarantee. Potential safety benefits must be carefully weighed 
against risks, especially when public roads are being used as testing 
grounds for new technologies. The bottom line cannot be saving money--
it must be saving lives.
    To that end, Congress and the Department of Transportation must 
ensure that autonomous vehicle deployments are only permitted in a 
manner that prioritizes the safety of the traveling public, including 
vulnerable road users like pedestrians and cyclists.
    Autonomous vehicles must also be integrated into our transportation 
system in a manner that respects America's commercial driving 
workforce. Autonomous vehicles could significantly improve working 
conditions for commercial drivers and increase on-the-job safety. But 
eliminating the need for a human driver could also result in widespread 
job displacement if the needs of workers are not prioritized at the 
outset.
    Commercial truck driving is a proven career path that offers a wage 
that can support a family. These jobs do not require a college degree. 
They are an opportunity for people to achieve high earnings without 
going into debt.
    Comprehensive regulations and oversight of autonomous vehicle 
deployment will be required to create and preserve high-quality, 
family-wage jobs and good working conditions for Americans whose 
livelihoods depend on driving.
    Thank you to each of our witnesses for being here today and 
offering your unique insights. I look forward to the discussion.

    Mr. Crawford. Thank you, Ranking Member.
    I now recognize the ranking member of the full committee 
for any comments he would like to make.

 OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING 
     MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

    Mr. Larsen of Washington. Thank you, Chair, and Ranking 
Member, as well, for holding this hearing. It is an opportunity 
today for Members to learn about the state of the automated 
commercial motor vehicle industry--what is happening now, what 
we might see in the future, and how these technological changes 
will impact public safety, jobs, and the movement of goods.
    The Transportation and Infrastructure Committee regularly 
discusses the impacts of automation across many modes and in 
different contexts. Autonomous commercial vehicles, or AVs, 
however, are in a league of their own in terms of potential 
impact. Consideration of policies surrounding this technology 
deserves a high degree of scrutiny for several reasons:
     LThe size and reach of this industry: Trucks move 
over 70 percent of the Nation's freight by weight, and there 
are 13.8 million large trucks registered in the U.S.;
     LThe size of the workforce: In 2022, the industry 
employed 3.5 million truckdrivers;
     LThe interface with travelers and communities: 
Every mile and every hour of a truck's operation is on shared 
public roads used by families, including highways, rural roads, 
and neighborhood streets; and
     LThe safety realities of the industry: Every year 
currently, over 5,000 people are killed in crashes involving 
large trucks on our roads.
    So, let's start with safety.
    In 2021, 5,788 people were killed in crashes involving 
large trucks. Nondrivers are particularly vulnerable in roadway 
crashes: Pedestrian fatalities have reached a 41-year high, and 
bicyclist fatalities have reached a 46-year high.
    So, I look forward to hearing from our witnesses today 
about the safety implications of AVs. While these vehicles hold 
the promise of reducing driver errors, like distraction or 
driving under the influence, they also raise different and new 
safety questions.
    How will AVs make split-second decisions on the roadway?
    Will they be able to recognize and avoid vulnerable road 
users? I should say, will the people who program and develop 
AVs be able to program and develop them to ensure that the 
trucks recognize and avoid vulnerable road users?
    Can they interact safely with emergency vehicles like 
police cruisers or firetrucks?
    These outcomes will have life-or-death implications.
    So, while the status quo on highway fatalities is 
unacceptable, AVs and the people who deploy and design them 
must be held to the highest standards as they are developed and 
deployed. We can't substitute one inadequate system for 
another.
    Let's take a look at jobs.
    I talk about transportation as a job creator, including how 
the Bipartisan Infrastructure Law is projected to create over 
700,000 jobs per year.
    So, while autonomous trucks may create new or different 
jobs, with human drivers overseeing or dispatching AVs, their 
mass deployment stands to eliminate jobs or degrade wages for 
the existing truckdrivers.
    Commercial AVs, as well, are not limited to trucks. Transit 
bus operators also face job losses or changes if a human driver 
becomes unnecessary.
    AV technology has the potential to make truck driving a 
better job by helping shift more work to safer, more 
predictable work in short-haul routes or dispatching. But AVs 
can also threaten career choices that have long been a path for 
the middle class and a good paycheck.
    So, I encourage our industry witnesses today to work 
closely with the drivers, including labor and independent 
owner-operators, to hear their concerns and harness their real-
world experience to make sure the power of this technology 
builds a safer and cleaner motor carrier industry with better 
jobs for the women and men who move goods.
    Now, let's take a look at the practical impacts.
    AVs have the potential to improve mobility and 
accessibility, but also to worsen congestion and carbon 
pollution. In a world in which cars and trucks could operate 
without drivers, it is not hard to imagine that gridlock and 
pollution could come alongside a nascent technology. Unlike a 
smartphone, this isn't a case where we can put our technology 
out there and work out the kinks as we go along.
    There are also implications for infrastructure. Roadway 
conditions vary road by road, State by State, and day by day 
with changing weather.
    The technology and those people who develop it need to 
ensure consistency and uniformity to perform as expected 
regardless of everyday conditions. As AVs deploy, we may learn 
quickly the required changes to signage, lane striping, or even 
roadway design that are needed for them to perform optimally, 
all requiring infrastructure improvements.
    This is an issue of particular importance to this committee 
and a key question that will need answers as we look to the 
next round in the future of investment in the revitalization of 
our roads, bridges, and highways.
    So, there are a lot of questions. Some of them are probably 
perfectly easily answerable, some probably not.
    I look forward to hearing about the state of the industry 
today and learning more from our witnesses about how to best 
approach these opportunities and, importantly for this 
committee, these challenges.
    With that, I yield back.
    [Mr. Larsen of Washington's prepared statement follows:]

                                 
 Prepared Statement of Hon. Rick Larsen, a Representative in Congress 
    from the State of Washington, and Ranking Member, Committee on 
                   Transportation and Infrastructure
    Thank you, Chair Crawford and Ranking Member Norton, for holding 
this hearing.
    Today's hearing is an opportunity for Members to learn more about 
the state of the automated commercial motor vehicle industry--what's 
happening now, what we might see in the future, and how these 
technological changes will impact public safety, jobs and the movement 
of goods.
    The T&I Committee regularly discusses the impacts of automation 
across many modes and in different contexts.
    Autonomous commercial vehicles (AVs), however, are in a league of 
their own in terms of potential impact. Consideration of policy 
surrounding this technology deserves a high degree of scrutiny for 
several reasons:
      The size and reach of this industry: trucks move over 70 
percent of the nation's freight by weight, and there are 13.8 million 
large trucks registered in the U.S.;
      The size of the workforce: in 2022, the industry employed 
3.5 million truck drivers;
      The interface with travelers and communities: every mile 
and every hour of a truck's operation is on shared public roads used by 
families including highways, rural roads, and neighborhood streets; and
      The safety realities of this industry: every year 
currently over 5,000 people are killed in crashes involving large 
trucks on our roads.

    Let's start with safety first. In 2021, 5,788 people were killed in 
crashes involving large trucks.
    Non-drivers are particularly vulnerable in roadway crashes--
pedestrian fatalities have reached a 41-year high, and bicyclist 
fatalities have a 46-year high.
    I look forward to hearing from our witnesses today about the safety 
implications of AVs. While these vehicles hold the promise of reducing 
driver errors, like distraction or driving under the influence, they 
also raise different and new safety questions.
    How will AVs make split-second decisions on the roadway? Will they 
be able to recognize and avoid vulnerable road users? Will the people 
who program and develop AVs be able to program and develop them to 
ensure that trucks recognize and avoid vulnerable road users? Can they 
interact safely with emergency vehicles like police cruisers or fire 
trucks? These outcomes will have life-or-death implications.
    While the status quo on highway fatalities is unacceptable, AVs 
must be held to the highest safety standards as they are developed and 
deployed. We can't substitute one inadequate system for another.
    Next let's look at jobs. I often talk about transportation as a 
job-creator, including how the Bipartisan Infrastructure Law (BIL) is 
projected to create over 700,000 jobs per year.
    While autonomous trucks may create new or different jobs, with 
human drivers overseeing or dispatching AVs, their mass deployment 
stands to eliminate jobs or degrade wages for the existing truck 
drivers.
    Commercial AVs are not limited to trucks. Transit bus operators 
also face job losses or changes if a human driver becomes unnecessary.
    AV technology has the potential to make truck driving a better job 
by helping shift more work to safer, more predictable jobs in short-
haul routes or dispatching.
    But AVs can also threaten a career choice that has long been a path 
to the middle class and a good paycheck.
    I encourage our industry witnesses to work closely with truck 
drivers, including labor and independent owner-operators, to hear their 
concerns and harness their real-world experience to make sure the power 
of this technology builds a safer, cleaner motor carrier industry with 
better jobs for the women and men who move goods.
    Finally, let's look at the practical impacts. AVs have the 
potential to improve mobility and accessibility.
    But they could also worsen congestion and carbon pollution. In a 
world in which cars and trucks could operate without drivers, it is not 
hard to imagine that gridlock and pollution could come alongside a 
nascent technology. Unlike a smartphone, this isn't a case where we can 
put technology out there and work out the kinks as we go along.
    There are also implications for our infrastructure. Roadway 
conditions vary road by road, state by state, and day by day with the 
changing weather.
    Technology and those who develop it need to ensure consistency and 
uniformity to perform as expected regardless of everyday conditions. As 
AVs deploy, we may learn quickly the required changes to signage, lane 
striping, or even roadway design that are needed for them to perform 
optimally.
    This is an issue of particular importance to this Committee, and a 
key question that will need answers as we look to the next round of 
investment in the revitalization of our roads and bridges.
    A lot of questions, some of them are probably easily answerable, 
some probably not.
    I look forward to hearing more about the state of the industry 
today and learning from our witnesses about how to best approach these 
opportunities and challenges.

    Mr. Crawford. I thank the ranking member.
    I would now like to welcome our witnesses and thank them 
for being here today.
    Chris Urmson is the cofounder and chief executive officer 
of Aurora, a company founded in Pittsburgh, Pennsylvania, that 
is working to commercialize autonomous trucks.
    Jeff Farrah is the first executive director of the 
Autonomous Vehicle Industry Association, which represents both 
automotive and trucking industry interests.
    And we have two witnesses who can speak to how this 
technology was safely integrated into our transportation 
network. Chris Spear is the president and CEO of the American 
Trucking Associations, along with Cathy Chase, who is the 
president of Advocates for Highway and Auto Safety.
    Thank you all for being here.
    Briefly, let me take a minute to explain how our lighting 
system works for our witnesses.
    There are three lights in front of you. Green means go. But 
unlike a stoplight, yellow does not necessarily mean proceed 
with caution, as you might expect. In fact, it means go like 
heck because it is fixing to turn red.
    And that means it is time to conclude your remarks. If you 
don't conclude your remarks at that time, you may hear a little 
something like this----
    [Gavel banging.]
    Mr. Crawford [continuing]. Just as a reminder that the 
light has, in fact, turned red.
    I ask unanimous consent that the witnesses' full statements 
be included in the record.
    Without objection, so ordered.
    As your written testimony has been made part of the record, 
the subcommittee asks that you limit your oral remarks to 5 
minutes.
    With that, Mr. Urmson, you are recognized for 5 minutes for 
your testimony.

   TESTIMONY OF CHRIS URMSON, COFOUNDER AND CHIEF EXECUTIVE 
   OFFICER, AURORA INNOVATION, INC.; JEFF FARRAH, EXECUTIVE 
DIRECTOR, AUTONOMOUS VEHICLE INDUSTRY ASSOCIATION; CHRIS SPEAR, 
   PRESIDENT AND CHIEF EXECUTIVE OFFICER, AMERICAN TRUCKING 
  ASSOCIATIONS; AND CATHERINE CHASE, PRESIDENT, ADVOCATES FOR 
                    HIGHWAY AND AUTO SAFETY

   TESTIMONY OF CHRIS URMSON, COFOUNDER AND CHIEF EXECUTIVE 
                OFFICER, AURORA INNOVATION, INC.

    Mr. Urmson. Chairman Graves, Ranking Member Larsen, 
Chairman Crawford, Ranking Member Holmes Norton, and members of 
the subcommittee, thank you for the opportunity to testify.
    I would also like to take this opportunity to thank the men 
and women who keep our economy moving by driving trucks today, 
and in particular, the Aurora vehicle operations team, during 
National Truck Driver Appreciation Week.
    My name is Chris Urmson, and I am the CEO and cofounder of 
Aurora, an American autonomous vehicle technology company 
headquartered in Pittsburgh, Pennsylvania.
    Thank you for the opportunity to testify this morning and 
for the subcommittee's interest in learning about and 
collaborating on this important topic.
    Today, I would like to tell you about how safety guides 
everything we do at Aurora, the jobs we support, and what the 
future of autonomous trucking looks like from my perspective.
    Over my 20-year career, I have worked on solving one of the 
toughest engineering challenges of our time: enabling vehicles 
to drive themselves safely. From my time with Carnegie Mellon, 
then Google's self-driving car project, and now at Aurora, my 
passion for improving safety on our roadways has driven my 
career.
    Aurora's mission is to deliver the benefits of self-driving 
technology safely, quickly, and broadly. We are building the 
Aurora Driver, which will safely move goods and people through 
the world. The Aurora Driver is made up of the hardware, the 
software, and the data services needed to drive vehicles 
safely.
    Since founding Aurora in 2017, I am very proud that we have 
grown from just our 3 cofounders--Sterling Anderson, Drew 
Bagnell, and me--into a publicly traded company that employs 
1,800 people in 8 cities across 7 States. Together, Aurora's 
team is an incredible compilation of talents, experience, and 
expertise.
    In addition to investing in the people who work at Aurora 
with me today, we are trying to do our part in developing the 
future workforce for the jobs of tomorrow.
    For example, Aurora worked with the Pittsburgh Technical 
College to design an associate degree program that trains and 
accredits fleet support technicians, giving them the tools they 
need to maintain autonomous vehicles and support automated 
vehicle operations.
    This complements the work we do with Gallatin College in 
Bozeman, Montana, where Aurora is investing in new educational 
programs to train sensor technicians.
    As the need for these jobs grows, academic degrees, 
technical training programs, and apprenticeships will be 
essential in building the workforce of the future.
    Autonomous vehicle technology is not science fiction. It is 
not hypothetical. In fact, it is already here. Between Dallas 
and Houston and Fort Worth and El Paso, we are hauling over 50 
loads per week for our commercial partners like FedEx, Werner, 
Hirschbach, Schneider, and Uber Freight.
    Today, we have a trained operator with a commercial 
driver's license behind the wheel and a right-seat operator 
next to them monitoring the autonomous system as we complete 
our validation work and safety case.
    Hauling customer loads helps us build our technology and 
support services to seamlessly integrate into our partners' 
operations.
    It is unacceptable that we lose 42,000 Americans on our 
roads every year. A culture focused on safety is paramount for 
the success of Aurora and addressing this ongoing tragedy.
    In my written testimony, I have included details about 
Aurora's safety work, from our first-of-its-kind Safety 
Management System, our Safety Case Framework, and our 
engagement developing best practices and safety standards that 
will guide the AV industry. We are working hard to ensure that 
autonomous vehicles can operate safely.
    We are also building a culture and organizational safety 
program, knowing that we have to build trust, first and 
foremost, with all stakeholders, from legislators and 
regulators at all levels of Government, to our customers and 
the communities where we operate.
    Aurora's chief safety officer, Nat Beuse, testified at the 
autonomous vehicle hearing last February, and I look forward to 
answering questions about the progress we have made since then 
toward completing our safety case. I hope our commitment to 
transparency and safety is clear as we continue to engage with 
all of you on these important issues.
    You may be wondering what the Government can do to support 
American automated vehicle technology. I am looking forward to 
answering your questions you may have about our cab-mounted 
warning beacon exemption application pending before FMCSA.
    Granting the application would be a clear way for the 
Federal Government to support the safe deployment of all AVs 
and demonstrate to the world how important improving roadway 
safety is to the United States.
    The basic principles of American innovation and the free 
flow of capital are why we could build a company with a mission 
and business model that will benefit America. America must 
maintain this competitive advantage and continue to invest in 
automated vehicle technology.
    After two decades in the autonomous vehicle industry, I am 
incredibly excited and motivated by the future in front of us 
as a country.
    I look forward to answering your questions.
    Thank you.
    [Mr. Urmson's prepared statement follows:]

                                 
   Prepared Statement of Chris Urmson, Cofounder and Chief Executive 
                    Officer, Aurora Innovation, Inc.
    Chairman Graves, Ranking Member Larsen, Chairman Crawford, Ranking 
Member Holmes Norton, and Members of the Subcommittee on Highways and 
Transit. Thank you for the invitation to provide testimony for the 
hearing ``The Future of Automated Commercial Motor Vehicles: Impacts on 
Society, the Supply Chain, and U.S. Economic Leadership.''
    My name is Chris Urmson and I am the CEO and Co-founder of Aurora. 
I have twenty years of experience leading automated vehicle programs, 
which started when I was the Director of Technology for Carnegie 
Mellon's DARPA Grand and Urban Challenge Teams in Pittsburgh, 
Pennsylvania. After the DARPA Challenges, my family and I moved to 
California where I helped found and lead Google's self-driving car 
program (now Waymo). In early 2017, I co-founded Aurora with Sterling 
Anderson and Drew Bagnell.\1\ I have been issued over 150 patents and 
have authored over 50 publications. I earned a PhD in Robotics from 
Carnegie Mellon University and a Bachelor of Science in Computer 
Engineering from the University of Manitoba.
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    \1\ https://ir.aurora.tech/company-information/leadership-team
---------------------------------------------------------------------------
    As we celebrate National Truck Driver Appreciation Week, we 
recognize the essential role truck drivers play in today's supply chain 
and we are excited about the opportunity to showcase our vehicle 
operators' excitement and enthusiasm for autonomous vehicles (AVs) and 
their impact on our communities, and future generations to come.\2\ I'd 
like to take this opportunity to thank all truck drivers for their 
dedication, commitment, and the many challenges they overcome to ensure 
that our goods are delivered safely, securely, and on time.
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    \2\ Future of Freight: Leveraging Industry Expertise to Safely 
Deploy Autonomous Trucks, https://www.youtube.com/watch?v=8Ij_QljY644
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                              About Aurora
    Aurora is a publicly-traded American company with the mission to 
deliver the benefits of self-driving technology safely, quickly, and 
broadly. We are building the Aurora Driver: a platform that brings 
together software, hardware, and data services, to autonomously operate 
any vehicle without the need for a human operator in the vehicle. 
Aurora has offices across 8 cities in 7 states, including our 
headquarters in Pittsburgh, Pennsylvania, and employs 1,800 people 
ranging from hardware and software engineers to commercial drivers and 
operations specialists.
    The Aurora Driver can power a variety of diverse vehicle platforms, 
from Class 8 trucks to passenger vehicles. The Aurora Driver runs on a 
robust, proprietary computer that enables powerful software to 
understand complex environments and safely control the vehicle through 
them. It incorporates high-resolution radar, lidar, and camera data 
that allow it to simultaneously see and track objects around the 
vehicle, giving it deep familiarity with the ever-changing, surrounding 
world.
    Aurora has deep collaborations with truck OEM partners that will be 
critical to bringing autonomous technology to market. We have strategic 
partnerships with two of the top three truck OEMs that collectively 
produce about 50% of the trucks sold in the U.S. market.\3\ Aurora has 
long-term commitments to build and deploy self-driving trucks at scale 
with these partners, and all parties are making significant investments 
in the success of the programs--both with capital and with experience 
and skill.
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    \3\ https://d1io3yog0oux5.cloudfront.net/
_cb99f486f1d34eb2c6df028273f8ba29/aurora/db/856/
7880/pdf/Investor+Presentation+-+August+2023.pdf
---------------------------------------------------------------------------
    As Aurora continues to hit milestones \4\ and prepare for the 
commercial launch of our Aurora Horizon \5\ autonomous trucking 
service, we are keeping our industry-leading safety approach at the 
forefront of development and deployment. Because the focus of this 
hearing is commercial trucking, my written comments are focused on 
Aurora's activities and efforts around heavy duty trucks.
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    \4\ https://blog.aurora.tech/products/the-aurora-driver-is-feature-
complete
    \5\ https://aurora.tech/aurora-horizon
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                 The Importance of Autonomous Trucking
    The United States lost over 42,000 Americans on our roads last 
year.\6\ Two million Americans are injured in vehicle crashes each year 
which puts strain on families, our health care system, law enforcement 
resources, and the workforce.\7\ We believe that the public and private 
sectors should be using every tool in the toolbox to address this 
public health crisis.
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    \6\ 1.3 million people die per year in road fatalities (WHO 2022); 
https://www.nhtsa.gov/press-releases/traffic-crash-death-estimates-
2022.
    \7\ https://www.google.com/url?q=https://www.cdc.gov/vitalsigns/
motor-vehicle-safety/index.html
%23::text%3DHowever%252C%2520more%2520than%252032%252C000%2520people,ye
ar%2520
from%2520motor%2520vehicle%2520crashes&sa=D&source=docs&ust=169438262875
0727
&usg=AOvVaw0bjxQBNSVPvutJwCDFQBVD
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    Specific to trucking, there are approximately 500,000 truck crashes 
each year and the U.S. saw approximately 5,800 fatalities in large 
truck accidents in 2021, a 17% year-over-year increase.\8\ In the U.S., 
trucking accounts for 195 billion vehicle miles traveled (VMT) 
annually, is 65 percent of total goods movement,\9\ and is a $700 
billion segment of the U.S. economy.\10\
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    \8\ National Highway Traffic Safety Administration (NHTSA) `Traffic 
Safety Facts: Large Trucks' Revised June 2023
    \9\ Trucking accounts for 300B miles annually (BTS 2020) and moved 
65% of goods by weight in 2017 (BTS 2017)
    \10\ A.T. Kearney State of Logistics, 2020.
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    Innovation is imperative for the continued health of the trucking 
industry and for the U.S. to remain globally competitive. Autonomous 
trucks will help support manufacturers and retailers with the safe 
movement of goods. We expect AVs to dramatically reduce the rate of 
crashes and injuries on our roadways over the long term, which in turn 
will reduce pressure on local emergency responders and health care 
systems. The tremendous potential benefits of autonomous technology are 
apparent to many in the supply chain. For example, in California, we're 
seeing a diverse group of stakeholders--from former law enforcement 
officers and safety organizations to small business owners, suppliers, 
and manufacturers--all supporting the continued development of this 
technology at recent public hearings.
                           The Aurora Driver
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    Aurora uses sensor fusion from a combination of lidar, radar, and 
cameras to give the Aurora Driver a near 360+ view of its environment. 
This fusion of different sensor types allows the Aurora Driver to 
leverage the best of what each sensor can provide, allowing the 
technology to see at long ranges and in poor weather conditions. At the 
heart of this sensor technology is our industry-leading proprietary 
FirstLight lidar, which is able to track and detect objects greater 
than 400 meters away while simultaneously measuring their speed. Seeing 
and being able to nearly simultaneously interpret what those actors are 
doing at this distance allows for quicker reaction time and safer 
motion planning, which is critical when moving at highway speeds. We 
collect and use sensor data from our vehicles to build our maps, train 
our system, and continuously improve our technology.
                  Aurora's Investment in Partnerships
    We are continuing to build a powerful ecosystem of the world's 
leading trucking, automotive, and logistics companies to bring the 
promise of autonomous trucking to market. Our work with our truck OEM 
partners, PACCAR and Volvo Trucks, and our new Hardware as a Service 
partner, Continental, continues to progress as we prepare for 
Commercial Launch and beyond.
    In order to operate at scale our technology needs to withstand 
challenging durability requirements while installed on a truck. For 
example, during the second quarter of 2023, PACCAR completed a 1.5 
million equivalent mile durability test of a Kenworth cab with the 
Aurora Driver hardware installed. The Aurora Driver hardware remained 
fully functional at the end of the test.
    Volvo Autonomous Solutions and Aurora expect to begin testing an 
autonomy-enabled prototype Volvo truck powered by the Aurora Driver in 
the first quarter of 2024. Separately, Volvo Autonomous Solutions has 
expanded its footprint in North America with the establishment of an 
office in Texas and started manual operations in preparation for the 
commercial launch of its autonomous hub-to-hub transport solution, 
powered by the Aurora Driver.
    In April, we announced a long-term partnership with Continental to 
develop, manufacture, and service a commercially-scalable future 
generation of the Aurora Driver's hardware kit. Continental has already 
started development efforts to scale the Aurora Driver. In addition, 
the partnership's Hardware as a Service structure will enable Aurora to 
pay for the hardware on a per mile basis. This structure is a first-of-
its-kind for this industry and aligns with and supports our Driver as a 
Service business model.
    The model also drives significant value-alignment between, 
Continental, our customers, and ourselves. We believe industrializing 
our hardware kit through this partnership will help us achieve the 
commercial scale and cost structure necessary to support our long-term 
profitability objectives.
                     Aurora's Commitment to Safety
    Risk is inherent in everything people do. Even the most common, 
frequent tasks we undertake, from taking a shower to driving around 
town, have inherent risk. With this in mind, humans have developed 
means of mitigating those risks--our showers are designed to have anti-
slip surfaces and our vehicles have seat belts, airbags, and other 
safety equipment. While these safety controls do not eliminate the risk 
entirely, they help ensure the activities we complete every day are 
acceptably safe--meaning risk is mitigated enough that we can complete 
everyday activities without posing significant risks to ourselves or 
those around us.
    This applies to developing vehicles as well, autonomous or 
otherwise. At the end of the day, after we have completed all of our 
objectives, double- and triple-checked our work, and verified and 
validated the results, there will always still be some degree of 
residual risk. When developing the Aurora Driver, we've implemented our 
Safety Case Framework to show that we're mitigating risk across a wide 
variety of claims that encompass our product, operations, and 
organization--enabling partners and customers to know our technology is 
acceptably safe for public road operations. This work is discussed 
further below in our learnings from operations on Interstate 45 in 
Texas.
    We take a holistic view of safety, focusing on creating a strong 
safety culture that permeates every part of our company, including how 
we do business.\11\ A key part of that approach to safety is 
implementing our Safety Management System, commonly referred to as SMS. 
This is an organizational approach--employed by safety-critical 
industries like aviation and rail--that standardizes how safety 
information moves through a company.
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    \11\ https://aurora.tech/vssa
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    SMS ensures that safety information is presented to the right 
person, at the right time, and that there is accountability and 
transparency for every safety action taken across the company. This 
approach ensures that safety is prioritized as we make decisions, with 
features such as a Safety Review Board for safety risk management 
decisions and a clear and easy-to-use Safety Concern Reporting process, 
both described in detail below.
    At Aurora, we are building our SMS on four key components--a 
detailed Safety Risk Management structure, a robust Safety Assurance 
program, disciplined Safety Policy documentation, and an engaging 
Safety Culture that includes safety education and events. Our SMS helps 
ensure we're proactively identifying safety issues and resolving them 
as early as possible. It also ensures our entire company values safety, 
understands our safety procedures, and is using a common language to 
talk about risk.
    We actively work to make safety a part of everyday life at Aurora. 
For example, our non-retaliation Safety Concern Reporting policy 
encourages everyone at the company, from our vehicle operators to our 
C-Suite, to speak up if something doesn't feel safe.
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    We also leverage experts inside and outside of Aurora. Our Safety 
Review Board, an internal group of cross-functional leaders, meets 
regularly to address active safety issues. And we engage regularly with 
the Aurora Safety Advisory Board, made of external experts from fields 
including aviation safety, insurance, emergency/trauma medicine, 
automotive safety, and academia.

Aurora Safety Advisory Board Members:
      Dave Carbaugh, Former Chief Pilot Flight Operations, 
Boeing
      Adrian Lund, Managing Member of HITCH42, LLC and former 
President of the Insurance Institute for Highway Safety
      Dr. Victoria Chibuogu Nneji, Lead Engineer & Innovation 
Strategist at Edge Case Research
      Dr. Jeff Runge, President of Biologue, Inc. and former 
Administrator of the National Highway Traffic Safety Administration
      George Snyder, President and CEO of GHS Aviation Group
      Karen Rasmussen, Executive Director of the Independent 
Carrier Safety Association (ICSA)
Safety Case Framework
    How do we know if an AV is safe enough to drive on public roads? 
It's a question that continues to be asked particularly since this 
technology has been tested on public roads for almost a decade. At 
Aurora, our answer is to use a safety case approach to evaluate if our 
vehicles are acceptably safe to operate on public roads and not create 
an unreasonable risk to roadway safety.
    Safety cases are not a new concept. Our safety case framework is 
based on the best practices of other industries and on industry 
standards. They have been widely used in other safety-critical 
industries like aviation, rail, and medical devices, and have been 
referenced in AV industry standards, such as UL 4600.
    In August 2021, we publicly released Aurora's Safety Case 
Framework--the first AV Safety Case Framework that applies to both 
autonomous trucks and passenger vehicles. We believe that a Safety Case 
Framework is the most effective and efficient path to safely operating 
without a person onboard the truck and is an imperative component for 
any company looking to safely deliver commercial-ready AVs at scale. We 
are the only AV company currently operating in our industry to publicly 
share its Safety Case Framework and its associated claims.
    Building a Safety Case Framework allows us to demonstrate exactly 
how we are approaching safety and the many factors we are taking into 
consideration--a stark contrast to simply reporting on miles driven or 
disengagements, which do not necessarily provide support to demonstrate 
that a vehicle is safe for any specific context or environment. Our 
structured approach of defining claims and providing evidence about our 
technology and operations is the only way Aurora believes we can safely 
commercialize our AVs.
    A structured safety case argument includes a specific claim--e.g., 
that our self-driving vehicles are acceptably safe to operate on public 
roads--that is then distributed into multiple levels of subclaims that 
are supported by evidence. For example, if we make a claim that we can 
sufficiently maintain and service our self-driving vehicles, then 
supporting evidence could include our maintenance requirements, 
procedures, and guidelines and logs.
    Along with delivering a safe product, being transparent with our 
approach is an important part of developing autonomous technology. Our 
top-level claim, that the Aurora Driver is acceptably safe to operate 
on public roads, is broken down into the following five safety 
principles:
      Proficient
      Fail-Safe
      Continuously Improving
      Resilient
      Trustworthy

    1.  Proficient--An AV cannot be considered safe to operate on 
public roads unless it is suitably proficient. Proficiency includes the 
design, engineering, testing, and requirements for nominal operations 
and performance.

    2.  Fail-Safe--The fail-safe principle addresses how the AV behaves 
in the presence of faults and failures. No system is ever 100% 
reliable; components will wear out or have premature failures from time 
to time. This principle ensures that the Aurora Driver safely mitigates 
these failures.

    3.  Continuously Improving--The continuously improving principle 
outlines how we are enshrining the concept of continual improvement 
into the development of our system. Field data feeds a comprehensive 
data analysis effort that calculates safety performance indicators and 
also considers data collected during design and development. Aurora 
also takes a proactive approach to continuous improvement, using risk 
identification techniques to proactively identify and manage risks.

    4.  Resilient--AVs are designed to safely operate on public roads, 
but this does not isolate them from malicious actors or unavoidable 
events. The resilient principle requires evidence that demonstrates 
that our system is capable of withstanding adverse events and 
intentional misuse and abuse. For example, our cyber-security-related 
claims mostly reside under this principle and are discussed further 
below.

    5.  Trustworthy--An AV may be claimed to be Proficient, Fail-Safe, 
Continuously Improving, and Resilient, but without the trust of the 
public and governmental regulators, it cannot fully realize the top 
level claim. The trustworthy safety principle addresses how we gain 
trust through public, government, and stakeholder engagement. We 
further emphasize safety transparency, safety culture, as well as 
external review and advisory activities.
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    Aurora will not launch our autonomous trucking product until our 
safety case for initial driverless operations is complete. We see this 
as the highest safety bar in our industry, and one that helps ensure 
our complete product (including software, hardware, and data services) 
and our company, are ready for commercial operations.
    The Aurora Driver will be ready to launch when we have a closed 
Safety Case for our Dallas to Houston lane. It goes beyond just 
ensuring the vehicle drives well enough for a demo; rather, it 
demonstrates that our product, and our company, are holistically and 
sustainably safe.
Cyber-security
    Securing an AV against cyber-security risks requires diligence 
throughout its development and operation. A secure system is one that 
minimizes architectural weaknesses and is ready to respond and recover 
from identified risks.
    Aurora's security architectural approaches are motivated and 
measured through integration into Aurora's Safety Case. Leaning on the 
Safety Case and security principals, Aurora has developed an extensive 
and adaptive security approach, aligned with best practices and 
standards, to secure the extremely varied component ecosystems that 
compose an autonomous system. We consider all functional areas of our 
technology to be potential targets with different threat models, and, 
therefore, a potential vehicle safety concern.
    Aurora has adopted security architectures and risk-based assessment 
methodologies that derive and measure security controls through two 
major themes--``Trust the Operation of the Aurora Driver'' and 
``Detect, Respond, and Recover.'' These two major themes are comprised 
of six narratives that are addressed cross functionally with our 
partners and across the company.
      Build, Deploy, and Activate Securely
      Trusted Startup
      Engage Autonomy
      Trusted Off Board Actions
      Identifying privileged access
      Security detection and response

    These narratives, and the controls they derive, serve as a 
blueprint for the components that must be assessed along with the 
relative depth for each. Inspired by guidance from the National 
Institute of Standards and Technology (NIST),\12\ the National Highway 
Traffic Safety Administration (NHTSA), and industry groups, this 
approach enables Aurora to address security from both a product and 
process perspective, as well as providing defense in depth through 
layered controls.
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    \12\ NIST Special Publication 800-160 v2 Developing Cyber-Resilient 
Systems: A Systems Security Engineering Approach, 2021; ISO 21434 Road 
vehicle--Cybersecurity engineering, 2021; NHTSA Cybersecurity Best 
Practices for the Safety of Modern Vehicles, 2022.
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    Cyber-security risks are constantly evolving, so continuous 
improvement in handling them is critical. By proactively exploring 
risks, investing in solutions, and collaborating with our industry 
partners,\13\ we regularly incorporate security upgrades across our 
fleet in order to harden them against threats. We are dedicated to 
advancing security approaches and capabilities within all components to 
improve the security posture for future self-driving vehicles across 
the industry.
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    \13\ https://avsc.sae-itc.org/
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                Building and Learning on I-45 and Beyond
    Today, Aurora Driver-powered Class 8 trucks (under the supervision 
of vehicle operators) support commercial operations between Dallas and 
Houston and between Fort Worth and El Paso. We plan to launch our 
driverless commercial operations on the Dallas to Houston lane on I-45 
next year. In time, as we continue to mature, we look forward to 
expanding into new geographies to support our freight customers.
    But let me be very clear: before a driverless Aurora Driver-powered 
vehicle touches a new lane, we will ensure that our safety case 
encompasses operation in that new environment. Moving into new 
geographies is something we will continue to do thoughtfully. In 
addition to understanding which claims in our safety case will need new 
evidence, we will also do the following:
    We begin by mapping. We build our own high-definition maps, which 
contain detailed information about road infrastructure, geometry and 
lanes, and other geometric information. We build these maps 
automatically from data our vehicle collects and then augment that with 
human annotations of important road elements such as lanes, stop signs, 
and traffic lights on top of the world geometry.
    Think about these as layers of data, which help our software system 
understand the world around it across three fronts:
    1.  Localization, which determines the vehicle's position relative 
to the map by matching the stored geometry data with what the sensors 
identify in real time;
    2.  Perception, which uses the geometry and annotations to allow 
the Aurora Driver to perceive other road users; and
    3.  Motion planning, which uses the annotations to prepare for 
maneuvers like turns and stops.

    Importantly, when the Aurora Driver encounters changes in the real-
world, on-road environment, they can be shared with our Aurora-powered 
fleet of vehicles.
    With the map in hand we model and test any novel on-road scenarios 
or regulatory requirement unique to this new lane in simulation. There 
is a limit to how much meaningful data can be gathered through test 
tracks and on-road driving. Aurora has invested heavily in the 
development of a proprietary, highly accurate, and scalable Virtual 
Testing Suite. These tests become part of the evidence for the 
Proficient pillar of our expanded safety case.
    With a map and an expanded and now closed safety case, we would 
then be ready to safely deploy the Aurora Driver on the new lane.
                     Aurora's Virtual Testing Suite
    Aurora's Virtual Testing Suite enables us to repeatedly expose the 
Aurora Driver to common and rare on-road scenarios. And from virtual 
testing, we can understand how the Aurora Driver performs in millions 
of scenarios. Over time, new, interesting events are captured and added 
to our simulation database, where they are used to continually improve 
the system.
    Aurora's Virtual Testing Suite makes it possible to amplify 
exposure to these events to test the Aurora Driver's performance in 
those scenarios.
    We do this in two ways:
      First, important but rare on-road events the Aurora 
Driver has encountered are turned into simulation tests. We then create 
variations to further challenge the system's performance in these 
scenarios.
      Second, for events so rare the Aurora Driver has not 
experienced them on the road, we synthetically generate simulation 
tests using the established NHTSA collision categories, which enumerate 
the ways vehicles crash.

    For these imminent collision scenarios and rare on-road events the 
Aurora Driver has encountered, we are creating tens of thousands of 
tests.
    Similar to the expected performance of a human driver, the Aurora 
Driver is being designed to avoid a collision if possible, and if a 
collision is not avoidable--such as in scenarios where another actor's 
behavior renders a collision inevitable--the Aurora Driver is designed 
to mitigate adverse outcomes. Success of these tests will give us the 
conviction that the Aurora Driver is designed to do the right thing in 
these rare scenarios.
    In addition to evaluating the Aurora Driver in imminent collisions, 
we also looked at the available fatal collision details that involved a 
tractor trailer between the years 2018 and 2022 on our Dallas to 
Houston lane.
      We simulated those collisions to understand how the 
Aurora Driver would have acted under similar circumstances if it had 
been the initiating vehicle.
      Based on our analysis, we believe that had the Aurora 
Driver been driving, the combination of its powerful sensor suite and 
attentive driving behavior would have prevented these collisions.

    Said simply, if the Aurora Driver had been driving the vehicle, 
none of these fatal collisions would have occurred.
                         Workforce Development
    Aurora's commercial-ready terminal in Palmer, Texas,\14\ and our 
growing Command Center are great examples of how the AV industry will 
create new workforce opportunities across the country. Our terminals 
provide services necessary to operate and scale self-driving fleets, 
including fueling, weigh stations, on-site maintenance, sensor 
calibration, and more, while our Command Center supports vehicles 
through dispatch, remote assistance, incident response, and asset 
management functions. These functions will support safe operation of 
trucks on the road, help optimize fleet uptime, and, crucially, involve 
a range of new jobs.
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    \14\ https://ir.aurora.tech/news-events/press-releases/detail/67/
aurora-debuts-industry-leading-
commercial-ready-
terminal#::text=Aurora's%20South%20Dallas%20terminal%20was,is
%20in%20commercial%20use%20today.
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    Aurora has already created many new roles to support autonomous 
trucking technology and its scaled deployment, including:
      Terminal Operators who handle tasks within the terminals, 
including pre- and post-trip inspections, transfers and management of 
trailers, and logistics management.
      Fleet Support Technicians--the ``Mechanics of the 21st 
Century''--who maintain autonomous trucks' sensors and systems and 
maximize vehicle uptime.
      Command Center Specialists who, among other things, 
provide remote assistance and advice to the Aurora Driver when it comes 
across something unexpected on the road and needs guidance, like an 
unmapped road closure.
      Fleet Dispatch Specialists who manage AV fleets and help 
ensure availability for customers.
      Autonomous Vehicle Operations Specialists with commercial 
driver's licenses (CDLs) who support the testing and validation of our 
autonomous trucks and passenger vehicles. These specialists will be 
essential in the coming years as we continue to develop and validate 
new capabilities for the Aurora Driver.
      Mapping Quality Specialists who process and triage map 
issues, including improving tooling for scalability of high-definition 
maps.

    Aurora has cross-trained a number of its existing workforce to 
transition into many of these critical roles, and we're working with 
local communities and academic institutions to build this workforce.
    Demonstrating our commitment to workforce development, Aurora has 
worked with Pittsburgh Technical College to design an associate degree 
program that trains and accredits Fleet Support Technicians, giving 
them the tools they need to maintain AVs and support operations. This 
complements work with Gallatin College in Bozeman, Montana, where 
Aurora is investing in new educational facilities to train sensor 
technicians and develop advanced lidar sensors. As the need for these 
professionals grows, academic degrees, technical training programs, and 
apprenticeships will be essential in building the workforce of the 
future.
    Aurora is also supporting the Headwaters TechHub application 
submitted by a consortium of leaders in Montana to support the 
development of the photonics industry in the United States.\15\ 
Specifically, Aurora has committed to collaborate with Montana State 
University (MSU) to operate a lidar test range; build a new 78,000 
square foot facility in Bozeman, Montana, where Aurora will use a 
portion of the space to continue to grow our team and produce future 
generations of Aurora's FirstLight Lidar to support our expanding fleet 
of commercial AVs; and offer expertise for potential workforce 
development efforts based on the Gallatin College Photonics Program.
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    \15\ https://www.tester.senate.gov/newsroom/press-releases/tester-
urges-department-of-commerce-to-select-montana-application-for-
regional-tech-hub-designation/
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    We ask Congress to ensure that commissioned research about the job-
related impacts of AVs be driven by actual industry experience, and 
that job quality should be central to any policy and industry 
conversation. It is encouraging that a 2021 USDOT report indicated that 
potential reductions in long-haul trucking jobs related to AVs are 
likely to be offset by natural occupational turnover instead of 
layoffs.\16\ Testing and deploying AV technology is a key component of 
ensuring there are real world models to ground these important 
conversations as we continue to learn more about new and transitioning 
jobs.
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    \16\ ``Macroeconomic Impacts of Automated Driving Systems in Long-
Haul Trucking,'' Jan. 28, 2021, FWHA-JPO-21-847, https://
rosap.ntl.bts.gov/view/dot/54596.
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                         Government Engagement
    Aurora's engagement with all levels of government is a key 
component of the Trustworthy Principle in our Safety Case Framework. In 
this testimony, two examples will be discussed further: federal data 
reporting requirements and examples from our engagement with Texas.
USDOT Reporting and Publicly Available Data
    Aurora takes part in two federal safety-related data reporting 
mechanisms. First, NHTSA's Standing General Order (SGO) for Crash 
Reporting for Incidents Involving Automated Driving Systems (ADS) and 
Level 2 Advanced Driver-Assistance Systems (ADAS). Second, the Federal 
Motor Carrier Safety Administration's (FMCSA) Safety and Fitness 
Electronic Records (SAFER) database system for motor carriers.
    Under NHTSA's SGO, all AV manufacturers and operators, including 
Aurora, are required to report to the Agency certain crashes in which 
an ADS was engaged at any time within 30 seconds of the crash and the 
crash resulted in injury or property damage. NHTSA has made this data 
publicly available at regular intervals since the SGO was first 
released in 2021. The public can access and use this information to 
understand when and where crashes involving AVs have occurred without 
needing to contact the local or state authorities of the jurisdictions 
in which the AVs operate. Aurora submitted comments to NHTSA in 2021 
describing how the Agency could improve the SGO's definitions and data 
collection requirements to ensure that the Agency receives targeted and 
actionable data regarding the safety of ADS operations. In addition, 
Aurora's comments provided suggestions to help ensure the public has 
accurate and reliable information regarding AV safety by aligning the 
SGO's terminology with the congressionally mandated TREAD Act early 
warning reporting regime already applicable to manufacturers.
    Aurora has reported three collisions to NHTSA under the SGO. In the 
case of the collision we experienced in April of this year, a passenger 
vehicle sideswiped one of our Aurora Driver-powered trucks on the 
freight route between Fort Worth and El Paso. As the event unfolded, 
the Aurora Driver detected the incoming vehicle and began to move away 
from it by entering the shoulder of the road, in autonomy. The 
passenger vehicle continued to veer toward our truck at over 65 miles 
per hour, causing a collision. The Aurora Driver detected the imminent 
collision and our onboard vehicle operator took control of the truck, 
safely decreased speed, and pulled over. When deployed without a 
vehicle operator, the Aurora Driver is designed to execute this 
response autonomously while the Aurora Command Center contacts first 
responders.
    After confirming the safety of our team, we immediately shared 
information about the incident with law enforcement, partners, and 
regulators, including Texas Department of Transportation (TXDOT) and 
Department of Public Safety (DPS). All of these actions align with our 
organizational preparation for scenarios like this, and as part of our 
commitment to transparency, we shared information about the event with 
the public on our blog \17\ in April.
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    \17\ https://blog.aurora.tech/safety/stories-from-the-road-safety-
readiness-case-studies
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    In November 2022, we reported an incident to NHTSA in which a piece 
of wood was kicked up into our vehicle's windshield after going under 
the wheels of a truck to the left side of the Aurora truck, while the 
Aurora truck was in manual mode. The vehicle's windshield cracked but 
did not shatter. On July 18, 2023, an Aurora Class 8 truck was 
traveling southbound in autonomy mode on Interstate 45 near Exit 164 
when the front windshield was struck by an unknown object. The bottom 
of the windshield had a small hole. The Aurora vehicle disengaged 
autonomy and pulled over. The vehicle was able to be driven from the 
scene, and there were no reported injuries.
    FMCSA's SAFER system provides the government and the public with a 
concise electronic record of motor carrier safety data. By accessing 
the system, a user can obtain an electronic record of a company's 
identification, size, commodity information, and safety record, 
including the safety rating (if any), a roadside out-of-service 
inspection summary, and certain crash information. For example, through 
the SAFER system, a user can quickly see that Aurora has 46 registered 
power units (tractors) and 49 employed drivers, Aurora's operating 
status and classification, and the types of cargo Aurora hauls, among 
other information.\18\
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    \18\ In addition to the publicly available SAFER system, motor 
carriers are also required to maintain, and produce to FMCSA or 
authorized enforcement agencies upon request, an accident register of 
all crashes involving the motor carrier that have occurred in the past 
three years. 49 CFR 390.15.
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Snapshot from Texas
    Aurora believes that active communication with government agencies 
and communities at the national, state, and local level is an important 
aspect of our development and commercialization. Before Aurora started 
operating our vehicles on Texas roads, we engaged with TXDOT and TXDPS, 
and we have since briefed these agencies' staff at a regular cadence 
regarding our activities and planned expansion in the state. In 
addition, Aurora is a member of TXDOT's Connected and Automated Vehicle 
Task Force, which is composed of members from TXDOT, local governments 
and transportation officials throughout Texas, community members, Texas 
academic institutions, and industry. The task force regularly publishes 
industry updates to keep stakeholders informed about advancements in 
the technology. Separately, Aurora supported TXDOT's study on AVs 
required by Texas Senate Bill 1308 by participating in numerous 
workshops and providing presentations to stakeholders about how our 
technology works, our Texas operations, and how our technology will fit 
into the broader Texas transportation system.
    Aurora also engages with government agencies and officials of the 
local jurisdictions in which we operate. In Texas, Aurora has met with 
the City of Dallas Transportation Director and has presented at a 
Border Trade Advisory Committee meeting in El Paso, which included the 
El Paso mayor and county commissioners and other elected officials. 
Aurora also notifies and works with local law enforcement agencies of 
the jurisdictions in which we operate. For example, we communicate with 
the City of Palmer Police Department, and we have contacted agencies in 
other local jurisdictions where we open new terminals.
    Aurora has developed and shared Law Enforcement Interaction Plans 
(LEIPs) with our stakeholders to ensure they understand where, when, 
and how our vehicles operate so that if they do encounter them, they 
know how to safely interact with them. Aurora's current LEIPs are 
designed for interactions with our vehicles and vehicle operators, and 
we will release new versions when we have determined the Aurora Driver 
is acceptably safe to operate autonomously without human vehicle 
operators.
Federal Policy
    There are opportunities for the federal government to support the 
development and deployment of AV technology in the United States, 
providing certainty that companies, including Aurora, continue to 
invest and build here.\19\ Creating a level playing field where the 
rules are clear and conducive to realizing the safety, mobility, and 
efficiency benefits of AV technology is a necessary role of government.
---------------------------------------------------------------------------
    \19\ See ``Forefront: Securing Pittsburgh's Break-out Position in 
Autonomous Mobile Systems,'' Sept. 2021, https://ridc.org/news/
autonomy-study/.
---------------------------------------------------------------------------
    Aurora supports the work of Members of this Committee, Congress, 
and the U.S. Department of Transportation (USDOT) to ensure that laws 
and regulations for AVs are performance-based and technology and 
business-model neutral.
    Federal leadership supporting the development of AV technology here 
in the United States is critical. The work that started many years ago 
at USDOT under Secretary Foxx, continued under Secretary Chao, and 
carries through today under Secretary Buttigieg. USDOT's guidance, 
research, and rulemakings that have been initiated specific to AVs, 
along with the Department's use of its convening authority to bring 
stakeholders together, has laid the foundation for the future and there 
is still more work ahead.
Modernizing Regulations
    We support NHTSA's efforts to modernize the Federal Motor Vehicle 
Safety Standards (FMVSS) and the FMCSA's efforts to modernize the 
Federal Motor Carrier Safety Regulations (FMCSR) to encourage the 
development of new and innovative AV technologies.
    As you know, the FMVSS and FMCSR were not created with autonomous 
technology in mind and neither wholly contemplated the integration of 
autonomous technology, like the Aurora Driver, into vehicles. These 
frameworks, therefore, should be updated to account for this new 
technology as appropriate to provide regulatory certainty for 
developers of this technology and to improve the efficiency of its 
deployment. There are important open rulemakings at NHTSA and FMCSA 
\20\ that need to continue to move forward. In preparation for other 
future regulatory actions, the agencies should continue providing 
guidance, conducting research, and fostering collaboration among 
stakeholders to support AV development. Additionally, existing 
exemption processes at USDOT should be used as a bridge to generate 
real-world data about innovative vehicle technologies that could inform 
future rulemakings that support AV deployment.
---------------------------------------------------------------------------
    \20\ See, e.g., NHTSA, Framework for Automated Driving Systems 
Safety, RIN 2127-AM15 and FMCSA, Safe Integration of Automated Driving 
Systems-Equipped Motor Vehicles, RIN 2126-AC17.
---------------------------------------------------------------------------
    A timely example for the Subcommittee is the warning device 
exemption application filed with FMCSA at the beginning of this year 
and generally supported by the AV industry.\21\ If approved, the 
exemption would allow Cab-Mounted Warning Beacons--a lighting system 
composed of forward- and rearward-facing amber flashing lights--to be 
used by autonomous trucks when stopped on the roadway in lieu of 
manually placing traditional warning triangles or flares around the 
vehicle, as required by regulation today.\22\
---------------------------------------------------------------------------
    \21\ https://www.federalregister.gov/documents/2023/03/03/2023-
04385/parts-and-accessories-necessary-for-safe-operation-exemption-
application-from-waymo-llc-and-aurora
    \22\ https://www.freightwaves.com/news/on-the-roadside-dont-forget-
the-safety-triangles
---------------------------------------------------------------------------
    To support the application, two separate and independent studies 
(naturalistic and closed course) showed that Cab-Mounted Warning 
Beacons were equally or more effective in enabling road users to 
detect, recognize, and react to the hazard presented by a truck parked 
on the roadway when compared to warning triangles. Aurora's 
naturalistic study captured the responses of approximately 7,500 road 
users for the proposed warning device, across a variety of lighting 
conditions and interstate roadway geometries. Because there is no 
available FMCSA data of which we are aware that evaluates the 
effectiveness of traditional warning devices in motor carrier 
operations, the naturalistic study captured drivers' responses to both 
types of devices to support a data based decision.
    The studies found that people slowed down and/or moved over when 
the Cab-Mounted Warning Beacons were activated, which is exactly what 
is expected and is consistent with the underlying regulation's safety 
purpose. Specifically, the studies showed that approaching drivers were 
able to see and understand the hazard, usually well beyond 300 meters 
behind the truck, and would slow down and/or change lanes away from the 
parked truck. This behavior was consistent with both the conventional 
warning devices and the Cab-Mounted Warning Beacons.
    Approval of the exemption for motor carriers operating autonomous 
trucks to use Cab-Mounted Warning Beacons in lieu of traditional 
warning devices could also benefit conventional motor carrier 
operations in the future, where the proposed warning device may provide 
added protection to human drivers and to other road users. While the 
pending exemption application is limited to trucks operated by an ADS, 
in the future, the ability to use Cab-Mounted Warning Beacons could 
apply to all motor carrier operations. Use of the proposed warning 
device would provide human drivers with an immediate warning system to 
alert passing motorists when stopping on a roadway and eliminate the 
need for the driver to get out of their truck, enter the roadway, and 
walk hundreds of feet to place warning triangles or flares around the 
truck.
    There is strong support for the application. Freight and trucking 
partners of Aurora including Hirschbach, Werner, Uber Freight, and 
Volvo Autonomous Solutions have filed support statements in the Federal 
Register. In addition, Daimler Trucks, AVIA, Consumer Technology 
Association, TechNet, U.S. Chamber of Commerce, AUVSI, Kodiak, Waabi, 
and Gatik have filed statements of support with FMCSA for the exemption 
application. While more than eight months have passed since the 
application was filed, we remain hopeful that FMCSA will grant the 
application and use the five year exemption period to learn more about 
novel warning device solutions and the safe integration of AVs into the 
U.S. trucking fleet.
Impact of the Current Regulatory Framework
    Aurora supports maintaining the existing self-certification process 
for motor vehicles in the United States, and believes companies should 
use Safety Case-based arguments, supported by evidence, to make safety 
determinations as discussed at length above.
    We believe Congress should pass legislation confirming the federal 
government maintains its regulatory authority over the design, 
construction, and performance of AVs. Every vehicle that is on public 
roads, including an AV, is subject to the Motor Vehicle Safety Act, 
which provides NHTSA with broad authority over the safety of motor 
vehicles and motor vehicle equipment and to issue and update 
regulations as necessary for the purpose of reducing traffic crashes. 
States can, and should, continue to establish safety programs that 
address such intrastate operational issues as vehicle registration and 
insurance, driver testing and licensing, traffic rules, and highway 
design and maintenance. However, in the exercise of their 
responsibility over motor vehicle operations, states have adopted a 
widely varying and inconsistent patchwork of laws and regulations that 
may hinder the efficient and widespread adoption of AVs. There is 
tremendous value in leadership from the federal government supporting 
the AV industry through its convening authority to, as suggested in 
NHTSA's Preparing for the Future of Transportation: Automated Vehicles 
3.0 (AV 3.0), provide technical assistance and best practices to 
states.
    We agree with NHTSA's AV 3.0 that the federal government has the 
opportunity to encourage uniformity of state regulatory and operational 
environments. For example, states often have conflicting rules of the 
roads that make it difficult for all drivers, whether autonomous or 
human, to operate. Some jurisdictions require drivers to use a bike 
lane to make a right hand turn, while others prohibit doing so. We do 
not have a position on what is the safest option, but we do believe 
that uniformity across states would be beneficial for all road users, 
including the Aurora Driver. Congress could provide valuable guidance 
to states and NHTSA on tackling this patchwork of laws that affects all 
drivers, human and autonomous.
    We will continue to encourage NHTSA and FMCSA to reach out to 
industry as they are developing AV-related policies and guidance. When 
appropriate, we will take the opportunity to comment on the record and 
suggest concrete improvements to those policies. For example, the 
difference between driver assistance systems and the autonomous system 
we are building is critical for the public to understand. The language 
and definitions the agencies use in regulations, orders, and guidance 
will drive the public discourse and need to be clear for all 
stakeholders. We will continue investing in an elevated public 
discourse on these topics. For example, Aurora is a founding member of 
PAVE, the Partnership for Automated Vehicle Education, because of how 
important we believe engagement and education is for all stakeholders.
                                Closing
    Transparency and collaboration are key to our progress and future 
at Aurora. We are committed to continuing to work with the Subcommittee 
as it addresses these important issues and supports safety, innovation, 
and jobs across the United States. The incredible power and importance 
of our trucking industry here in the United States cannot be 
overstated. From making sure shelves around the country are stocked 
with essentials to the incredible increase in demand for 2-day home 
delivery, trucking is the backbone of the economy and, like every other 
industry, needs innovation to continue to thrive.
    We are in the exciting and early stages of the next wave of safety 
innovation for the motoring public. I believe in the promise of AV 
technology, not for its own sake, but for the families, communities, 
and workplaces that will see the benefits of fewer crashes on our 
roads. Eliminating the loss of life on our roadway will not happen 
overnight, but we must move with urgency and automated vehicles will be 
part of the solution. The United States has been an incredible place to 
build and grow Aurora, and I look forward to seeing the nation benefit 
from this important technology. Thank you for the opportunity to 
provide this testimony and to answer the Subcommittee's questions.

    Mr. Crawford. Well done and time to spare. I appreciate 
that.
    Before I recognize Mr. Farrah, I am going to ask you, if 
you would, to pull that microphone just a little bit closer to 
you so we can hear you just a little bit better because we are 
having a little bit of difficulty with the system.
    So, with that, Mr. Farrah, you are recognized for 5 
minutes.

   TESTIMONY OF JEFF FARRAH, EXECUTIVE DIRECTOR, AUTONOMOUS 
                  VEHICLE INDUSTRY ASSOCIATION

    Mr. Farrah. Chairman Crawford, Ranking Member Holmes 
Norton, Ranking Member Larsen, members of the committee, it is 
a privilege to appear before you today and to lead the 
Autonomous Vehicle Industry Association.
    For decades, autonomous vehicles were a technological 
aspiration of our country's most brilliant innovators. As we 
sit here today, autonomous vehicles are a reality and are 
increasingly being deployed on America's roads and highways 
using advanced technology to perform all aspects of the driving 
task.
    One of the most promising applications is in autonomous 
trucking, which will deliver safer roads, as well as supply 
chain and global competitiveness benefits.
    Since this subcommittee last examined autonomous trucks in 
February 2022, autonomous trucks have moved forward, bringing 
us closer to safer roads and more resilient supply chains.
    Important and well-established companies are moving freight 
autonomously, including Walmart, FedEx, Kroger, and Tyson 
Foods.
    We are at an exciting moment where Americans will begin to 
benefit from years of investment and technological advancement.
    I want to make three important points.
    First, safety drives everything we do in the autonomous 
vehicle industry. This starts from why people gravitate towards 
the industry and extends to how the technology is developed, 
tested, and deployed.
    As you know, the safety status quo is unacceptable, and 
autonomous trucks will make us all safer. Sadly, nearly 43,000 
people died on America's roads last year, and more than 5,800 
of these were in truck crashes.
    The overwhelming cause of crashes is human error, and 
autonomous trucks are designed to remove that error from the 
equation and are programmed to serve as model drivers.
    There has never been a fatality involving an autonomous 
truck. Federal Government data demonstrates the remarkable 
safety record of AV trucks.
    For more than 2 years, the Department of Transportation has 
required AV companies to report any incidents, even the most 
minor, when the technology is engaged. This is an incredible 
level of transparency.
    The time period covered by the DOT data has been a period 
of significant growth for our industry. It is important to keep 
in mind that this is not an industry that is just getting off 
the ground. Autonomous vehicles have been safely testing and 
deploying for more than a dozen years and have driven more than 
45 million autonomous miles on U.S. public roads.
    The more these vehicles drive, the safer they get, 
resulting in more American lives saved.
    Second, autonomous trucking is a true win-win situation for 
America's workers and the economy as a whole.
    This is National Truck Driver Appreciation Week, and I want 
to be clear: The autonomous trucking industry needs 
truckdrivers, who are vital to our Nation's supply chain.
    Autonomous trucking will coexist with America's 
truckdrivers as it rolls out deliberately over a number of 
years. This is why a U.S. Department of Transportation-
sponsored study found that autonomous trucking will increase 
U.S. employment up to 35,000 jobs per year on average in the 
next 30 years.
    Freight volume will continue to increase in the United 
States with DOT estimating freight activity to grow 50 percent 
by 2050. Yet our country is struggling to keep up with the 
supply chain challenges of today's volume. The problem will 
only get worse in the future since our current truckdriver 
shortage of 78,000 is set to double by 2031.
    If we fail as a country to meet this demand, we are holding 
back our farmers, ranchers, and manufacturers who must move 
their goods.
    We believe autonomous trucking is one of the solutions to 
this problem and can help alleviate the driver shortage.
    By helping to move more freight, we can create more 
opportunities for all, especially jobs for truckdrivers in 
their communities.
    In addition to new economic opportunities, this will lead 
to a better quality of life for our Nation's truckdrivers.
    Third, and finally, it is critical that policymakers 
embrace autonomous trucks to ensure U.S. global leadership and 
national security. We have been pleased to see the Department 
of Defense embrace autonomous trucks to execute its mission.
    The United States is currently leading the way on 
autonomous trucks, but other countries, including China, are 
determined to realize the benefits of this technology.
    AV trucks will be a part of the future of transportation. 
The only question is, which country will lead the way and reap 
the rewards? We must collectively make sure this country is the 
United States of America.
    Thank you again for the opportunity to testify. I look 
forward to any questions.
    [Mr. Farrah's prepared statement follows:]

                                 
   Prepared Statement of Jeff Farrah, Executive Director, Autonomous 
                      Vehicle Industry Association
                            I. Introduction
    Chairman Crawford, Ranking Member Holmes Norton, distinguished 
members of the Subcommittee, it is my honor to testify before you 
today. The autonomous vehicle industry appreciates the strong 
engagement of members of this Subcommittee on autonomous vehicle 
(``AV'') policy.
    The Autonomous Vehicle Industry Association (``AVIA'') is the 
unified voice of the AV industry,\1\ and we represent the world's 
leading trucking, technology, ridesharing, automotive, and 
transportation companies. This cross-section of companies demonstrates 
the widespread interest in developing AV technology across industries. 
Our mission is to bring the tremendous safety, mobility, 
transportation, and economic benefits of AVs--otherwise known as SAE 
International Levels 4- and 5-capable vehicles--to consumers and 
businesses in a safe, responsible, and expeditious manner.\2\ Vehicles 
operated by AVIA members have driven more than 44 million autonomous 
miles on U.S. public roads, a distance roughly equivalent to 184 trips 
to the moon or 1,767 trips around the world.\3\
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    \1\ Our members include: Apple, Aurora, Cavnue, Cruise, Embark, 
Ford, Gatik, Kodiak, Lyft, May Mobility, Motional, Nuro, TuSimple, 
Uber, Volkswagen Group of America, Volvo, Volvo Autonomous Solutions, 
Waabi, Waymo, and Zoox. See Our Mission and Members, AVIA, https://
theavindustry.org/about/mission.
    \2\ SAE's J3016 standards have been adopted industry wide. Level 2 
systems (often called advanced driver assistance systems or ``ADAS'') 
are available on vehicles today and are capable of ``partial driving 
automation,'' requiring human supervision at all times. Level 3 
vehicles have ``conditional driving automation,'' where the vehicle 
requires human interaction only in specific situations. Only Level 3, 
4, and 5 vehicles are equipped with automated driving systems 
(``ADS''). See Taxonomy and Definitions for Terms Related to Driving 
Automation Systems for On-Road Motor Vehicles--J3016_202104, SAE 
International, https://www.sae.org/standards/content/j3016_202104/ 
(last visited Sept. 10, 2023).
    \3\ AVIA Data Shows 44 million+ Driven And Outstanding Safety 
Record, Autonomous Vehicle Indus. Ass'n, https://theavindustry.org/
resources/blog/data-44million-miles (last visited Sept. 10, 2023).
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    During the COVID-19 pandemic, our nation woke up to the importance 
of trucking to our nation's economy. At AVIA, our members work to 
harness the power of technology to build the world's safest trucks, 
which we believe will allow U.S. motor carriers and companies to 
further enhance segments of their trucking fleets and operations. AV 
technology is one of the critical tools in the continued evolution of 
the trucking industry, and can play a key role in complementing the 
work of trained, professional drivers.
    For decades, AVs have been a technological aspiration for our 
country's most brilliant innovators. Today, AVs are a reality and are 
increasingly being deployed on America's roads and highways, using 
advanced technology to perform all aspects of the driving task. In 
states as diverse as Arizona, Arkansas, California, Florida, Michigan, 
and Texas, AVs provide valuable transportation services, transporting 
both passengers as part of autonomous ride-hailing fleets, and goods as 
part of trucking fleets and middle- and last-mile delivery operations. 
Autonomous trucking is one the technology's most promising applications 
and will deliver safer roads, as well as supply chain, global 
competitiveness, and workforce benefits.
    Since this Subcommittee last examined autonomous trucks in a 
hearing in February 2022, the development of the autonomous trucking 
industry has increased significantly, bringing us closer to safer roads 
and more resilient supply chains. A diversity of well established 
companies, including Walmart, Kroger, FedEx, IKEA, and Tysons Foods, 
are partnering with AV truck developers to move freight. The confidence 
these companies and many others have in autonomous trucking represents 
a growing consensus in the trucking industry about the criticality of 
AV technologies. In addition, the U.S. Department of Defense has 
embraced autonomous technology, including technology developed by AVIA 
member companies, to keep America's soldiers safer.\4\ It is vital that 
policymakers also embrace the further development of autonomous 
trucking and other applications of dual-use AV technologies to protect 
the United States' lead in an increasingly global industry, and ensure 
that the safety and economic benefits of AVs are felt by Americans 
across the country.
---------------------------------------------------------------------------
    \4\ Kodiak and the U.S. Army's Autonomous Driving Program, 
Autonomous Vehicle Indus. Ass'n, https://theavindustry.org/resources/
blog/kodiak-and-the-us-army-autonomous-driving-program (last visited 
Sept. 10, 2023).
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    In recent years, the United States has faced unacceptably high 
levels of roadway crashes and fatalities, a trend that the adoption of 
autonomous trucks and other AVs can help combat. There is an epidemic 
of deaths on America's roads, with over 42,000 traffic fatalities in 
both 2021 \5\ and 2022,\6\ according to National Highway Traffic Safety 
Administration's (``NHTSA'') estimates. In 2022 alone, 5,887 people 
died in crashes involving large trucks, a 2% increase in fatalities 
from 2021.\7\ This increase is part of a decade-long pattern, with a 
47% increase in such fatalities between 2011 and 2021.\8\ Further, 2021 
saw large trucks involved in over 117,000 crashes that resulted in an 
injury, a 12% increase from 2020.\9\ Autonomous vehicles are programmed 
to be model drivers, staying at or below the speed limit and observing 
traffic laws and rules of the road. Autonomous trucking technology is 
designed to improve the safety of commercial truck driving by 
eliminating blind spots, having 360 degree perception of its 
surroundings, and safely navigating around other road users.
---------------------------------------------------------------------------
    \5\ Nat'l Highway Traffic Safety Admin., U.S. Dep't of Transp., DOT 
HS 813 298, Early Estimates of Motor Vehicle Traffic Fatalities and 
Fatality Rate by Sub-Categories in 2021, 1 (2022), https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813298.
    \6\ Nat'l Highway Traffic Safety Admin., U.S. Dep't of Transp., DOT 
HS 813 428, Early Estimate of Motor Vehicle Traffic Fatalities in 2022, 
1 (2023), https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/
813428.
    \7\ Nat'l Highway Traffic Safety Admin., U.S. Dep't of Transp., DOT 
HS 813 448, Early Estimate of Motor Vehicle Traffic Fatalities and 
Fatality Rate By Sub-Categories in 2022, 1 (2023), https://
crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813448.
    \8\ Nat'l Safety Council, Large Trucks, NSC Injury Facts, https://
injuryfacts.nsc.org/motor-vehicle/road-users/large-trucks/ (last 
visited Sept. 10, 2023).
    \9\ Id.
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    Autonomous trucks have already demonstrated a remarkable safety 
record, without a single fatality in more than seven years of 
operations and millions of miles driven on public roads. This safety 
record is supported by data collected by NHTSA. For over two years, 
NHTSA has required AV companies to report every incident--no matter how 
minor--that occurs while an automated driving system (``ADS'') is 
engaged as part of Standing General Order 2021-01 (``SGO'').\10\ During 
this period, only one reported incident involving an autonomous truck 
resulted in injuries, and the cause of that incident was a human-driven 
vehicle that collided with an autonomous truck. As the autonomous 
trucking industry continues to grow, so will the roadway safety 
improvements the technology provides.
---------------------------------------------------------------------------
    \10\ See Nat'l Highway Traffic Safety Admin., Second Amended 
Standing General Order 2021-01 (2023). https://www.nhtsa.gov/sites/
nhtsa.gov/files/2023-04/Second-Amended-SGO-2021-01_2023-04-05_2.pdf.
---------------------------------------------------------------------------
    The further deployment and integration of autonomous trucks into 
America's logistics network will help optimize the transportation of 
freight nationwide, bringing goods directly to consumers faster and 
helping to ease the ongoing supply chain crisis. At present, the United 
States is not hauling all the freight it could, and this is holding 
back our farmers, ranchers, and manufacturers. This gap is due to a 
variety of factors, including a truck driver shortage that the American 
Trucking Associations estimates to be nearly 78,000 truck drivers. This 
number is set to double by 2031.\11\ Autonomous trucking offers a means 
to address supply chain inefficiencies by filling workforce gaps, 
enhancing fleet flexibility, and reducing travel times.
---------------------------------------------------------------------------
    \11\ Driver Shortage Update 2022, Am. Trucking Ass'n (Oct. 25, 
2022), https://ata.msgfocus.com/files/amf_highroad_solution/
project_2358/ATA_Driver_Shortage_Report_2022_
Executive_Summary.October22.pdf.
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    American workers also stand to benefit from the gradual adoption of 
autonomous trucking. A U.S. DOT-funded study found that autonomous 
trucking will increase U.S. employment by up to 35,000 jobs per year on 
average.\12\ As demand for freight hauling continues to grow, automated 
trucks can help shippers keep up with that demand, supplementing and 
augmenting human driven fleets. With AVs hauling more long-haul 
freight, more opportunities will be created for truck drivers in their 
communities. This will also allow companies to strategically place 
their drivers where they are needed most, and ensure America's truck 
drivers can remain in and near their communities and sleep in their own 
beds.
---------------------------------------------------------------------------
    \12\ Robert Waschik et al., John A. Volpe Nat'l Transp. Sys. Ctr., 
FHWA-JPO-21-847, Macroeconomic Impacts of Automated Driving Systems in 
Long-Haul Trucking, 1 (2021), https://rosap.ntl.bts.gov/view/dot/54596.
---------------------------------------------------------------------------
    Let me be clear: autonomous vehicles must coexist with America's 
truck drivers and the goal of industry is to create more opportunity 
for all in our country. The autonomous vehicle industry needs America's 
truck drivers as partners in addressing the supply chain challenges our 
country faces. A growing AV industry will also continue to create new 
job opportunities at AV trucking companies for workers with a range of 
educational backgrounds and experiences, including local drivers, 
technicians, operations center workers, and more.
    The wider adoption of AVs will also bring important fuel efficiency 
benefits, with studies pointing to a 10% cut in fuel consumption for 
autonomous trucks.\13\ AVs will produce more environmental benefits 
compared to traditional vehicles.
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    \13\ Self-Driving Trucks Cut Fuel Consumption by 10%, SAE 
International (Dec. 19, 2019), https://www.sae.org/news/2019/12/
tusimple-autonomous-trucks-cut-fuel.
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    The widespread distribution of the benefits of autonomous trucking 
depends in part on the continued U.S. global leadership in the AV 
industry. The United States is currently leading the way on autonomous 
trucks, but China and other countries are determined to catch up and 
surpass the United States' progress. Only if policymakers and industry 
work together to build a robust AV ecosystem that includes autonomous 
trucks can we ensure that American workers and consumers are able to 
reap the full benefits of AVs.
     II. AV Technology Is a Vital Tool for Improving Roadway Safety
    The United States is in the midst of an epidemic of roadway 
fatalities and injuries, which autonomous trucks and other AVs can 
alleviate. America's roads have become increasingly dangerous for truck 
drivers and other road users alike. 2022 saw over 42,000 deaths on 
America's roads,\14\ with 5,887 of those deaths involving at least one 
large truck.\15\ The 2022 statistics, egregious as they are on their 
own, show only part of the story when it comes to traffic fatalities on 
our roads. Unfortunately, traffic deaths have been steadily rising over 
the last decade, increasing by 47% between 2011 and 2021, and by an 
additional 2% between 2021 and 2022.\16\ A National Safety Council 
analysis of NHTSA data showed a 12% increase in injuries from crashes 
involving a large truck from 2020 to 2021, and recorded over 117,000 
such incidents in 2021 alone.\17\
---------------------------------------------------------------------------
    \14\ Nat'l Highway Traffic Safety Admin., supra note 7.
    \15\ Nat'l Highway Traffic Safety Admin., supra note 8.
    \16\ Id.
    \17\ Nat'l Safety Council, supra note 9.
---------------------------------------------------------------------------
    Human error, including speeding, unfamiliarity with the roadway, 
and fatigue, is a major contributor to roadway incidents. Autonomous 
trucks are designed to remove that error from the equation, as they do 
not drive distracted or tired. AVs have built a significant safety 
record through more than a decade of development, testing, and 
deployment. ADS-equipped vehicles have now driven millions of miles 
autonomously, with vehicles operated by AVIA members driving more than 
44 million autonomous miles on public roads in the U.S. alone.\18\ 
Reinsurer Swiss Re recently published an analysis of 3.8 million 
autonomous miles driven by passenger AVs operated by AVIA member Waymo. 
The analysis found that when compared to baseline human drivers, Waymo 
AVs reduced bodily injury claims by 100 percent, and reduced property 
damage claims by 76 percent.\19\ These results led Swiss Re to conclude 
that Waymo's AVs are ``significantly safer towards other road users 
than human drivers are.'' \20\ Another analysis by Cruise, an AVIA 
member that has likewise driven more than one million miles 
autonomously, found that when benchmarked against human drivers the 
company's AVs were involved in 54% fewer collisions overall, and 73% 
fewer collisions with a meaningful risk of injury.\21\
---------------------------------------------------------------------------
    \18\ Autonomous Vehicle Indus. Ass'n, supra note 3.
    \19\ Luigi Di Lillo et al., Comparative Safety Performance of 
Autonomous and Human Drivers: A Real-World Case Study of the Waymo One 
Service (2023), https://arxiv.org/ftp/arxiv/papers/2309/2309.01206.pdf.
    \20\ Id.
    \21\ Louise Zhang, Cruise's Safety Record Over 1 Million Driverless 
Miles, Cruise (Apr. 28, 2023), https://getcruise.com/news/blog/2023/
cruises-safety-record-over-one-million-driverless-miles/.
---------------------------------------------------------------------------
    Autonomous trucks have also demonstrated a strong safety record. 
Fourteen incidents involving an autonomous truck have been reported 
under NHTSA's SGO in over two years of data collection, and only one 
reported incident involved injuries. That sole incident was caused by a 
human-operated vehicle cutting into the AV's lane and colliding with 
the AV. In contrast, 5,788 people died \22\ and 117,000 people were 
injured in incidents involving traditional large trucks in 2021 
alone.\23\
---------------------------------------------------------------------------
    \22\ Nat'l Highway Traffic Safety Admin., U.S. Dep't of Transp., 
DOT HS 813 435, Overview of Motor Vehicle Traffic Crashes in 2021, 18 
(2021).
    \23\ Nat'l Safety Council, supra note 9.
---------------------------------------------------------------------------
    AV safety is also subject to detailed requirements and multiple 
layers of regulatory oversight at the federal level. Both passenger AVs 
and autonomous trucks are regulated by NHTSA,\24\ which administers 
broadly applicable motor vehicle safety standards and collects incident 
data from AV companies under the SGO. NHTSA also has authority to 
recall vehicles that present an unreasonable risk to safety, removing 
such vehicles from the road when necessary. This structure ensures room 
for innovation in motor vehicle technologies while retaining rigorous 
oversight on manufacturers.
---------------------------------------------------------------------------
    \24\ Like all motor vehicles, AVs are subject to the U.S.'s 
longstanding self-certification process, which relies on thorough 
safety testing by manufacturers without the costly and laborious pre-
approval structures found in Europe and elsewhere.
---------------------------------------------------------------------------
    Autonomous trucks are also subject to an additional legal framework 
established by the FMCSA, a regulatory structure for which there is no 
parallel for passenger vehicles. FMCSA administers standards for 
commercial motor vehicles (``CMV'') related to safety, inspections, 
hazardous materials, drivers, and enforcement. With respect to 
interaction with weigh stations and the commercial vehicle inspection 
system, our members have worked closely with the Commercial Vehicle 
Safety Alliance (``CVSA''), motor carriers, and law enforcement to 
develop a robust inspection process for autonomous trucks, which CVSA 
calls the Enhanced CMV Inspection Program for autonomous trucks.\25\ 
Moreover, safety operators in autonomous trucks are subject to relevant 
requirements established by FMCSA, such as Commercial Driver's License 
requirements and hours of service limitations.
---------------------------------------------------------------------------
    \25\ See Commercial Vehicle Safety Alliance, CVSA Announces New 
Enhanced CMV Inspection Program for Autonomous Truck Motor Carriers 
(Oct. 4, 2022), https://www.cvsa.org/news/new-enhanced-cmv-inspection-
program/.
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    In March of 2023, AVIA published a federal policy framework for 
AVs,\26\ which would build on efforts by NHTSA and FMCSA and support 
the safe and efficient deployment of AVs across the country. In the 
framework, AVIA calls for several policies that the U.S. DOT could 
undertake to assist the wider deployment of autonomous trucks, 
including, but not limited to:
---------------------------------------------------------------------------
    \26\ Autonomous Vehicle Indus. Ass'n, Federal Policy Framework for 
Our AV Future (March 2023), https://theavindustry.org/resources/AVIA-
Federal-Policy-Framework-for-Our-AV-Future.pdf.
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      Codification of FMCSA's 2018 interpretation that the 
Federal Motor Carrier Safety Regulations (``FMCSRs'') do not require a 
human driver to operate or be present in a CMV being operated by a 
Level 4 or Level 5 ADS.
      Completion of the Final Rule on Safe Integration of ADS 
in Commercial Motor Vehicles. FMCSA should swiftly complete a rule or 
series of rules that will encourage autonomous truck developers to 
safely expand operations and commercialization. This would include 
updating existing human-focused hours of service and drug testing rules 
to reflect the operational realities of ADS-equipped vehicles.

    The adoption of these policies by the U.S. DOT would support the 
growth of the autonomous trucking industry while retaining traditional 
federal oversight of commercial vehicle operations.
III. AVs Hold Tremendous Economic Promise and Can Help Create New Jobs 
               While Alleviating Supply Chain Challenges
    The continued development of autonomous trucking will fundamentally 
improve interstate commerce by improving the manner in which goods move 
in our country, with autonomous trucks increasing middle-mile and long-
haul efficiency and capacity, and in turn improving the efficiency of 
countless industries that rely on moving goods on trucks, such as 
agriculture, retail, and manufacturing. The disruptions born of the 
COVID-19 pandemic have shed light on the fragility of supply chains and 
choke points in how we move goods and materials of all kinds. Supply 
chain failures make it harder for farmers to get their crops to market, 
while leaving consumers scrambling for finished products as store 
shelves empty. By 2026, AVs could represent not only a potential $1 
trillion market,\27\ but also a key solution to supply chain troubles, 
all while decreasing transportation costs and improving safety.
---------------------------------------------------------------------------
    \27\ TEConomy Partners, Forefront: Securing Pittsburgh's Break-Out 
Position in Autonomous Mobile Systems ES-1-2 (2021), https://ridc.org/
wp-content/uploads/2021/10/PGH-Autonomy-Report-Executive-Summary.pdf.
---------------------------------------------------------------------------
    One major supply chain challenge facing the United States is a 
shortage of nearly 78,000 truck drivers, and that figure is projected 
to almost double by 2031.\28\ Given the deliberate timeline for AV 
truck deployment, autonomous trucking will not cause significant 
displacement of current jobs in the trucking industry,\29\ but it can 
serve as one tool to reduce strains on the supply chain caused, in 
part, by the longstanding truck driver shortage. At the same time, AV 
trucking also holds substantial potential to decrease the cost of 
consumer goods, reduce delivery costs, and raise earnings for workers 
across the economy.
---------------------------------------------------------------------------
    \28\ Am. Trucking Ass'n supra note 12.
    \29\ See Securing America's Future Energy, America's Workforce and 
the Self-Driving Future Realizing Productivity Gains and Spurring 
Economic Growth (June 2018), https://avworkforce.secureenergy.org/wp-
content/uploads/2018/06/SAFE_AV_Policy_Brief.pdf.
---------------------------------------------------------------------------
A. AVs Will Help Grow the American Economy
    The wider deployment of autonomous trucks will have economic 
benefits far beyond the trucking industry. By 2050, the value of public 
and consumer benefits of AV deployment, including reduced congestion, 
avoided accidents, and saved time, could add up to $796 billion 
annually.\30\ In California alone, the knock on effects of the 
introduction of autonomous trucking could increase the state's real GDP 
and welfare by at least $6 billion a year.\31\ Given this, policies 
that support the further development of the AV industry will help grow 
the U.S. economy and support the economic competitiveness of American 
businesses across many industries, in turn supporting the continued 
growth of the U.S. economy.\32\
---------------------------------------------------------------------------
    \30\ Id. at 9.
    \31\ Autonomous Long-Haul Trucking Stands to Grow the Golden 
State's Economy While Creating Jobs and Raising Wages Without Mass 
Driver Layoffs, Silicon Valley Leadership Group (Apr. 13, 2022), 
https://www.svlg.org/study-shows-autonomous-trucking-will-grow-
californias-economy/.
    \32\ Jack Caporal, William O'Neil, and Sean Arrieta-Kenna, Bridging 
the Divide: Autonomous Vehicles and the Automobile Industry, CSIS (Apr. 
14, 2021), https://www.csis.org/analysis/bridging-divide-autonomous-
vehicles-and-automobile-industry.
---------------------------------------------------------------------------
    The growth in autonomous trucking is poised to run in parallel with 
an ever-growing market for freight trucking, with the Bureau of 
Transportation Statistics estimating that freight activity in the 
United States alone will grow fifty percent from 2020 to 2050, reaching 
a projected value of $36.2 trillion. With trucking representing roughly 
72% of all freight transportation tonnage,\33\ the number of trucks on 
the road, autonomous and human driven, will need to grow as well. AVs 
will be able to help fill that demand and supplement existing human 
drivers.
---------------------------------------------------------------------------
    \33\ ATA Truck Tonnage Index Increased 2.4% in May, Am. Trucking 
Ass'n (July 20, 2023), https://www.trucking.org/news-insights/ata-
truck-tonnage-index-increased-24-may.
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    For consumers, AVs are positioned to reduce general transportation 
costs and the cost of goods, and ensure goods are made more readily 
available and closer to home. Sixty-five percent of U.S. consumable 
goods are brought to market by trucks, and the implementation of 
autonomy in the trucking sector stands to decrease operating costs by 
about 45%--resulting in savings between $85 billion and $125 billion, 
which can be passed on to consumers and transportation workers.\34\ 
Finally, through the introduction of shared AV fleets, transportation 
costs--which amount to the second-largest expense for most households--
could be reduced by as much as $5,600 per year.\35\ The wider 
deployment of AVs for consumer deliveries and personal transportation 
would be particularly impactful in food deserts, rural communities, and 
other areas that do not have significant, accessible public transit 
options.\36\
---------------------------------------------------------------------------
    \34\ Aisha Chottani, Greg Hastings, John Murnane, and Florian 
Neuhaus, McKinsey & Co., Distraction or Disruption? Autonomous Trucks 
Gain Ground in US Logistics (Dec. 10, 2018), https://www.mckinsey.com/
industries/travel-logistics-and-infrastructure/our-insights/
distraction-or-disruption-autonomous-trucks-gain-ground-in-us-
logistics.
    \35\ SAFE, Fostering Economic Opportunity Through Autonomous 
Vehicle Technology (July 2020), https://safe2020.wpenginepowered.com/
wp-content/uploads/2020/07/Fostering-Economic-Opportunity-through-
Autonomous-Vehicle-Technology.pdf.
    \36\ See Joann Muller, How Autonomous Vehicles Could Improve 
Mobility for the Poor, Axios (July 17, 2020), https://www.axios.com/
2020/07/17/autonomous-vehicles-mobility-poverty.
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    Preserving American leadership in the AV industry is key to 
ensuring that the economic benefits of AV deployment reach American 
companies, workers, and consumers. By developing a supportive national 
AV policy framework, the federal government can promote widespread AV 
deployment and commercialization, which will help secure continued U.S. 
leadership against foreign competitors and unlock greater opportunities 
for American companies to test and deploy AVs safely.
B. Autonomous Trucks Can Create New Jobs and New Opportunities for the 
        Transportation Workforce
    Autonomous trucks will be part of a comprehensive trucking 
ecosystem that coexists with human truck drivers, and ultimately the 
customers of AV trucking companies will decide how the technology is 
applied in the marketplace. We need truck drivers and they are a vital 
part of America's supply chain. The adoption of this technology will 
not lead to mass layoffs, and can help create a positive lifestyle 
change for thousands of truckers, allowing them to stay closer to home 
instead of driving routes that keep them on the road for weeks at a 
time. The technologies being developed and deployed by AVIA members 
will allow drivers to spend more nights in their own beds instead of in 
the sleeper berth of a truck.
    As noted above, the U.S. trucking industry also faces a 
longstanding shortage of drivers, and is currently short of nearly 
80,000 truck drivers due to a long-term decline in new drivers entering 
the profession, and an annual turnover rate exceeding 90% in certain 
parts of the industry.\37\ AVs can help fill the gap and, as the demand 
for freight carrying grows, expand the industry's carrying capacity 
over time by supplementing human operated vehicles. Given the timeline 
for AV truck deployment, autonomous trucking will not likely cause 
significant displacement of jobs in the trucking industry,\38\ but it 
can serve as one tool to reduce strains on the supply chain. Indeed, a 
U.S. DOT study has found that most autonomous trucking adoption 
scenarios would not lead to layoffs for existing truckers.\39\
---------------------------------------------------------------------------
    \37\ Am. Trucking Ass'n, supra note 12.
    \38\ See Securing America's Future Energy, supra note 39.
    \39\ Robert Waschik et al., supra note 13.
---------------------------------------------------------------------------
    Beyond truck driving, the further adoption of autonomous trucking 
will support employment overall. A recent study found that in 
California, which already allows smaller AVs to operate, the 
introduction of autonomous trucking would create 2,400 jobs.\40\ A 
Federal Highway Administration study has found that the adoption of 
autonomous trucking will increase total U.S. employment by up to 35,100 
jobs per year on average and raise annual earnings for all U.S. workers 
by between $203 and $267 per worker per year.\41\
---------------------------------------------------------------------------
    \40\ Silicon Valley Leadership Group supra note 41.
    \41\ Robert Waschik et al., supra note 13.
---------------------------------------------------------------------------
    The AV industry itself has already created new jobs and brought new 
investment, tax revenue, resources, and human capital to states across 
the country, including Arkansas, California, Alabama, Arizona, 
Arkansas, Kansas, Nevada, New Mexico, Oklahoma, Pennsylvania, Michigan, 
Florida, Washington, Colorado, and Texas. In communities across those 
states, the AV industry is providing opportunities for workers with a 
wide array of expertise and educational backgrounds, including many 
jobs that do not require a college degree. These jobs include auto 
technicians, fleet managers, safety operations specialists, sensor 
calibrators, transportation planners, and many others to serve the 
growing needs of AV fleets and AV manufacturers. As the industry 
continues to expand, delivery workers and grocery store employees will 
be involved in selecting, packing, and delivering goods to consumers, 
among other jobs and roles. The wider deployment of AVs can create over 
three million new jobs by 2035, all while expanding access to 
affordable delivery services, according to a study conducted by 
Steer.\42\
---------------------------------------------------------------------------
    \42\ Steer, Economic Impacts of Autonomous Delivery Services in the 
U.S. xi (2020), https://www.steergroup.com/sites/default/files/2020-09/
200910_%20Nuro_Final_Report_
Public.pdf.
---------------------------------------------------------------------------
    The AV industry is also investing in partnerships to create the 
jobs of tomorrow. These investments not only move AV technology 
forward, but also prepare the American workforce to compete globally. 
For example, AVIA member Aurora has partnered with Pittsburgh Technical 
College to create and launch a new associate degree program that trains 
autonomous service engineer technicians.\43\ Similarly, AVIA member 
Nuro has developed programs with De Anza Community College in 
California and San Jacinto Community College in Texas that offer a new 
career pathway to prepare the next generation of autonomous fleet 
technicians.\44\ The initiatives include a free tuition option, access 
to paid internships and part time work, and preference for full time 
jobs with and benefits upon graduation. In San Francisco, another AVIA 
member, Cruise, partners with a local non-profit organization, 
Humanmade,\45\ to help build bridges between historically underserved 
communities and the advanced manufacturing economy through skills 
training, education, access to advanced tools and machinery, interview 
workshops and other resources.
---------------------------------------------------------------------------
    \43\ Pittsburgh Technical College Launches Robotics and Autonomous 
Engineering Technology Program, Pittsburgh Technical College, https://
www.pghtech.org/news-and-publications/PTC_Robotics (last visited Sept. 
10, 2023).
    \44\ Autonomous and Electric Vehicle Technician Pathway, De Anza 
College, https://www.deanza.edu/autotech/av (last visited Sept. 10, 
2023); Press Release, San Jacinto College and Nuro, San Jacinto College 
and Nuro Announce First AV Technician Certificate Program in Texas 
(Feb. 24, 2023), https://www.newsfilecorp.com/release/156026/San-
Jacinto-College-and-Nuro-Announce-First-AV-Technician-Certificate-
Program-in-Texas.
    \45\ Workforce Development Programs, HumanMade, https://
www.humanmade.org/workforce-development (last visited Sept. 10, 2023).
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   IV. U.S. Leadership in AV Technology Continues to Face Challenges
    Today, the United States is the global leader in the AV industry, 
with a robust ecosystem of American companies working on all aspects 
and applications of the technology. However, the United States must not 
assume it will win the global AV race and sustain its leadership 
position in a market potentially worth multiple trillions of 
dollars.\46\ To ensure continued U.S. leadership in AV development and 
deployment, we must get three things right: technology development; 
capital investment; and public policy.\47\
---------------------------------------------------------------------------
    \46\ Sonia Abhay, Allied Market Research, Autonomous Vehicle Market 
by Level of Automation (Level 1, Level 2, Level 3, Level 4, and Level 
5), Application (Civil, Defense, Transportation & Logistics, and 
Construction), Drive Type (Semi-Autonomous and Fully Autonomous), and 
Vehicle Type (Passenger Car and Commercial Vehicle): Global Opportunity 
Analysis and Industry Forecast, 2021-2030 (2022), https://
www.alliedmarketresearch.com/autonomous-vehicle-market; TEConomy 
Partners, supra note 37.
    \47\ See also Economic Danger Zone: How America Competes to Win the 
Future Versus China: Hearing Before the Subcom. on Innovation, Data, 
and Com. of the H. Comm. on Energy and Com., 118th Cong. (2023) 
(statement of Jeff Farrah, Executive Director, Autonomous Vehicle 
Industry Association), https://theavindustry.org/resources/testimony/
Witness_Testimony_
Farrah_IDC_2023_02_01_Hearing_dac1666f21.pdf.
---------------------------------------------------------------------------
    The United States is leading in the first two categories. AVs are 
an American invention, with many of the leading voices in AV 
development today having participated in Defense Advanced Research 
Projects Agency (``DARPA'')-sponsored challenges in the early 2000s. 
The work of these pioneers led to an explosion in AV development over 
the last decade, as they built dynamic companies across the United 
States. American companies have developed the most advanced AV 
technology to date, and billions have been invested in innovative AV 
companies, ranging from dogged startups to established players with 
experience scaling in the transportation sector.
    Despite this lead, the United States is at severe risk of falling 
behind the rest of the world on AV public policy, which would deny 
Americans the technology's lifesaving mobility and efficiency benefits 
and harm the United States' global economic competitiveness. The 
American AV industry is at an inflection point, as the technology is 
now being commercialized and the benefits of AVs are beginning to 
accrue. Now is the time for policymakers to establish a national policy 
framework that prioritizes American leadership and has Congress, the 
U.S. DOT, and the private sector acting in partnership. While federal 
efforts to establish such a framework have stalled in the last several 
years, a majority of states have recognized the benefits of AVs by 
expressly approving AV operations on their roads.
    Make no mistake: the United States can continue to lead the way on 
AVs, if we as a nation clear the path to safe commercialization and do 
so with urgency. The United States must commit itself to AV leadership 
to ensure that the safety, economic, mobility, and efficiency benefits 
of AVs can be felt not only in the states where AVs are already on the 
road, but nationwide.
A. Competition on AV Leadership from Abroad
    America's leadership role is integral to securing the economic 
growth, job creation, and many safety and societal benefits offered by 
AVs. The United States currently faces considerable foreign 
competition, including from China, Europe, and Japan.
    China. China's government has invested heavily in the development 
of AVs in recent years as part of its strategy to overtake and replace 
foreign market leaders, leading to projections that China's share of 
the AV market will be worth approximately 50% of the market's overall 
estimated value by 2025.\48\ Reflecting China's investment in AVs, the 
Chinese government issued a joint strategy in 2020 prioritizing AV 
development and establishing goals for the large-scale production of 
AVs by 2025, calling for at least 20% of all new vehicles sales to have 
SAE Level 4 capabilities by 2030.\49\ In 2022, China's Ministry of 
Transportation released rules in an effort to commercialize driverless 
mobility.\50\ Meanwhile, eight major cities in China currently allow 
testing of driverless ride-hailing services, and multiple AV companies 
have obtained permits in these cities to operate autonomous taxis.\51\ 
One company, AutoX, backed by e-commerce giant Alibaba, announced the 
launch of autonomous taxis on public roads across an area three times 
the size of Manhattan within Shenzhen in January 2021.\52\ Apollo Go, 
backed by China's leading search engine, Baidu, began publicly testing 
its robotaxis in Shanghai in September 2021.\53\ According to Baidu, 
one million rides have already been completed since it rolled out the 
service, and it plans to expand into dozens of other Chinese cities by 
2030.\54\ Baidu expanded its driverless ride-hailing services to public 
roads in Beijing in April 2022, where another China-based AV company, 
Pony.ai, also deploys driverless robotaxis.\55\ In August, Baidu 
received a permit to carry passengers from central Wuhan to the Wuhan 
Tianhe Airport, a major regional hub, and the first time AV routes in 
China have extended to an airport.\56\ Another Chinese company, WeRide, 
recently received the first ever permit to operate an AV in the United 
Arab Emirates.\57\ Many other Chinese companies are investing in AV 
technology and testing, including Huawei, Didi Chuxing, and Momenta. 
Further, these companies are attracting investment from other countries 
around the world.\58\
---------------------------------------------------------------------------
    \48\ See Anjani Trivedi, China Sets the Rules of the Road, Wash. 
Post (Oct. 12, 2022, 6:31 PM), https://www.washingtonpost.com/business/
china-sets-the-rules-of-the-road/2022/10/11/db25bdda-49b0-11ed-8153-
96ee97b218d2_story.html.
    \49\ Takashi Kawakami & Naoshige Shimizu, China's Self-Driving Car 
Push Hits Legal and Cost Roadblocks, Nikkei Asia (Jan. 19, 2023), 
https://asia.nikkei.com/Business/Automobiles/China-s-self-driving-car-
push-hits-legal-and-cost-roadblocks.
    \50\ See Anjani Trivedi, supra note 58.
    \51\ Id.
    \52\ Rita Liao, China's Robotaxis Charged Ahead in 2021, TechCrunch 
(Jan. 14, 2022, 8:20 AM), https://techcrunch.com/2022/01/14/2021-
robotaxi-china/.
    \53\ Rebecca Bellan, Chinese Tech Giant Baidu Begins Publicly 
Testing Apollo Go Robotaxis in Shanghai, TechCrunch (Sept. 14, 2021, 
1:24 AM), https://techcrunch.com/2021/09/13/chinese-tech-giant-baidu-
begins-publicly-testing-apollo-go-robotaxis-in-shanghai/.
    \54\ Robotaxis are taking over China's roads. Here's how they stack 
up to the old-fashioned version, CBS News (Aug. 18, 2022), https://
www.cbsnews.com/news/china-robotaxis-self-driving-cabs-taking-over-cbs-
test-ride/.
    \55\ Rebecca Bella, Baidu, Pony.AI Win First Driverless Robotaxi 
Permits in China, TechCrunch (Apr. 27, 2022, 11:21 PM), https://
techcrunch.com/2022/04/27/baidu-pony-ai-win-first-driverless-robotaxi-
permits-in-china/.
    \56\ David Leggett, Daidu First in China to Offer Driverless 
Airport Rides, Just Auto (Aug. 31, 2023), https://www.just-auto.com/
news/baidu-first-in-china-to-offer-driverless-airport-rides/.
    \57\ Rebecca Bellan, China's WeRide Secures Self-driving Vehicle 
License from UAE, TechCrunch (July 4, 2023), https://techcrunch.com/
2023/07/04/chinas-weride-secures-self-driving-vehicle-license-from-
uae/.
    \58\ Id.
---------------------------------------------------------------------------
    China's focus on advancement in this space should be alarming, as 
no American policymaker should want to see a world where China 
dominates the AV market. This scenario presents immense national 
security challenges and would also mean the United States would not see 
much of the job creation from a prosperous AV industry.
    European Union (``EU''). In August 2022, the European Commission 
issued the first EU-wide safety regulations for the automated driving 
systems of ``fully automated'' vehicles, enabling EU-wide approvals for 
commercial deployment of vehicles with these systems.\59\ This marked 
the first multinational safety regulation for fully automated vehicles 
and provided added certainty to the AV industry but also a significant 
competitive advantage for the region.
---------------------------------------------------------------------------
    \59\ Commission Implementing Regulation 2022/1426 of Aug. 5 2022, 
Laying Down Rules for the Application of Regulation (EU) 2019/2144 of 
the European Parliament and of the Council as Regards Uniform 
Procedures and Technical Specifications for the Type-Approval of the 
Automated Driving System (ADS) of Fully Automated Vehicles, 2022 O.J. 
(L 221).
---------------------------------------------------------------------------
    Japan. Japan incorporated SAE Level 4 autonomous driving into its 
traffic law in April of this year.\60\ This is the latest step in 
Japan's demonstrated support for AVs, following Japan's enactment of a 
Road Transport Vehicle law in 2020 recognizing AVs and establishing a 
related inspection regime and permit system.\61\
---------------------------------------------------------------------------
    \60\ Graham Hope, Japan to Greenlight Self-Driving Vehicles in 
2023, IOT World Today (November 3, 2022), https://
www.iotworldtoday.com/transportation-logistics/japan-to-greenlight-
self-driving-vehicles-in-2023.
    \61\ Kazuhiro Ogawa, Japan Revamps Laws to put Self-driving Cars on 
Roads, Nikkei Asia (Mar. 9, 2019), https://asia.nikkei.com/Politics/
Japan-revamps-laws-to-put-self-driving-cars-on-roads.
---------------------------------------------------------------------------
B. AVs and National Security
    American leadership in the AV industry is also a matter of national 
security. Since before the days of the DARPA challenge, the Department 
of Defense (``DOD'') has been interested in developing and deploying 
autonomous ground vehicles as tools on the battlefield and for 
logistics. Autonomous trucks could replace manned vehicles on dangerous 
convoy missions, allowing for greater flexibility in logistics without 
putting soldiers in harm's way,\62\ while other AVs can augment 
existing assets and undertake high-risk frontline missions like 
reconnaissance.\63\
---------------------------------------------------------------------------
    \62\ Maj. Brian Mathews, Autonomous Vehicles: New Technology 
Revolutionizes Army's Principles of Sustainment, U.S. Army (Aug. 31, 
2022), https://www.army.mil/article/259621/
autonomous_vehicles_new_technology_revolutionizes_armys_principles_of_su
stainment.
    \63\ David Vergun, DOD Adopting Commercial Technology to Control 
Unmanned Ground Vehicles, Dept. of Defense (Dec. 6, 2022), https://
www.defense.gov/News/News-Stories/Article/Article/3237210/dod-adopting-
commercial-technology-to-control-unmanned-ground-vehicles/.
---------------------------------------------------------------------------
    AVIA member Kodiak recently partnered with the DOD's Defense 
Innovation Unit as part of the Army's ongoing Robotic Combat Vehicle 
program.\64\ This partnership connects Kodiak's AV expertise directly 
to DOD experts as they work to develop the next generation of combat 
vehicles. Congress included language in the House-passed fiscal year 
2024 National Defense Authorization Act supporting the Robotic Combat 
Vehicle program's leveraging of dual-use commercial ADS and pushing 
other branches to follow the Army's lead in autonomous software 
procurement.\65\
---------------------------------------------------------------------------
    \64\ John Rosevear, Self-driving Truck Startup Kodiak Robotics Wins 
$50 Million Deal to Help Develop Driverless Army Vehicles, CNBC (Dec. 
6, 2022), https://www.cnbc.com/2022/12/06/kodiak-wins-50m-deal-to-
develop-driverless-army-vehicles.html.
    \65\ National Defense Authorization Act for Fiscal Year 2024, H.R. 
2670, 118 Cong. Sec.  267 (2023), https://www.congress.gov/bill/118th-
congress/house-bill/2670/text/rds.
---------------------------------------------------------------------------
    The future of these programs, and their potential to keep soldiers 
out of harm's way, depends on maintaining U.S. leadership in the AV 
industry. Preserving American leadership will keep the United States 
ahead of competitors while saving lives--both on distant battlefields 
and on highways here at home. Further, ensuring a robust U.S. AV 
industry and retaining a dynamic civilian AV industry can provide vital 
expertise and technology for military automation programs, while DOD 
funding can provide added support for civil AV development, creating a 
positive feedback loop that will help the long-term sustainability of 
the AV industry.
                             V. Conclusion
    The further deployment of autonomous trucks and other AV 
technologies will vastly increase safety on our roadways and generating 
substantial job creation and supply chain benefits. However, to ensure 
those benefits are realized here in the United States, we must preserve 
American leadership in the AV industry. I thank the Subcommittee for 
its leadership on these important issues. AVIA looks forward to serving 
as a resource for technical and policy questions on this subject and 
working with you to make safe autonomous vehicles a reality for 
Americans nationwide.

    Mr. Crawford. Thank you, Mr. Farrah.
    Mr. Spear, you are recognized for 5 minutes.

    TESTIMONY OF CHRIS SPEAR, PRESIDENT AND CHIEF EXECUTIVE 
            OFFICER, AMERICAN TRUCKING ASSOCIATIONS

    Mr. Spear. Thank you, Chairman Crawford, Ranking Member 
Holmes Norton, full committee Ranking Member Larsen, and 
members of the subcommittee. I appreciate the opportunity to 
testify this morning on behalf of the American Trucking 
Associations.
    This hearing coincides with National Truck Driver 
Appreciation Week, as you have already heard. It is an annual 
celebration honoring all 3.5 million professional truckdrivers 
for their service to our Nation's economy.
    Each year, these heroes drive over 320 billion miles, that 
is equal to 13 million trips around the globe, delivering 12 
billion tons of freight, now 72.5 percent of our goods. We 
celebrate these achievements this week as an important reminder 
of the critical role they play the other 51 weeks of the year.
    Today's hearing examines the impact automated commercial 
vehicles will have on consumers, our supply chain, and the 
United States ability to remain a global innovator.
    What is key to each is our industry's ability to safely and 
responsibly meet economic demand. We believe AVs are a critical 
piece to that equation, including their potential to assist 
drivers by improving their awareness and responsiveness.
    You are all aware there is now a shortage of talent in most 
sectors of employment. Our industry is no exception. In fact, 
trucking has long battled the shortage of drivers and 
technicians largely due to four decades of unchanged Federal 
weight and length requirements and surging consumption, an 
aging workforce, barriers to entry for younger workers, an 
underrepresentation of women, and lifestyle preferences 
precluding many job seekers from considering long-haul 
trucking.
    In 2022, the shortage of qualified drivers was at a near 
record level of 78,000. Projections show that our industry will 
need to hire 1.2 million more drivers over the next decade just 
to keep pace with the economic demand and replenish an aging 
workforce.
    In short, we need more drivers, and we needed them 
yesterday.
    I stress this data as it underscores the challenges our 
industry faces to meet the needs of society, to avoid lags in 
the supply chain, and maintain the Nation's position as a world 
leader.
    In short, there is plenty of room for innovation to help 
fill this gap without displacing drivers.
    To the contrary, we see this technology as improving the 
essential job of truck driving by making it safer, more 
productive, and less stressful. We believe it is vital to 
attracting the next generation of talent into this profession.
    What is needed first is a national framework that 
encourages development, testing, and deployment of technology 
in direct support of interstate commerce.
    Federal guidance should treat commercial and passenger 
vehicles equally and require automated vehicles to achieve an 
acceptable level of safety and performance rather than 
requiring the use of specific technologies.
    The ATA and its members commit to working with this 
subcommittee to help shape this framework, blending 
technological value with operational realities that reduce 
highway injuries and fatalities.
    Levels 2 through 4 driver assist technologies are already 
producing safer operations of commercial and passenger 
vehicles, protecting truckdrivers and the motoring public 
through preventive means.
    Our written testimony also underscores the importance of 
cybersecurity where ATA is working with Federal agencies and 
the law enforcement community to standardize protocols that 
safeguard the movement of freight.
    Conversely, securing cargo and ensuring that movement of 
hazardous materials, livestock, and produce, particularly in 
extreme weather conditions, are all factors that will 
undoubtedly require a driver, superseding the values of 
automation.
    Lastly, our Nation must continue to lead the world in 
innovation, not concede vital ground to competitors or foes who 
are actively developing and deploying integrated systems with 
domestically sourced chips and software.
    A Federal performance-based framework will ensure that the 
United States is not relegated to the position of benchwarmer.
    ATA starts with yes. We come here to this hearing with 
data, facts, and real-world experiences that help generate 
outcomes. Understanding and solving this issue won't happen if 
decisions rely on baseless rhetoric and emotion.
    To that end, Mr. Chairman, I look forward to answering your 
questions.
    [Mr. Spear's prepared statement follows:]

                                 
   Prepared Statement of Chris Spear, President and Chief Executive 
                Officer, American Trucking Associations
                             Introduction:
    Chairman Crawford, Ranking Member Holmes Norton, and Members of the 
Highways and Transit Subcommittee, I appreciate the opportunity to 
testify before you today on behalf of the American Trucking 
Associations (ATA).\1\ ATA is a 90-year-old federation and the largest 
national trade organization representing the interests of the U.S. 
trucking industry, including the approximately 8.4 million men and 
women working in trucking-related jobs.\2\ Our fifty-state federation 
encompasses 37,000 motor carriers as well as their corresponding 
suppliers. ATA represents every sector of the industry, from less-than-
truckload to truckload, agriculture and livestock transporters to auto 
haulers and movers, and large motor carriers to mom-and-pop one-truck 
operations.
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    \1\ The American Trucking Associations is the largest national 
trade association for the trucking industry. Through a federation of 50 
affiliated state trucking associations and industry-related conferences 
and councils, ATA is the voice of the industry America depends on most 
to move our nation's freight.
    \2\ American Trucking Trends 2023 American Trucking Associations 
(August 2023)
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    I'd like to begin my testimony by noting that today's hearing 
coincides with National Truck Driver Appreciation Week, an annual 
celebration honoring all professional truck drivers for their hard work 
and fortitude in tackling one of our economy's most demanding and 
essential jobs. Truck drivers are the unsung heroes of our supply 
chain, each year driving over 320 billion miles--the equivalent of 
nearly 13 million trips around the globe--to deliver roughly 12 billion 
tons of freight.\3\ Every one of those miles represents a stocked store 
shelf, a package placed on a household doorstep, materials delivered to 
a manufacturer, and equipment conveyed to a construction site. These 
professional men and women deliver the goods we rely on safely, 
securely, and on time while serving as role models in their 
communities. Representing and supporting our nation's truck drivers is 
one of my highest honors as ATA President and CEO, and I am privileged 
to celebrate those men and women.
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    \3\ Ibid.
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    It is not lost on me that during the week that we honor our 
nation's truck drivers I am testifying about a technology that some 
fear may eliminate the role of the driver. However, we must realize 
that development of automated technology for vehicles does not mean 
that all vehicles will become ``driverless vehicles'' and that truck 
driving jobs will simply be eliminated. The reality is much more 
complex. Given the variety of freight movement--think about liquids, 
livestock, hazardous material, large construction equipment, and 
oversize loads--and the variety of road, terrain, and weather 
conditions throughout the country, there will continue to be a role and 
need for drivers as part of a logistics system that includes automated 
trucks. ATA believes that automated trucks will be a tool that will 
help improve the efficiency of freight movement and help address a 
shortage of drivers, not replace them. Driver responsibilities may 
adjust over time with deployment of automated technologies, but the 
industry continues to need drivers, our greatest asset.
    It is both timely and important that the Highways and Transit 
Subcommittee holds today's hearing to consider the future of automated 
commercial motor vehicles, as well as their likely impact on society, 
the supply chain and U.S. economic leadership. This subcommittee knows 
well that trucking is the dynamic lynchpin of the U.S. economy. More 
than 80% of U.S. communities rely exclusively on trucking to meet their 
freight transportation needs, and trucking currently moves more than 
70% of the nation's annual freight tonnage.\4\ Over the next decade, 
trucks will be tasked with moving 2.4 billion more tons of freight than 
they do today, and trucks will continue to deliver the vast majority of 
goods to American communities.\5\ It is no coincidence that an industry 
so essential to American productivity is at the forefront of such 
exciting innovation and ingenuity.
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    \4\ U.S. Census Bureau Commodity Flow Survey, U.S. Census Bureau, 
2017.
    \5\ Freight Transportation Forecast 2020 to 2031, American Trucking 
Associations, 2020.
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    The COVID-19 pandemic opened Americans' eyes to the convenience and 
reliability of delivery, and as we emerge from the pandemic, Americans 
expect their goods to be delivered even faster, more cheaply, and more 
efficiently. Ongoing supply chain disruptions have exposed the need for 
greater flexibility to meet these new challenges. ATA believes 
automated driving systems (ADS) will significantly enhance the safety, 
efficiency, and productivity of the U.S. freight and logistics system 
and provide 21st century solutions to meet 21st century challenges.
    The benefits of this technology are recognized globally, and the 
United States is now competing with other nations like China to assert 
dominance in this burgeoning space. ATA encourages Congress and federal 
agencies to develop policies that will foster innovation and ensure 
that America does not fall behind its global competitors in the 
development of this important technology. The absence of a federal 
framework that encourages the development of 21st century solutions 
right here in the United States amounts to a competitive advantage for 
other nations.
    The trucking industry has a substantial stake in the enhancements 
to road safety that automated and connected vehicle technology will 
provide. America's roads and bridges are truck drivers' workplace, and 
safety is of paramount importance. The safety gains achieved by 
removing human error--as well as the additional economic and societal 
benefits--are very enticing to an industry that already spends at least 
$10 billion annually on safety, including technology enhancements, to 
help ensure that drivers and passengers of all vehicles make it safely 
to their destination.\6\
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    \6\ ATA Safety Investment Study, 2016, http://www.trucking.org
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    As the Transportation and Infrastructure Committee, which maintains 
jurisdiction over automated vehicle technologies in commercial motor 
vehicles, considers legislation to guide federal policy and regulations 
on autonomous vehicles (AVs), ATA encourages a multi-modal approach 
that prioritizes commercial motor vehicles, heavy specialty vehicles, 
trailer-combination vehicles, and passenger vehicles equally. We 
strongly recommend that any legislation establishing federal oversight 
of the development and deployment of AV technologies consider all road 
users, including passenger vehicles, commercial trucks, buses, as well 
as the supporting infrastructure. We stand ready to support and work 
hand-in-hand with you in that effort.
    We thank and commend you for holding this important hearing today 
and welcome the opportunity to engage on this critical issue. National 
Truck Driver Appreciation Week is an annual reminder that we must 
continue to do more to support the hard-working individuals who drive 
this economy, and a federal framework that supports innovation will 
greatly improve safety, efficiency, and productivity on our nation's 
roadways, while strengthening our supply chains and ensuring the 
nation's long-term global economic competitiveness.
                   The Current State of the Industry:
    Six years ago to the day, I testified before the Senate Committee 
on Commerce, Science and Transportation on this very issue and shared 
the trucking industry's perspective on how the deployment of automated 
trucks might play out.\7\ That discussion focused on the potential 
safety benefits and the opportunities to improve the resiliency of our 
supply chain. I testified on timelines and relayed the difficulty of 
envisioning a future where driving jobs would be obsolete. Everyone 
agreed that safety was paramount, and I underscored that testing would 
follow deliberate and measured steps towards maturity. Since that 
hearing, we have seen the automated vehicle technology available for 
heavy-duty trucks and vehicles of all sizes grow by leaps and bounds to 
the cusp of commercialization. In the six years since my previous 
testimony, Congress has missed the opportunity to take a leadership 
role in overseeing the development and deployment of these 
technologies. But the opportunity is still at hand for the federal 
government's leadership role to now grow.
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    \7\ https://www.commerce.senate.gov/2017/9/transportation-
innovation-automated-trucks-and-our-nation-s-highways
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    Our predictions from six years ago were accurate. Developers have 
built robust and safe testing programs across many different parts of 
the trucking industry. We see automated trucks in development for 
heavy-duty and medium-duty use, for highway and off-highway 
applications, and for public roads and private yards. These 
developments are data-driven and based on needs identified by industry 
for particular sectors and use cases. There has been no rush to deploy, 
no flood of driverless trucks on our highways, and no driving jobs 
lost. Along the way, these companies have been highly regulated and 
transparent, even by the high standards of our industry. They have 
submitted voluntary safety self-assessments that detail their processes 
in depth. They are subject to the National Highway Traffic Safety 
Administration's (NHTSA) Standing General Order (SGO) and report every 
incident involving their trucks for public view, regardless of who is 
at fault.\8\ They have worked with ATA's Technology and Maintenance 
Council and the Commercial Vehicle Safety Alliance to build a robust 
inspection program and comply with inspections like every other truck 
on the road. They have been patiently working with industry partners to 
understand their needs and concerns. We have seen that automated trucks 
have not and will not show up everywhere all at once. The developers 
understand the complexity and diversity of our industry and are 
carefully following the maturity of the technology.
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    \8\ https://www.nhtsa.gov/laws-regulations/standing-general-order-
crash-reporting.
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    The timing of this hearing is not a coincidence. We now have a much 
clearer view of what deployment might look like, and the need for 
federal leadership is more important than ever. Developers have 
identified specific over-the-road routes that meet the needs of 
industry partners, and they are testing their technology to maturity. 
These routes may be ready for deployment very soon, and federal 
leadership is vital for success and continued innovation. It is not 
enough for the federal government to just remove barriers to operation 
like outdated regulatory language. We need federal leadership to ensure 
that these vehicles can operate in interstate commerce without 
disruption. Automation has the potential to dramatically increase our 
nation's supply chain resiliency, but only if it can operate like other 
trucks on our roads. The risks of a patchwork of state or local 
requirements threaten to stifle the innovation before it even has a 
chance to prove its worth. Kneejerk reactions like AB 316 in California 
undermine not just the technology itself but our ability to imagine the 
future. Since I last testified on this topic, we all have had six more 
years of valuable experience, and the urgency of the moment demands 
that we move beyond the hype and alarmist predictions for automation in 
commercial vehicles.
    In 2021 the U.S. Department of Transportation (DOT) estimated that 
adoption of automation in long-haul trucking would increase earnings 
across all workers, increase overall employment, and increase the US 
GDP.\9\ The DOT did not find that there would be industry lay-offs 
except in the most aggressive case of adoption. We have an aging work 
force and an ongoing driver shortage in trucking. Clearly there is room 
for both drivers and automation to build a more efficient and resilient 
supply chain. The industry is ready for leadership, and Congress and 
the DOT can help us build that future.
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    \9\ https://rosap.ntl.bts.gov/view/dot/54596
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          Recent Federal Regulatory and Legislative Activity:
    In 2017, the U.S. House of Representatives passed the SELF DRIVE 
Act (H.R. 3388) unanimously, and later that fall, the AV START Act (S. 
1885) did not advance beyond consideration by the Senate Commerce 
Committee. Despite the fact that efforts to enact federal legislation 
have stalled since 2017, the DOT has continued to use the tools at its 
disposal to exercise federal oversight and facilitate the safe testing 
and initial deployments of automated vehicles in the United States. 
These tools include guidance documents such as AV 4.0 \10\ (issued in 
2020) and DOT's 2021 Automated Vehicles Comprehensive Plan \11\, which 
identify roles and responsibilities of the DOT and other stakeholders, 
and NHTSA's SGO \12\ (issued in 2021), which ensures that DOT receives 
timely information on safety-related incidents involving ADS-equipped 
vehicles on public roads. Another DOT tool, the exemption process, 
provides a means for the Federal Motor Carrier Safety Administration 
(FMCSA) and NHTSA to evaluate and approve on a temporary basis 
alternative means to meet or exceed existing safety standards that were 
written with the implicit assumption of the presence of human drivers 
and traditional driver controls. Additionally, and importantly, NHTSA 
maintains its recall authority, which allows the Agency to recall 
vehicles or equipment that pose an unreasonable risk to safety even 
when there is no applicable Federal Motor Vehicle Safety Standard 
(FMVSS).\13\ In the near term, these tools establish an initial pathway 
for testing and limited deployment of ADS-equipped vehicles to 
demonstrate their positive impact on vehicle safety, transportation 
system efficiency, and improved mobility for people and goods.
---------------------------------------------------------------------------
    \10\ https://www.transportation.gov/policy-initiatives/automated-
vehicles/av-40.
    \11\ https://www.transportation.gov/av/avcp.
    \12\ https://www.nhtsa.gov/laws-regulations/standing-general-order-
crash-reporting.
    \13\ Understanding NHTSA's Regulatory Tools, DOT HS 808 795, 
Revised August 2017, page 2. Available at: https://www.nhtsa.gov/sites/
nhtsa.gov/files/documents/understanding_nhtsas_
current_regulatory_tools-tag.pdf (accessed September 7, 2023).
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    Longer term, as ADS technology matures, it will be necessary for 
DOT to modernize its regulations to reflect the capabilities of ADS and 
its integration into commercial vehicle operations. ATA commends FMCSA 
for seeking supplemental information for its rulemaking on the Safe 
Integration of Automated Driving Systems-Equipped Commercial Motor 
Vehicles \14\ earlier this year, and we look forward to working with 
FMCSA as the Agency moves forward with this rulemaking. Likewise, ATA 
commends NHTSA for the recently announced plans to issue an NPRM this 
fall for the ADS-equipped Vehicle Safety, Transparency and Evaluation 
Program (AV STEP) among other ADS-related rulemaking initiatives.\15\ 
The overall goal for DOT should be to develop a set of regulations that 
remove unnecessary barriers created by existing rules that did not 
envision automated driving, while establishing a clear regulatory 
baseline for companies developing or deploying automated vehicles. An 
updated federal regulatory framework that reflects the difference 
between human operators and ADS is critical to preserving a seamless 
set of safety standards across the country that provides assurance to 
the public and certainty to companies developing and deploying 
automated vehicles.
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    \14\ https://www.federalregister.gov/documents/2023/02/01/2023-
02073/safe-integration-of-
automated-driving-systems-ads-equipped-commercial-motor-vehicles-cmvs.
    \15\ https://www.nhtsa.gov/speeches-presentations/automated-road-
transportation-symposium-
arts23-keynote-address (accessed September 7, 2023).
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    Beyond the federal regulatory action being undertaken at DOT, we 
are aware that Congress is again considering legislative action as 
well. We commend those efforts and would urge the Transportation and 
Infrastructure Committee to take part in those discussions and 
negotiations to ensure that automated commercial motor vehicles are a 
part of that dialogue.
        Automated Driving Technology Strengthens Highway Safety:
    The trucking industry has a substantial stake in the success of 
safe automated and connected vehicle technology. America's roads and 
bridges are truck drivers' workplace. Safety is not just a slogan; it 
is of paramount importance. There were 13.9 million medium and heavy-
duty trucks registered in the U.S. in 2021, including 4.07 million 
Class 8 trucks.\16\ That same year, medium- and heavy-duty trucks 
accounted for approximately 10.4% of the vehicle miles traveled.\17\ 
Since deregulation in 1980, both the number of fatal truck crashes and 
rate of fatalities have declined.\18\ However, ATA does acknowledge a 
recent up-tick in fatal crashes. While there are several factors that 
have contributed to this, including the overall majority of truck-
related crashes being the fault of the passenger vehicle,\19\ automated 
vehicle technology has the potential to decrease fatal crashes.
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    \16\ S&P Global, U.S. Freight Transportation Forecast (2023)
    \17\ Federal Highway Administration, Highway Statistics, 2021, 
Table VM-1, accessed online at https://www.fhwa.dot.gov/
policyinformation/statistics/2021/pdf/vm1.pdf.
    \18\ Large Truck and Bus Crash Facts 2020, Trends Chapter, Table 4, 
page 7, Federal Motor Carrier Safety Administration, Washington, D.C. 
https://www.fmcsa.dot.gov/sites/
fmcsa.dot.gov/files/2022-10/LTBCF%202020-v5_FINAL-09-20-
2022%20508%2010-3.pdf.
    \19\ Financial Responsibility Requirements for Commercial Motor 
Vehicles, U.S. Department of Transportation, Federal Motor Carrier 
Safety Administration, January 2013, page xii, footnote 2.
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    Safety gains are achievable by removing human error, which is a 
factor in 87% of large truck crashes \20\ and 94% of all vehicle 
crashes. \21\ The additional economic and societal benefits, are very 
enticing to an industry that--as mentioned previously--already spends 
at least $10 billion annually on safety. These investments include 
deployment of safety technology enhancements that go above and beyond 
what is mandated by federal regulations. Automated and connected 
vehicle technology can work together to further reduce or even 
eliminate these crashes. With these innovations, improvements in safety 
are only the beginning; we can also make meaningful advances in other 
important policy areas like reducing traffic congestion and emissions 
nationwide.
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    \20\ Large Truck Crash Causation Study, Federal Highway 
Administration, July 2007
    \21\ Singh, S. (2015, February). Critical reasons for crashes 
investigated in the National Motor Vehicle Crash Causation Survey. 
(Traffic Safety Facts Crash Stats. Report No. DOT HS 812 115). 
Washington, DC: National Highway Traffic Safety Administration.
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    Automated driving systems are the next step in the evolution of 
currently available safety technologies, and it is critical that 
federal policies developed for these advances consider all vehicles 
operating on our nation's roadways. These improvements will not be one-
size-fits-all technologies, but rather will offer layers of driver 
assistance that, in some cases, include full automation. While 
opponents of this safety technology will often refer to it in a 
negative light, we need to think beyond anecdotes and fearmongering and 
collect data on the benefits of avoiding accidents, reducing crash 
severity, mitigating congestion, and improving air quality. 
Quantifiable factors must guide policy and drive outcomes. Far too 
often, when we reach barriers in the development of this safety 
technology, opponents will cite those barriers as a reason for why we 
should not have automated vehicle technologies rather than engaging in 
conversations with stakeholders as to how we can overcome these 
barriers and advance these meaningful and lifesaving efforts. Holding 
innovation hostage under the guise of safety considerations is an 
outdated, performative approach that may appease interest groups but 
certainly does not advance our common goal of zero highway fatalities. 
ATA is not the association of ``NO'' and will always stand committed to 
work with any and all stakeholders in these discussions.
       Automated Driving Technology and Addressing Cybersecurity:
    As automated vehicle technologies have advanced for both passenger 
and commercial motor vehicles, some have expressed concerns that the 
shift to autonomy may pose significant cybersecurity risks. Just as 
automated driving technology has the potential to bring safety benefits 
to the motoring public, steps must be taken to ensure that deployment 
of these technologies do not create vulnerabilities as a result of 
cybersecurity threats. As with many things in life, including the 
threat against passenger vehicles, cybersecurity is an important 
consideration for commercial vehicles.
    At an early stage, ATA recognized these threats and has already 
taken steps to help ensure a robust cybersecurity environment for motor 
carriers. For instance, in conjunction with ATA's Technology and 
Maintenance Council (TMC) and Transportation Security Council (TSC) we 
have developed the Fleet CyWatch program.\22\ Fleet CyWatch assists ATA 
fleet members in assessing their cybersecurity maturity and shares 
information with fleets about cyber-threats that may impact their 
operations. Fleet CyWatch coordinates private and federal efforts to 
provide motor carriers with information and recommendations in the 
areas of cybersecurity awareness, prevention, and mitigation methods. 
These efforts compliment industry best practices produced by the Auto-
ISAC (Automotive Information Sharing and Analysis Center) with the 
common objective to demonstrate the industry's proactive collaboration 
to protect consumer safety through vehicle cybersecurity.\23\
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    \22\ https://www.trucking.org/fleet-cywatch.
    \23\ https://automotiveisac.com/best-practices/.
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    Additionally, TMC's Fleet Maintenance Management Study group has 
taken an industry leadership role pertaining to various aspects of 
cybersecurity through its Cybersecurity Task Force. Among other goals, 
the Task Force's mission includes addressing cybersecurity issues and 
how they can be dealt with when they occur, and more importantly, 
preventing attacks from occurring in the first place. This task force 
focuses on creating recommended practices combined with research from 
other expert sources, such as the National Science Foundation, U.S. 
Department of Homeland Security, DOT, Federal Bureau of Investigation, 
National Motor Freight Traffic Association, and the Society of 
Automotive Engineers.
    Since its inception, the Task Force, in concert with other TMC task 
forces and committees, has developed multiple recommended practices 
(RPs) related to cybersecurity efforts. For example, the task force 
produced an RP titled Cybersecurity Insurance Guidelines that offers 
guidelines for cybersecurity awareness, prevention, and risk mitigation 
through insurance for commercial motor vehicles weighing more than 
10,001 pounds. The guidelines also list resources that fleet managers 
can use for managing cybersecurity risk. TMC continues to raise 
awareness of the importance of cybersecurity among fleet managers and 
service technicians by incorporating efforts into its annual National 
Technician Skills Competition which is designed to challenge top 
industry technicians' knowledge and awareness of critical issues that 
these frontline personnel can positively impact through maintenance 
operations.\24\ TMC's cybersecurity efforts will play an integral part 
in highway safety today and into the future.
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    \24\ https://tmc.trucking.org/TMC-Fall-Meeting.
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    In addition to these steps, ATA's leadership has also implemented a 
monthly dialogue with the Transportation Security Administration (TSA) 
to share information and resources and discuss the protocols and 
standards being developed to improve cybersecurity. TSA has expressed a 
willingness to collaborate with, and even train, ATA staff and the 
trucking industry on cybersecurity best practices. The trucking 
industry and government working hand-in-hand to address and prevent 
potential threats is a significant step towards enhancing cybersecurity 
efforts.
    These actions show just how serious the trucking industry is taking 
the potential threat of cyberattacks, as well as the significant steps 
that we are taking to mitigate and prevent these risks. As the shift to 
autonomy continues, the trucking industry will remain ever vigilant of 
cybersecurity risks and threats.
     Automated Driving Technology Supports the Trucking Workforce:
    The trucking industry, the backbone of our nation's economy and 
supply chain, continues to face a significant driver shortage. In 2022, 
the shortage of qualified drivers was at a near-record level of 
78,000.\25\ Recent events have not helped; the closure of a large, 
less-than-truckload motor carrier contributed significantly to the 
decreased employment of 37,000 in the truck transportation sector.\26\ 
Many who lost jobs due to this closure will find jobs with new 
employers due to the demand for their skills. However, in the near 
term, this closure will exacerbate the shortage. Even before this 
closure, we projected that the shortage would increase to 160,000 by 
2031.\27\ Furthermore, the trucking industry must hire roughly 1.2 
million new drivers over the next decade to both keep pace with growing 
demand and replenish an aging workforce.\28\ Our nation needs drivers, 
and we need them yesterday.
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    \25\ ATA Driver Shortage Update 2022. American Trucking 
Associations, October 25, 2022. Available online at: https://
ata.msgfocus.com/files/amf_highroad_solution/project_2358/ATA_
Driver_Shortage_Report_2022_Executive_Summary.October22.pdf (accessed 
September 1, 2023).
    \26\ ``Transportation and warehousing lost 34,000 jobs in August. 
Employment in truck transportation fell sharply (-37,000), largely 
reflecting a business closure. Couriers and messengers lost 9,000 jobs, 
while air transportation added 3,000 jobs. Employment in transportation 
and warehousing had shown little net change over the prior 12 months.'' 
Employment Situation Summary, August 2023, U.S. Department of Labor, 
Bureau of Labor Statistics, September 1, 2023. Available online at: 
https://www.bls.gov/news.release/empsit.nr0.htm (accessed September 1, 
2023).
    \27\ ATA Driver Shortage Update 2022.
    \28\ Ibid.
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    Technologies that empower drivers to be more productive help 
alleviate the driver shortage. Contrary to the unfounded alarmist fears 
propagated by some opposing interest groups, these technological 
advances will enhance safety and improve drivers' lives. Improving 
drivers' lives makes the occupation more desirable, enabling more 
drivers to stay in the industry and attracting new drivers.
    A current debate in the California legislature is the result of 
some pushing the notion that autonomous vehicles will result in fewer 
jobs and less safety.\29\ Labor leaders are attempting to pass 
legislation that would ban autonomous trucks over 10,000 lbs in that 
state.\30\ Governor Newsom's administration is wisely pushing back to 
prevent damage to the state's culture of innovation while ensuring 
state agencies can perform their duties of protecting public 
safety.\31\
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    \29\ Sean M. O'Brien, the Teamsters general president recently 
stated, ``the Newsom administration is catering to Big Tech when it 
should be protecting good-paying jobs and keeping Californians safe 
from roadside tragedy.'' TEAMSTERS CALL ON GOV. NEWSOM TO PUT SAFETY 
BEFORE BIG TECH BY SUPPORTING AB 316, Teamsters.org, August 29, 2023. 
Available online at: https://teamster.org/2023/08/teamsters-call-on-
gov-newsom-to-put-safety-before-big-tech-by-supporting-autonomous-
vehicle-bill-ab-316/ (accessed September 1, 2023).
    \30\ ``The Teamsters Union and the California Labor Federation are 
sponsoring legislation to require a human operator on driverless big 
rigs to ensure safety and prevent job loss.'' California Labor Opposes 
Expansion of Driverless Vehicles, California Labor Federation, August 
11, 2022. Available online at: https://calaborfed.org/letter-to-
california-puc-re-autonomous-vehicles/ (accessed September 1, 2023).
    \31\ ``Since 2012, California has undergone a long and thoughtful 
regulatory process to permit autonomous passenger vehicles and other 
light-duty vehicles, and the state is currently developing its 
permitting framework for autonomous heavy-duty trucks. Despite this 
history of careful and fact-based public policy, AB 316 circumvents the 
process and effectively bans heavy duty autonomous trucks without 
safety drivers in California. And it runs counter to our state's 
business climate, where thoughtful policy, innovative ideas and an 
inclusive culture combine to fuel the creation of new industries, while 
protecting public safety.'' Letter from Dee Dee Myers, Senior Advisor 
to the Governor and Director, Governor's Office of Business and 
Economic Development, to Assemblymember Cecilia Aguiar-Curry, August 
15, 2023. Available online at: https://www.politico.com/f/?id=0000018a-
1e52-d2a3-a3fe-fffaa3a20000 (accessed September 1, 2023).
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    Fears that all commercial driving jobs will be eliminated and that 
individuals will be left out of work are overblown and 
unsubstantiated.\32\ If a future exists in which these jobs are all 
handled by autonomous vehicles, it is too far away to see. As mentioned 
earlier in my testimony, a recent 2021 DOT study showed that the 
adoption of automation in long haul trucking would not only increase 
earnings across all workers and increase the US GDP but would also 
increase employment.\33\ Today, the issue is increasing all levels of 
automated technology to improve safety and productivity. To increase 
the availability and accessibility of such technology, testing must be 
undertaken safely and responsibly. Policymakers should not ignore the 
positive impact it will have on workers and society by reflexively 
banning the testing and implementation of technology because, at some 
point in the distant future, it could change the nature of work for 
some individuals.
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    \32\ ``Our model indicates that the adoption of driving automation 
will bring direct productivity enhancements to the long-haul trucking 
sector and (due to transportation's central role in the economy) 
produce secondary productivity enhancements to the larger macroeconomy. 
These productivity enhancements will increase GDP, capital, employment, 
wages, and welfare that can be monetized into billions of dollars. 
Additionally, our model concluded that these economic benefits can 
likely be reaped without mass lay-offs of long-haul truck drivers.'' 
Waschik, Robert et al., Macroeconomic Impacts of Automated Driving 
Systems in Long-Haul Trucking, U.S. Department of Transportation, 
Office of the Assistant Secretary for Research and Technology, 
Intelligent Transportation Systems Joint Program Office, 2021, at p. 
35. Available online at: https://rosap.ntl.bts.gov/view/dot/54596 
(accessed September 1, 2023). See also, Autonomous long-haul trucking 
stands to grow the Golden State's economy while creating jobs and 
raising wages without mass driver layoffs, Silicon Valley Leadership 
Group Foundation, April 13, 2022. Available online at: https://
www.svlg.org/study-shows-autonomous-trucking-will-grow-californias-
economy/ (accessed September 1, 2023).
    \33\ https://rosap.ntl.bts.gov/view/dot/54596
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    As technology increases productivity, this may mean that fewer 
individuals are needed to perform the same work. While ATA believes 
that the increase in productivity provided by automated trucks will 
help address the driver shortage in the face of increasing demand for 
freight transportation by truck,\34\ we do not dismiss the importance 
of considering the potential impacts on the workforce and the need to 
develop programs that will help prepare workers with the skills needed 
for the jobs of the future.
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    \34\ Freight Transportation Forecast 2020 to 2031, American 
Trucking Associations, 2020.
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    The integration of automated driving systems in trucking could 
lower freight transportation costs and enhance productivity, leading to 
greater economic activity and job creation in the transportation and 
logistics industries as well as other business sectors.\35\ This would 
require some individuals to acquire new skills, and provides an 
opportunity for Congress to support the industry as we embrace these 
innovations. Ensuring that job training programs and federal workforce 
development dollars are targeted to support our workers as they adjust 
to a changing workplace will help prepare workers with the new and 
marketable skills needed for the jobs of the future.
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    \35\ ``New jobs will be created. Driving automation systems would 
be expected to lower freight transportation costs and enhance 
productivity, leading to greater economic activity and job creation in 
the transportation and logistics industries, and other business 
sectors. Just as many employees today work in occupations that were 
unknown to prior generations--such as unmanned aerial systems, vehicle 
cybersecurity, or micromobility--future workers may choose from a wider 
variety of jobs that emerge from technology improvements, including 
driving automation.'' Driving Automation Systems in Long-Haul Trucking 
and Bus Transit: Preliminary Analysis of Potential Workforce Impacts, 
DOT Report to Congress, January 2021, page 10. Available online at: 
https://www.transportation.gov/sites/dot.gov/files/2021-01/
Driving%20Automation
%20Systems%20in%20Long%20Haul%20Trucking%20and%20Bus%20Transit%20Prelimi
nary
%20Analysis%20of%20Potential%20Workforce%20Impacts.pdf (accessed 
September 7, 2023).
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    The trucking industry's best asset is our incredible workforce. ATA 
is committed to developing that workforce, bringing unique individuals 
into great family-sustaining careers \36\, and helping existing 
individuals in the industry gain and increase the skills they need to 
succeed. As the U.S. unemployment rate is near historic lows,\37\ we 
know that our industry must be employers of choice to recruit the next 
generation. To that end, the industry is focused on bettering the lives 
of its workforce. Technology has a substantial role to play here, and 
our industry is moving ahead to enhance safety and productivity, 
leading to benefits for all.
---------------------------------------------------------------------------
    \36\ According to ATA's 2021 industry survey, the median pay for a 
truckload driver is $69,687 per year, not including benefits. This 
represents an 18% increase from 2019. 2022 ATA Driver Compensation 
Study Advanced Executive Summary. American Trucking Associations, June 
30, 2022. Available online at: https://ata.msgfocus.com/files/
amf_highroad_solution/project_
2358/ATA_2022_Driver_Compensation_Study_-_Press_Executive_Summary.pdf 
(accessed September 1, 2023).
    \37\ The current U.S. unemployment rate as reported by the U.S. 
Department of Labor's Bureau of Labor Statistics is 3.8 percent. 
Employment Situation Summary, August 2023.
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           Automated Driving Technology and the Supply Chain/
                        Global Competitiveness:
    ATA encourages Congress and federal agencies to develop policies 
that will foster innovation and ensure that America does not fall 
behind its global competitors in the development of this important 
technology. AVs and ADS deployment have the potential to significantly 
enhance the safety, efficiency, and productivity of the U.S. freight 
and logistics systems. We have an opportunity to ensure that the 
technologies and vehicles that generate those benefits are developed, 
improved, implemented, and sold around the world by American companies.
    Core technologies that will drive autonomous vehicle development 
and deployment--LIDAR (light detection and ranging), programming, 
machine learning, and artificial intelligence--should be emphasized by 
federal agencies so that America leads in the development of connected 
and automated heavy-duty trucking technology. As noted by the 
Congressional Research Service in a 2021 report, the pace of 
commercialization for autonomous technologies has slowed in reaction to 
accidents involving autonomous technology in passenger vehicles, but 
this has not stopped the accelerating development of advanced 
technologies that will improve vehicle performance, efficiency, and 
safety.\38\ Establishing a federal framework for testing and deployment 
of vehicles with advanced sensors, machine learning algorithms, and 
real-time data processing capabilities will ensure that we do not fall 
behind and forfeit our global dominance in innovation. It is also 
important to remember that autonomous vehicles and these core 
technologies can also be used to support military applications, 
protecting our service men and women on the job while they protect our 
country.\39\
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    \38\ Congressional Research Service. Report R45985, ``Issues in 
Autonomous Vehicle Testing and Deployment.'' 23 April 2021. https://
crsreports.congress.gov/product/pdf/R/R45985.
    \39\ Autonomous Vehicles: New Technology Revolutionizes Army's 
Principles of Sustainment, August 31, 2022. Available at: https://
www.army.mil/article/259621/autonomous_vehicles_
new_technology_revolutionizes_armys_principles_of_sustainment (accessed 
September 7, 2023)
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    As local, state, and federal agencies seek to achieve policy goals 
such as reducing emissions and strengthening supply chain resilience, 
we are also seeing a need for increased investment in autonomous 
technologies to support these goals. New zero-emission yard tractors at 
a terminal at the Port of Long Beach in California, which will be 
required to be operated by humans, will operate alongside over 100 
automated vehicles and 70 driverless container-stacking cranes at the 
most automated port terminal in the U.S.\40\ However, these investments 
in automation are lamentably rare in the U.S. where only four of 360 
commercial ports have at least semi-automated terminals,\41\ and those 
terminals still rank relatively low for efficiency among their global 
peers according to the 2023 Container Port Performance Index.\42\ We 
all saw firsthand as we emerged from the pandemic that less efficient 
cargo handling at ports led to idling trucks outside of marine port 
terminals, delayed deliveries of goods, and empty store shelves. With 
those impacts in mind, it is important for Congress to step in and lay 
out a framework that will enable the testing and deployment of 
autonomous vehicles where appropriate to increase our supply chain 
efficiency and resilience.
---------------------------------------------------------------------------
    \40\ Reuters. ``Focus: Jobs at stake as California port terminal 
upgrades to green technology.'' Lisa Baertlein, 8 June 2023. https://
www.reuters.com/sustainability/jobs-stake-california-port-terminal-
upgrades-green-technology-2023-06-08/.
    \41\ APM Research Lab, ``Why does the U.S. lag other nations so 
badly in the automation of its ports? (And is that good or bad?).'' 
Emily Schmidt, 3 November 2022. https://www.apmresearchlab.org/10x-
port-automation.
    \42\ World Bank Group, Transport Global Practice. ``The Container 
Port Performance Index 2021.'' 24 May 2022. https://
thedocs.worldbank.org/en/doc/66e3aa5c3be4647addd01845ce353992
-0190062022/original/Container-Port-Performance-Index-2021.pdf
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    Technologies in development here in the U.S. can be adapted and 
deployed to ensure the safe operation of new, clean trucks with 
tangible benefits to safety and the environment. Autonomous trucks can 
ensure the continuous flow of goods by leveraging real time data and 
the potential 24/7 availability for equipment. Additional benefits can 
be found in minimizing the energy consumption of heavy-duty trucks and 
trailers through platooning, route optimization that minimizes idling 
time in traffic jams or at facilities to load and unload cargo, and 
split-second responsiveness in real-time traffic conditions. These are 
technologies that should be explored with a mind towards improving the 
safety and traveling experience of all road users, making supply chains 
more efficient and reducing the environmental footprint of freight 
transportation.
    The United States has a unique opportunity to establish itself as a 
global leader in AV technology, leveraging its technological prowess, 
research capabilities, and skilled workforce. ATA looks forward to 
working with congressional leaders, federal agencies, and industry 
stakeholders to ensure that, as AVs become an integral part of the 
transportation landscape, they not only drive economic growth but also 
contribute to a more sustainable and resilient future.
                   The Need for a Federal Framework:
    While DOT continues its work to establish a regulatory framework to 
support the testing and deployment of automated commercial and 
passenger vehicles on U.S. roadways, it is important that Congress 
support these efforts or, at a minimum, not harm or impair the 
industry's ongoing efforts to advance AV technology and our continued 
work and collaboration in the regulatory arena. A clear path to 
deployment will provide the certainty needed for all stakeholders to 
continue their efforts to bring the benefits of automated vehicles to 
the U.S. transportation and logistics systems. As Congress considers 
legislative action to support automated vehicle technology, ATA 
encourages Congress to adopt a multi-modal approach and prioritize 
commercial motor vehicles, heavy specialty vehicles, trailer-
combination vehicles, and passenger vehicles equally. We strongly 
recommend that any legislation establishing federal oversight of the 
development and deployment of AV technologies consider all road users, 
including passenger vehicles, commercial trucks, and commercial buses, 
as well as surrounding infrastructure. Doing so will provide all road 
users a seat at the table to ensure that the development of AV 
technologies is done safely. To that end, ATA offers the following 
guiding principles to promote the expeditious and safe deployment of AV 
trucks in the U.S.:
    1.  The federal government should take a leading role in setting 
policies that will help foster the nationwide deployment of AV 
technologies in trucking. The trucking industry relies on interstate 
highways to facilitate the free flow of goods between states. 
Accordingly, it is important that state and local laws do not 
inadvertently create disparities that slow the adoption of these 
safety- and productivity-boosting technologies. A clear process and 
standards-setting role for the federal government that preempts state 
efforts to regulate vehicle design is critical for commercial AV 
development.

    2.  The federal government's approach should follow technological 
maturity and industry best practices. AV technology in trucking is 
developing rapidly--and demonstrations continue to show the promise of 
enhanced safety and efficiency benefits. Congress and DOT should work 
with ATA, including ATA's Technology and Maintenance Council, and other 
trucking industry representatives to incorporate industry best 
practices when developing guidance and regulations for ADS-equipped 
commercial motor vehicles. Industry best practices provide a vital 
technical basis to assist the evolution of legislative and/or 
regulatory frameworks.

    3.  The federal government should collaborate with industry to 
create performance-based standards that focus on objective testing and 
evaluation criteria for autonomous vehicles. Requiring AVs to achieve 
an acceptable level of safety and performance, rather than requiring 
the use of specific technology, will focus regulations on risk 
management within specific operating environments. Government-industry 
interactions through the Voluntary Safety Self-Assessment (VSSA) 
process, the AV TEST Initiative, and the anticipated AV STEP program 
provide DOT with information on a variety of approaches to ADS 
technology and operations from a cross-section of organizations testing 
ADS-equipped vehicles. This information will help DOT, Congress, and 
other agencies develop policies, regulations, and/or guidance without 
inadvertently picking technological or operational winners or losers.

    In the absence of a federal legislative framework, regulatory 
efforts related to AV technologies must ensure that they do not stymie 
meaningful progress in development, testing, and deployment. Should 
Congress choose to pass legislation, we recommend that those efforts do 
not hinder private sector innovation.
                              Conclusion:
    In closing, I am grateful for the opportunity to testify before the 
Highways and Transit Subcommittee today on behalf of the American 
Trucking Associations and the motor carriers, suppliers, developers, 
and approximately 8.4 million men and women in trucking-related jobs 
that ATA represents. AV technology offers the trucking industry 
boundless potential for improvements to road safety, improvements to 
workforce recruitment and retention, reductions in congestion and 
emissions, and advancements in productivity. Deployment and adoption of 
these technologies will serve to strengthen supply chains and ensure 
the U.S. remains a global leader in technology and innovation.
    While some have raised concern about the impacts that automated 
vehicle technologies will have on the future of work for truck drivers, 
I would reemphasize that our drivers are the trucking industry's best 
and most cherished asset. As we recognize and celebrate National Truck 
Driver Appreciation Week this week, we should consider how automated 
vehicle technologies can improve safety, operations, and productivity 
for those amazing men and women who will continue to play a critical 
and necessary role in our supply chain.
    As the Transportation and Infrastructure Committee and Congress 
consider and debate a legislative federal framework for the development 
and deployment of automated vehicle technologies, those efforts should 
take a multi-modal approach to include all road users--both passenger 
as well as commercial motor vehicles--and the supporting 
infrastructure. Congress should evaluate the benefits of connected and 
automated technology on public safety and the economy and review 
regulations to take advantage of the capabilities provided by these new 
innovations. Implementing a seamless set of guidelines and safety 
standards nationwide will minimize any disruption and support the 
development of exciting and beneficial new technologies.
    As the COVID-19 pandemic and supply chain challenges of recent 
years reminded the nation, trucking plays the most critical role in our 
economy. It keeps the shelves of our local supermarkets fully stocked, 
gets life-saving medical supplies to hospitals and clinics, and 
delivers goods at every stage of production to communities across our 
country. The trucking industry should not be left out of any 
legislation that supports innovation in automated vehicle technology.
    As you endeavor in these efforts, I, and the members of the 
American Trucking Associations, stand ready to support and work hand-
in-hand with you. Thank you again, Chairman Crawford, Ranking Member 
Holmes Norton, and Members of this distinguished Subcommittee. I 
appreciate the opportunity and look forward to your questions.

    Mr. Crawford. Thank you, Mr. Spear.
    Ms. Chase, you are recognized for 5 minutes.
    [Pause.]
    Mr. Crawford. Can you get your microphone, please?

TESTIMONY OF CATHERINE CHASE, PRESIDENT, ADVOCATES FOR HIGHWAY 
                        AND AUTO SAFETY

    Ms. Chase. Good morning, Chair Crawford, Ranking Member 
Norton, Ranking Member Larsen, and subcommittee members. I am 
Cathy Chase, president of Advocates for Highway and Auto 
Safety.
    Advocates is a national coalition of leading property and 
casualty insurance companies and agents and public health 
consumer law enforcement and safety groups working together 
since 1989 to prevent crashes, save lives, and reduce economic 
costs.
    Thank you for holding today's hearing at a critical time 
when motor vehicle crash fatalities are at historic highs. 
Nearly 43,000 people were killed and 2.5 million more were 
injured in 2021. Fatal truck crashes have also been on the 
rise, increasing by 71 percent since 2009.
    These are not just statistics. They are family members and 
friends who have needlessly died or been seriously injured in a 
preventable truck crash [indicating Advocates' ``2023 Roadmap 
to Safety''].
    Many are joining us today, in person or virtually. I want 
to thank them for their strength and determination to advance 
commonsense and cost-effective solutions to prevent truck 
crashes.
    Also, I want to acknowledge National Truck Driver 
Appreciation Week and convey my gratitude for their essential 
contributions to our everyday lives.
    Truck driving is one of the most dangerous jobs in our 
country, and drivers are at risk every time they get behind the 
wheel.
    Automated or driverless technology, including cars, trucks, 
and buses, is being offered as a solution to reduce our 
Nation's mounting death and injury toll.
    However, this remedy cannot be realized without rigorous 
testing, effective regulation setting minimum performance 
standards, comprehensive data collection, full transparency to 
inform regulators and the public, diligent Government 
oversight, and AV industry accountability to immediately 
identify problems and take corrective actions.
    In other words, we need to know what is happening on our 
roads, and we need to make them safe.
    AV safety performance and reliability are largely unknown, 
unresolved, and frequently unpredictable. What we do know is 
that AV operations in San Francisco have caused numerous 
dangerous situations. City officials, emergency responders, and 
local transportation leaders have raised serious safety 
concerns and strongly opposed the recent program expansion.
    The safety mishaps are substantial and the consequences are 
alarming. A recent crash involving an AV and a firetruck and 
other incidents resulted in the State's regulatory agency 
cutting certain AV operations by 50 percent.
    While AVs for passengers and AV trucks are not the same, 
there are similarities and lessons to be learned from the 
ongoing San Francisco program.
    The serious problems must not be replicated or magnified 
with trucks or transit vehicles, which are significantly larger 
and heavier, more complex to operate, and can have devastating 
outcomes and crashes.
    It is really no surprise that the public has serious 
concerns about AVs. Advocates commissioned a national public 
opinion poll earlier this year. It revealed that nearly 9 in 10 
people are concerned about sharing the roads with driverless 
trucks.
    When asked if their concerns about driverless vehicles 
would be addressed if required to meet minimum Government 
standards, 64 percent responded yes.
    In 2020, Advocates, together with key stakeholders, 
developed the AV Tenets to guide the development of policies 
concerning the introduction and operation of AVs. More than 65 
groups representing truckdrivers, unions, disability rights, 
emergency responders, law enforcement, bicyclists, pedestrians, 
smart growth and others, support the tenets.
    They offer a blueprint to achieve essential goals. One, to 
prioritize the safety of all road users. Two, to guarantee 
accessibility and equity for all individuals, including those 
with disabilities. Three, to preserve consumer and worker 
rights. And four, to ensure local control and sustainable 
transportation.
    Furthermore, the safe development and deployment of 
driverless trucks requires issuing Federal performance 
standards and other necessary regulations; reporting crashes 
involving fatalities, injuries, and property damage; rejecting 
mass exemptions from Federal safety standards; collecting data 
and making it publicly available; requiring driverless trucks 
to always have an operator with a valid CD in the vehicle for 
the foreseeable future and requiring other necessary 
endorsements; and obtaining additional operating authority for 
motor carriers with driverless trucks.
    As AV trucks progress, many proven safety solutions that 
can dramatically reduce truck crash injuries now are currently 
available and need to be implemented. For example, the 
Bipartisan Infrastructure Law included a mandate for automatic 
emergency trucks [sic] within 2 years. Moreover, these are the 
building blocks for the possibility of future AV cars and 
trucks.
    In closing, advancing safety, achieving technological 
innovation, and attaining economic leadership can and must be 
compatible goals and not tradeoffs.
    Thank you.
    [Ms. Chase's prepared statement follows:]

                                 
Prepared Statement of Catherine Chase, President, Advocates for Highway 
                            and Auto Safety
                              Introduction
    Advocates for Highway and Auto Safety (Advocates) is a coalition of 
public health, safety, law enforcement and consumer organizations, 
insurers and insurance agents that promotes highway and auto safety 
through the adoption of federal and state laws, policies and 
regulations. Advocates is unique both in its board composition and its 
mission of advancing safer vehicles, safer motorists and road users, 
and safer infrastructure. We have been at the forefront of furthering 
proven and lifesaving technologies to prevent crashes and reduce the 
motor vehicle crash fatality and injury toll since our inception in 
1989. Automated, or autonomous, vehicles (AVs) and automated commercial 
motor vehicles (ACMVs) may be able to contribute to this goal. However, 
this outcome cannot be achieved in the absence of effective regulations 
setting minimum performance standards, as well as thorough 
transparency, strong government oversight, and AV and ACMV industry 
accountability.
    Currently there are no federal performance standards for advanced 
driver assistance systems (ADAS), partial automation convenience 
features, AVs, or ACMVs. ADAS include safety features presently offered 
in some cars and trucks such as automatic emergency braking (AEB), lane 
departure warning (LDW) and blind spot detection (BSD). The highly 
respected Insurance Institute for Highway Safety (IIHS) has found real-
world significant crash rate reductions in vehicles equipped with these 
technologies. For many years, Advocates has been supporting legislation 
in Congress and regulatory actions by the U.S. Department of 
Transportation (DOT) to require proven safety technologies as standard 
equipment in all new vehicles.
    Conversely, partial automation convenience features, such as 
adaptive cruise control (ACC) and lane centering used together, have 
not been proven to improve vehicle safety. According to IIHS President 
David Harkey, ``[T]here is no evidence that [partial automation 
systems] make driving safer . . . In fact, the opposite may be the case 
if systems lack adequate safeguards.'' \1\ Misuse of and overreliance 
on some technologies already have led to numerous fatal crashes.\2\
---------------------------------------------------------------------------
    \1\ IIHS, IIHS creates safeguard ratings for partial automation 
(Jan. 20, 2022).
    \2\ Collision Between Vehicle Controlled by Developmental Automated 
Driving System and Pedestrian Tempe, Arizona, March 18, 2018, Accident 
Report NTSB/HAR-19/03 (Nov. 19, 2019); NHTSA Office of Defects 
Investigation Preliminary Evaluation PE21-020.
---------------------------------------------------------------------------
    In contrast to ADAS and partial automation convenience features, 
AVs and ACMVs are not available for consumer purchase at this time. 
However, testing has been increasing in recent years throughout the 
country, and operations of so-called robotaxis are allowed in a few 
cities including San Francisco with a recently approved expansion of 
their deployment approved by the California Public Utilities Commission 
(CPUC).\3\ However, soon after the expansion was approved, a crash with 
a fire truck and other incidents that jeopardized public safety 
resulted in a swift order by the CPUC to reduce the robotaxi fleet 
while the California Department of Motor Vehicles conducts an 
investigation.\4\ Additionally, the San Francisco Board of Supervisors 
announced their intention to petition the CPUC for a reconsideration of 
the robotaxi expansion decision because of the serious threat they pose 
to public safety.\5\ San Francisco officials subsequently filed an 
administrative motion to pause the CPUC approved expansion.\6\ Based on 
data from the San Francisco Fire Department (SFFD), robotaxis have been 
involved in 39 incidents since January 2023.\7\ Due to this concerning 
safety record, the SFFD, San Francisco Police Officers Association 
(SFPOA), San Francisco Municipal Transportation Agency (SFMTA), San 
Francisco County Transportation Authority and the San Francisco 
Planning Department have expressed grave concerns about the 
robotaxis.\8\ While AVs and ACMVs have both similar and differing 
issues in need of consideration, the San Francisco real-world 
experience cannot be ignored or dismissed and is essential to examine 
and assess when developing legislation or national policies on AVs and 
ACMVs in order to prevent similar or additional safety risks to all 
road users across the Nation.
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    \3\ CPUC, CPUC Approves Permits for Cruise and Waymo To Charge 
Fares for Passenger Service in San Francisco (Aug. 10, 2023), available 
at: https://www.cpuc.ca.gov/news-and-updates/all-news/cpuc-approves-
permits-for-cruise-and-waymo-to-charge-fares-for-passenger-service-in-
sf-2023.
    \4\ Dana Hull, San Francisco orders Cruise to cut robotaxi fleet by 
half and take `corrective actions' after collision with firetruck, 
Fortune (Aug. 19, 2023).
    \5\ Evan Symon, San Francisco Petitioning CPUC for Reconsideration 
Following Robotaxi Vote, California Globe (Aug. 15, 2023).
    \6\ Ricardo Cano, San Francisco asks California regulators to halt 
approval of expanded robotaxi service, San Francisco Chronicle (Aug, 
16, 2023).
    \7\ Russ Mitchell, San Francisco's fire chief is fed up with 
robotaxis that mess with her firetrucks. And L.A. is next, LA. Times 
(Jun. 22, 2023).
    \8\ San Francisco Comments on the Draft Resolution Approving 
Authorization for Cruise LLC's Expanded Service in Autonomous Vehicle 
Passenger Service Phase I Driverless Deployment Program, Order 
Instituting Rulemaking on Regulations Relating to Passenger Carriers, 
Ridesharing, and New On-Line-Enabled Transportation Services, R.12-12-
011 (May 31, 2023).
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Motor Vehicle Crashes are a Public Health Crisis which Demand Immediate 
                Action Using Proven and Viable Solutions
    On average, 118 people were killed every day on roads in the U.S. 
in 2021,\9\ totaling nearly 43,000 fatalities for the year. An 
additional 2.5 million people were injured.\10\ This amounts to a 27 
percent increase in deaths in just a decade.\11\ Early projections for 
2022 show traffic fatalities remain high.\12\ Specific categories of 
road users experienced steep increases in deaths as well. Pedestrian 
fatalities increased 18 percent, and bicyclist deaths were up 12 
percent from 2019 (pre-pandemic) to 2021.\13\
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    \9\ Overview of Motor Vehicle Traffic Crashes in 2021, NHTSA, Apr. 
2023, DOT HS 813 435. (Overview 2021).
    \10\ Overview 2021.
    \11\ Traffic Safety Facts 2020: A Compilation of Motor Vehicle 
Crash Data, NHTSA, Oct. 2022, DOT HS 813 375, (Annual Report 2020); and 
Overview 2021; [comparing 2012 to 2021].
    \12\ Traffic Safety Facts: Crash Stats, Early Estimate of Motor 
Vehicle Traffic Fatalities in 2022, NHTSA, Apr. 2023, DOT HS 813 428. 
(Early Estimates 2022).
    \13\ Overview 2021, Annual Report 2020.
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    In 2021, 5,788 people were killed and nearly 155,000 people were 
injured in crashes involving large trucks.\14\ Since 2009, the number 
of fatalities in large truck crashes has increased by 71 percent.\15\ 
In the first six months of 2022, traffic fatalities in crashes 
involving at least one large truck were up 10 percent; 2,811 people 
were killed.\16\ In fatal two-vehicle crashes between a large truck and 
a passenger motor vehicle, 97 percent of the fatalities were occupants 
of the passenger vehicle.\17\ The cost to society from crashes 
involving large trucks and buses was estimated to be $143 billion in 
2020, the latest year for which data is available.\18\ When adjusted 
solely for inflation, this figure amounts to over $166 billion.\19\
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    \14\ Overview of Motor Vehicle Traffic Crashes in 2021, NHTSA, Apr. 
2023, DOT HS 813 435.
    \15\ Id. and Traffic Safety Facts 2020: A Compilations of Motor 
Vehicle Crash Data, NHTSA, Oct. 2022, DOT HS 813 375. Note, the 71 
percent figure represents the overall change in the number of 
fatalities in large truck involved crashes from 2009 to 2021. However, 
between 2015 and 2016 there was a change in data collection at U.S. DOT 
that could affect this calculation. From 2009 to 2015 the number of 
fatalities in truck-involved crashes increased by 21 percent, and 
between 2016 to 2019, it increased by 7.6 percent, and between 2020 and 
2021, it increased by 17 percent.
    \16\ Traffic Safety Facts: Crash Stats; Early Estimates of Motor 
Vehicle Traffic Fatalities and Fatality Rate by Sub-Categories Through 
June 2022, NHTSA, Dec. 2022, DOT HS 813 405.
    \17\ Insurance Institute for Highway Safety (IIHS), Large Trucks. 
See: https://www.iihs.org/topics/large-trucks.
    \18\ 2022 Pocket Guide to Large Truck and Bus Statistics, FMCSA, 
Dec. 2022, RRA-22-007.
    \19\ CPI Inflation Calculator, BLS, Jan. 2020 to Jan. 2023, 
available at https://www.bls.gov/data/inflation_calculator.htm.
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    The financial impact of motor vehicle crashes on our economy and on 
our families is staggering. Conservatively, the annual economic cost of 
motor vehicle crashes is approximately $340 billion (2019 dollars).\20\ 
This means that every person living in the U.S. essentially pays an 
annual ``crash tax'' of over $1,000. Moreover, the total value of 
societal harm from motor vehicle crashes in 2019 was nearly $1.4 
trillion.\21\
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    \20\ The Economic and Societal Impact of Motor Vehicle Crashes, 
2019, NHTSA, Dec. 2022, DOT HS 813 403. (Economic and Societal Impact 
2019).
    \21\ Economic and Societal Impact 2019.
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  On the Potential Path to AVs and ACMVs, Proven and Existing Vehicle 
 Safety Technologies and Policies Can Save Lives, Reduce Injuries and 
                         Mitigate Crash Damages
    Fortunately, inexpensive and lifesaving solutions to prevent or 
mitigate motor vehicle and commercial motor vehicle (CMV) crashes are 
verified and readily available. What is lacking is implementation.
    Advocates always has championed proven vehicle safety technologies 
because they are highly effective and affordable. For example, 
Advocates led the coalition that supported enactment of the bipartisan 
Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 \22\ 
which included a mandate for front seat airbags as standard equipment. 
As a result, by 1997, every new car sold in the United States was 
equipped with this technology and the lives saved have been 
significant. Airbags have saved an estimated 50,457 lives from 1987 to 
2017, according to NHTSA.\23\
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    \22\ Pub. L. 102-240 (Dec. 18, 1991).
    \23\ Traffic Safety Facts 2018, A Compilation of Motor Vehicle 
Crash Data, DOT HS 812 981, NHTSA (Nov. 2020).
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    Advocates continued to support proven lifesaving technologies as 
standard equipment in new vehicles in other federal legislation and 
regulatory proposals. These efforts include: tire pressure monitoring 
systems; \24\ rear outboard 3-point safety belts; \25\ electronic 
stability control; \26\ rear safety belt reminder systems; \27\ brake 
transmission interlocks; \28\ safety belts on motorcoaches; \29\ rear-
view cameras; \30\ ADAS; \31\ impaired driving prevention technology; 
\32\ enhanced vehicle hood and bumpers to better protect vulnerable 
road users; \33\ and, advanced head lamps.\34\ The NHTSA has estimated 
that between 1960 and 2012, over 600,000 lives were saved by motor 
vehicle safety technologies.\35\
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    \24\ Transportation Recall Enhancement, Accountability, and 
Documentation (TREAD) Act, Pub. L. 106-414 (Nov. 1, 2000).
    \25\ Anton's Law, Pub. L. 107-318 (Dec. 4, 2002).
    \26\ Safe, Accountable, Flexible, Efficient Transportation Equity 
Act: A Legacy for Users (SAFETEA-LU), Pub. L. 109-59 (Aug. 10, 2005).
    \27\ Id.
    \28\ Id.
    \29\ Moving Ahead for Progress in the 21st Century (MAP-21) Act, 
Pub. L. 112-141 (Jan. 3, 2012).
    \30\ Cameron Gulbransen Kids Transportation Safety Act of 2007, 
Pub. L. 110-189 (Feb. 28, 2008).
    \31\ Infrastructure Investment and Jobs Act, Pub. L. 117-58 (Nov. 
15, 2021).
    \32\ Id.
    \33\ Id.
    \34\ Id.
    \35\ Lives Saved by Vehicle Safety Technologies and Associated 
Federal Motor Vehicle Safety Standards, 1960 to 2012, DOT HS 812 069 
(NHTSA, 2015); See also, NHTSA AV Policy, Executive Summary, p. 5 
endnote 1.
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ADAS:
    ADAS can prevent or mitigate crashes caused by numerous factors 
including distracted, drugged, drunk, and drowsy driving, and protect 
drivers, vehicle occupants and other road users.
    Compelling and irrefutable research by the IIHS found the following 
benefits about ADAS components:
      AEB can decrease front-to-rear crashes with injuries by 
56 percent;
      LDW can reduce single-vehicle, sideswipe and head-on 
injury crashes by over 20 percent;
      BSD can diminish injury crashes involving lane changes by 
23 percent;
      Rear AEB can reduce backing crashes by 78 percent when 
combined with rearview camera and parking sensors;
      Rear cross-traffic alert can reduce backing crashes by 22 
percent; and,\36\
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    \36\ IIHS, Real world benefits of crash avoidance technologies, 
available at: https://www.iihs.org/media/259e5bbd-f859-42a7-bd54-
3888f7a2d3ef/e9boUQ/Topics/ADVANCED%20DRIVER
%20ASSISTANCE/IIHS-real-world-CA-benefits.pdf.
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      Equipping large trucks with forward collision warning and 
AEB could eliminate more than two out of five crashes in which a large 
truck rear-ends another vehicle.\37\
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    \37\ IIHS, Study shows front crash prevention works for large 
trucks too, available at: https://www.iihs.org/news/detail/study-shows-
front-crash-prevention-works-for-large-trucks-too.

    Furthermore, the National Transportation Safety Board (NTSB) has 
included increasing implementation of collision avoidance technologies 
in its Most Wanted Lists of Transportation Safety Improvements since 
2016.\38\
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    \38\ NTSB Most Wanted List Archives, https://ntsb.gov/safety/mwl/
Pages/mwl_archive.aspx.
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    However, the widespread use of these lifesaving technologies and 
realizing their significant lifesaving benefits are hampered when they 
are not required as standard equipment on all new vehicles. Today, AEB 
may only be sold as part of an additional, expensive trim package along 
with other non-safety features, or included as standard equipment in 
high end models or vehicles. This situation hinders mass dissemination 
and safety equity by providing access only to those individuals and 
families who can afford an upcharge of thousands of dollars for the 
best brake systems.
    Moreover, there are currently no minimum safety standards to ensure 
the technologies perform as expected and as needed to protect all road 
users, not just vehicle occupants. This void of regulations for ADAS 
needlessly endangers bicyclists, pedestrians, roadside first 
responders, and others.\39\ Additionally, the average age of vehicles 
operated on roads in the U.S. was approximately 15.7 years in 2022.\40\ 
Further delays on issuance of Final Rules will needlessly extend the 
length of time for ADAS to attain market saturation in the light 
vehicle (i.e., car) and CMV fleets.
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    \39\ Note some ADAS may not be appropriate for certain CMV 
operations.
    \40\ Robert Ferris, Cars on American roads keep getting older, CNBC 
(Sep. 28, 2021).
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    The Infrastructure Investment and Jobs Act (IIJA) took steps to 
remedy this deficiency.\41\ The law requires the U.S. DOT to issue a 
final rule within two years for AEB in large CMVs and the issuance of a 
Federal Motor Carrier Safety Regulation (FMCSR) to require drivers use 
AEB.\42\ The U.S. DOT issued a Notice of Proposed Rulemaking (NPRM) in 
July.\43\ The IIJA also required U.S. DOT to promulgate a rule 
requiring AEB on passenger vehicles.\44\ The U.S. DOT subsequently 
issued an NPRM in June.\45\ Advocates submitted comments to both 
proposed rules. When these two rules are completed and implemented, 
they will have a significant impact on safety and result in substantial 
reductions in highway deaths and injuries. It is incumbent that the 
U.S. DOT not delay completion of comprehensive regulatory action and 
meet statutory deadlines.
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    \41\ Pub. L. 117-58 (Nov. 15, 2021).
    \42\ Id.
    \43\ 88 FR 43174, July 6, 2023.
    \44\ Pub. L. 117-58.
    \45\ 88 FR 38632 (June 13, 2023).
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Teen Truckers:
    Despite the growing number of needless truck crash deaths and 
injuries, the IIJA unfortunately allows the DOT to implement a pilot 
program allowing teens to drive an 80,000 lb. truck in interstate 
commerce. This program runs counter to numerous studies conducted by 
the IIHS and others that have found that ``age is a strong risk factor 
for truck crash involvement.'' \46\ CMV drivers under the age of 19 are 
four times more likely to be involved in fatal crashes, as compared to 
CMV drivers who are 21 years of age and older, and CMV drivers ages 19-
20 are six times more likely to be involved in fatal crashes (compared 
to CMV drivers 21 years and older).\47\ The general pattern of over-
involvement in fatal crashes for younger CMV drivers dominates all 
other factors. Studies of young CMV drivers show that as the age of the 
driver decreases, large truck fatal crash involvement rates 
increase.\48\ Generally, younger drivers are more likely to be involved 
in fatal crashes because they lack driving experience and skills and 
tend to take greater risks. Development of the brain region vital to 
decision making and complex tasks, specifically the pre-frontal cortex, 
may not be fully reached until one's mid-20s.\49\
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    \46\ Insurance Institute for Highway Safety, Comments to the 
docket, FMCSA-2000-8410-0515; citing Christie, R. and Fabre, J. 1999. 
Potential for fast-tracking heavy vehicle drivers. Melbourne, 
Australia: National Road Transport Commission; Blower, D. 1996. The 
accident experience of younger truck drivers. Ann Arbor, MI: University 
of Michigan Transportation Research Institute; Frith, W.J. 1994. A 
case-control study of heavy vehicle drivers' working time and safety. 
Proceedings of the 17th Australian Road Research Board Conference, 17-
30. Queensland, Australia: Australian Road Research Board; Stein, H.S. 
and Jones, I.S. (1988).
    \47\ Campbell, K. L., Fatal Accident Involvement Rates By Driver 
Age For Large Trucks, Accid. Anal. & Prev. Vol 23, No. 4, pp. 287-295 
(1991).
    \48\ Campbell, K. L., Fatal Accident Involvement Rates By Driver 
Age For Large Trucks, Accid. Anal. & Prev. Vol 23, No. 4, pp. 287-295 
(1991).
    \49\ Arian, M, et al., Maturation of the adolescent brain, 
Neuropsychiatric Disease and Treatment (Apr. 3, 2013).
---------------------------------------------------------------------------
    Diverse stakeholders including safety groups, law enforcement, 
public health and consumer organizations, truck drivers, labor unions, 
some trucking companies, and truck crash victims and survivors have 
repeatedly opposed efforts to lower the age to operate CMVs in 
interstate commerce. Additionally, the public has resoundingly rejected 
lowering the minimum age for interstate truck and bus drivers. 
According to a 2020 public opinion poll conducted by Engine's Caravan 
Survey, a large majority, 62 percent of respondents, oppose reducing 
the minimum driving age for interstate operations.\50\
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    \50\ Engine's Caravan Survey Public Opinion Poll (2020).
---------------------------------------------------------------------------
    The IIJA included a provision requiring the establishment of a 
pilot program to permit teen truckers to operate in interstate 
commerce.\51\ If accepted research protocols are not followed by the 
Federal Motor Carrier Safety Administration (FMCSA), it could result in 
preventable deaths and injuries and will also jeopardize the legitimacy 
of the outcomes of the program. Additionally, the agency's 
recommendations and conclusions in the required report to Congress must 
be supported by sufficient evidence and data collected during the 
program.
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    \51\ Pub. L. 117-58, Sec.  23022 (2021).
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Speed Limiters:
    Advocates has consistently supported the use of speed limiting 
devices for CMVs. As detailed by the FMCSA, the safety benefits of 
controlling the speed of a CMV are incontrovertible. The agency noted, 
``crashes involving heavy vehicles traveling faster are more deadly 
than crashes involving heavy vehicles traveling at lower speeds.'' \52\ 
Further, a 2012 study commissioned by FMCSA ``showed strong positive 
benefits for speed-limited trucks.'' \53\ Speed governing technology is 
used throughout the industry and is supported by drivers.\54\ Already, 
speed limiting systems are required throughout the world including in 
Canada, the United Kingdom and Australia.\55\
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    \52\ 81 FR 61944 (Sep. 9, 2016).
    \53\ Id. at 61950.
    \54\ Preliminary Regulatory Impact Analysis (PRIA) and Initial 
Regulatory Flexibility Analysis, FMVSS No. 140, Speed Limiting Devices, 
p. 28 (NHTSA, Aug. 2016); Insurance Institute for Highway Safety 
(IIHS), Speed limiters in trucks would serve 2 purposes, Status Report, 
Vol. 45, No. 8 (Aug. 21, 2010).
    \55\ PRIA.
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    Data provided by FMCSA also demonstrates safety benefits of setting 
the speed at 60 miles-per-hour (MPH). The agency estimates that setting 
the device at 60 MPH has the potential to save almost 500 lives and 
prevent nearly 11,000 injuries annually. By comparison setting the 
speed at 65 or 68 MPH will result in far less lives saved and injuries 
prevented. In fact, setting the speed at 60 MPH will result in over 
five times the number of lives saved and injuries prevented each year 
compared to 68 MPH.\56\
---------------------------------------------------------------------------
    \56\ See: 81 FR 61942 (Sep. 7, 2016).
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    For FMCSA to fulfill its mission to reduce crashes, injuries, and 
fatalities involving large trucks and buses, the agency must not be 
prevented from promptly completing an overdue and necessary rulemaking 
to require the use of speed limiting technology on CMVs.
Underride Guards:
    Technology is currently available that can prevent a passenger 
vehicle from traveling underneath the rear or side of a trailer and 
significantly increase the chances of survival. The NTSB has 
recommended rear, side, and front underride protection.\57\ The IIHS 
conducted crash testing of side underride guards in 2017 that 
demonstrated the device's effectiveness.\58\ IIHS conducted crashes at 
both 35 and 40 MPH.\59\ At both speeds the side underride guard which 
was tested prevented the vehicle from traveling under the side of the 
trailer resulting in no passenger compartment intrusion of the test 
vehicle.\60\ Moreover, the side underride guard tested by IIHS is 
currently available for purchase to the public.\61\ Requiring side 
underride guards on trailers could save many lives and prevent numerous 
serious debilitating injuries over the long use life of a trailer. As 
such, U.S. DOT should require the installation of comprehensive 
underride protection (side and front) for the entire CMV.
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    \57\ NTSB Safety Recommendations H-10-12, H-10-13, H-14-03, H-14-
02, H-14-04.
    \58\ IIHS, Side guard on semitrailer prevents underride in 40 mph 
test (Aug. 29, 2017).
    \59\ Id.
    \60\ Id.
    \61\ Id.
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    In June 2022, NHTSA updated the rear underride guard standard, yet 
it remains insufficient.\62\ The IIHS has created a TOUGHGUARD award 
for improved rear guard performance.\63\ The standard issued by U.S. 
DOT in 2022 does not meet the standards of the IIHS crash testing 
despite nine of the largest trailer manufacturers having been given the 
award.\64\ Advocates and other safety groups have filed a petition for 
reconsideration of the rule that is pending before NHTSA.
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    \62\ 87 FR 42339 (Jul. 15, 2022).
    \63\ IIHS, Truck Underride Guard Ratings, available at: https://
www.iihs.org/topics/large-trucks/truck-underride.
    \64\ Id.
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Protect Current Federal Truck Size and Weight Limits:
    Federal weight and size limits are essential to protecting truck 
drivers, the traveling public, and our Nation's roads and bridges. 
According to the 2021 Infrastructure Report Card from the American 
Society of Civil Engineers, America's roads receive a grade of ``D,'' 
and our bridges were given a ``C.'' \65\ Nearly 40 percent of our 
615,000 bridges in the National Bridge Inventory are 50 years or older, 
and one out of 11 is structurally deficient.\66\ Raising truck weight 
or size limits could also result in an increased prevalence and 
severity of crashes. Longer trucks come with operational difficulties 
such as requiring more time to pass, having larger blind zones, 
crossing into adjacent lanes, swinging into opposing lanes on curves 
and turns, and taking a longer distance to adequately brake.
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    \65\ 2021 Infrastructure Report Card--Bridges, American Society of 
Civil Engineers (ASCE); 2021 Infrastructure Report Card--Roads, ASCE.
    \66\ 2021 Infrastructure Report Card--Bridges (ASCE).
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ELDs:
    Truck driver fatigue is a well-known and well-documented problem in 
the motor carrier industry. In fact, the NTSB repeatedly has cited 
fatigue as a major contributor to truck crashes.\67\ Advocates sought 
the installation of electronic logging devices (ELDs) to record 
drivers' hours of service (HOS) to increase compliance and thereby 
reduce driver fatigue and fatigue related crashes. ELDs were required 
in the Moving Ahead for Progress in the 21st Century (MAP-21) Act.\68\ 
Unfortunately, some segments of the trucking industry continue to seek 
exemptions from the ELD requirement.\69\ We urge Congress to reject all 
attempts to evade compliance with this lifesaving mandate.
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    \67\ National Transportation Safety Board, 2016 Most Wanted List, 
accessed at ntsb.gov/safety/mwl/Documents/MWL2016_Brochure_web.pdf.
    \68\ Pub. L. 112-141 (2012).
    \69\ H.R. 4820, Transportation, Housing and Urban Development, and 
Related Agencies Appropriations Act, 2024, 1st Sess., 118th Cong. 
(2023).
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Infrastructure Impacts:
    The IIJA includes directives to the U.S. DOT to conduct research on 
the impacts of automated, connected and platooned vehicles on the 
infrastructure including wear on roadway pavements as well as a report 
to Congress on the existing and future impacts of AVs to transportation 
infrastructure, mobility, the environment, and safety. This information 
will be critical in understanding the complexity of operating AVs on 
roadways, identifying foreseeable issues and necessary mitigations, and 
determining future policies for this developmental technology. 
Advocates urges this Subcommittee to ensure this research is completed 
without further delay.
 Experimental Autonomous Technology Remains Unproven and Lacks Public 
                                Support
    While the benefits of ADAS are clear, the same is not so for 
several partial automation and fully autonomous technologies for both 
cars and trucks which are lacking independent supportive evidence or 
data.
    The current testing and deployment of AVs in San Francisco is 
alarming. Several San Francisco transportation agencies submitted 
comments to the CPUC in May detailing numerous dangerous incidents 
involving AVs operating in the city.\70\ These events include:
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    \70\ San Francisco Comments to the Draft Resolution Approving 
Authorization for Waymo Autonomous Vehicle Passenger Service Phase I 
Driverless Deployment Program, R.12-12-011 (May 31, 2023). Available 
at: chrome-extension://efaidnbmnnnibpcajpcglclefindmkaj/https://
sfstandard.com/wp-content/uploads/2023/06/SF-Comments-on-Waymo.pdf.
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      Interfering with emergency response operations including 
18 incidents documented by the San Francisco Fire Department in which 
AVs put firefighters and the public at risk.
      Making planned and unplanned stops in travel lanes that 
have interfered with transit service and blocked traffic.
      Intrusions into construction zones where City employees 
were working.
      Obstructions caused by AVs having to interpret and 
respond to human traffic control officers.
      Erratic driving.\71\
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    \71\ Id. at pgs. 9-11.

    These treacherous incidents are also on the rise. The agencies 
indicate that during this year reported monthly incidents involving AVs 
have increased six-fold.\72\ In fact, in June an AV blocked San 
Francisco police from responding to a shooting.\73\ What San Francisco 
has been experiencing must not be replicated across the Nation by 
continuing to allow for the proliferation of AVs that do not comply 
with any federal safety regulations setting minimum performance 
standards for driverless systems. Again, while AVs and ACMVs have 
notable differences, many lessons can be learned from AV deployment in 
San Francisco so known problems are avoided in future applications.
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    \72\ Id. at p. 3.
    \73\ Self-driving car blocks police responding to San Francisco 
shooting, KTVU (Jun. 11, 2023). Available at: https://www.ktvu.com/
news/self-driving-car-blocks-police-responding-to-san-francisco-
shooting
---------------------------------------------------------------------------
    Moreover, several fatal crashes involving cars equipped with 
automated driving systems (ADS) or varying levels of driving automation 
have been subject to investigation by the NTSB and NHTSA. These 
investigations have and will continue to identify safety deficiencies, 
determine contributing causes, and recommend government and industry 
actions to prevent future deadly incidents. Advocates urges this 
Subcommittee to consider critical information from our Nation's 
preeminent crash investigators to inform any policies related to AVs.
    The Washington Post reported in June that according to NHTSA data, 
there have been 17 fatal incidents, five serious injuries and 736 
crashes involving Tesla vehicles operating in Autopilot mode since 
2019.\74\ As of June 2022, NHTSA's Office of Defects Investigation 
(ODI) indicated that it had identified at least fourteen crashes in 
which a Tesla vehicle operating under its ``Autopilot System'' or 
Traffic Aware Cruise Control collided with vehicles at crash scenes 
where first responder vehicles lights and other control measures such 
as flares and cones were in place. The ODI has yet to conclude this 
investigation. This action must be a priority for NHTSA because of the 
serious safety implications associated with these troubling and 
recurring incidents. Findings from all these investigations should be 
publicly released and incorporated as applicable into any future 
legislation or regulation pertaining to AVs.
---------------------------------------------------------------------------
    \74\ Faiz Siddiqui and Jeremy B. Merrill, 17 fatalities, 736 
crashes: The shocking toll of Tesla's Autopilot, Wash. Post (Jun. 10, 
2023).
---------------------------------------------------------------------------
    It is encouraging that NHTSA has taken several essential steps to 
address the substantial safety concerns associated with vehicles 
equipped with ADAS and ADS. Advocates supports NHTSA obtaining valuable 
data involving vehicles equipped with Level 2 ADAS and ADS through 
Standing General Order 2021-01 (SGO).\75\ The agency indicates that it 
believes the frequency of crashes equipped with these systems will 
increase.\76\ This unique information can help the agency identify 
common problems or systematic issues with certain vehicles and/or 
equipment.\77\ According to data collected by the SGO, there have been 
approximately 344 crashes involving ADS and 1,049 with ADAS. These 
include 27 crashes resulting in a fatality.\78\ While it is important 
that NHTSA continues to collect this data, Advocates supports enhancing 
the SGO as outlined by several Members of Congress in a February 28, 
2023 letter to the agency.\79\
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    \75\ 86 FR 54287, 54288; 87 FR 4099 (Jan. 26, 2022).
    \76\ Id.
    \77\ Id.
    \78\ Data includes crashes from July 2021-July 2023.
    \79\ Letter from Reps. Schakowsky, Castor and Trahan to NHTSA 
Acting Administrator Ann Carlson (Feb. 28, 2023).
---------------------------------------------------------------------------
    The IIHS also has performed invaluable research on the Level 2 ADAS 
marketed as a convenience feature intended for highway driving for 
passenger motor vehicles. They have determined that if a manufacturer 
does place partial automation convenience systems in a vehicle, it 
should have essential safeguards to help prevent misuse that can result 
in dangerous situations such as failure to pay attention to the driving 
task.\80\ These include driver monitoring systems to help ensure driver 
engagement with alerts to the driver that rapidly escalate in urgency 
and timing. In addition, emergency interventions such as slowing or 
stopping the vehicle are needed when driver disengagement with the 
driving task is detected, and the driver fails to respond 
appropriately. Additional safety protocols prohibiting a driver from 
using the system while unbuckled or when crash avoidance systems are 
disabled are critical. Consumer Reports (CR) currently rates partially 
automated driving systems, but only if they have adequate driver 
monitoring systems.\81\ IIHS has announced that it plans to issue 
ratings on the performance of the safeguards that partial automation 
employs to help drivers stay focused on the roads including escalating 
alerts and appropriate emergency procedures.\82\
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    \80\ IIHS, IIHS creates safeguard ratings for partial automation 
(Jan. 20, 2022).
    \81\ Mike Monticello, Ford's BlueCruise Ousts GM's Super Cruise as 
CR's Top-Rated Active Driving Assistance System, Consumer Reports (Jan. 
25, 2023).
    \82\ IIHS, IIHS creates safeguard ratings for partial automation 
(Jan. 20, 2022).
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    Considering the current inadequate performance of partial 
automation and fully autonomous technologies, it is unsurprising that 
the public has significant concerns. In February 2023, Advocates 
commissioned a public opinion poll that found that 83 percent of 
respondents were concerned with sharing the road with driverless cars. 
This number increased to 86 percent of respondents regarding driverless 
trucks.\83\ Yet, 64 percent of respondents indicated that their 
concerns would be addressed if the vehicles were required to meet 
minimum government standards.\84\
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    \83\ ENGINE'S CARAVAN SURVEY, Public Concern About Driverless Cars 
and Trucks (Feb. 2023).
    \84\ Id.
    
    
         Ensuring the Safe Development of Autonomous Technology
    Development and deployment of AVs and ACMVs must be undertaken 
without jeopardizing public safety. The following commonsense 
safeguards are necessary to ensure those in and around AVs and ACMVs 
are protected. This also will help bolster consumer confidence in the 
technology and guide development to ensure the promised societal 
benefits are attained.
Adoption of Basic AV Tenets Will Guarantee Safety and Public Acceptance
    Advocates spearheaded the compilation of the ``AV Tenets,'' a 
people-and-safety-first approach to AV development and deployment that 
identifies policy positions which should be a foundational part of any 
AV policy.\85\ This comprehensive approach is based on expert analysis, 
real world experience, and public opinion and is supported by 65 
stakeholders representing safety, consumer, public health, labor, 
bicyclists, pedestrians, disability rights, smart growth, and others. 
It has four main, commonsense categories including: 1) prioritizing 
safety of all road users; 2) guaranteeing accessibility and equity for 
all individuals including those with disabilities; 3) preserving 
consumer and worker rights; and, 4) ensuring local control and 
sustainable transportation. Many promises have been touted about AVs 
and ACMVs bringing reductions in motor vehicle crashes and resultant 
deaths and injuries, lowering traffic congestion and vehicle emissions, 
expanding mobility and accessibility, improving efficiency, and 
creating more equitable transportation options and opportunities. The 
AV Tenets will be necessary to help realize these goals as well as 
mitigate potential negative consequences. Among the numerous 
recommendations in the AV Tenets, requiring that AVs meet minimum 
standards, including for cybersecurity, and that operations are subject 
to adequate oversight, including a comprehensive database accessible by 
vehicle identification number (VIN) with basic safety information, will 
be critical to putting safety first with regards to this burgeoning 
technology.
---------------------------------------------------------------------------
    \85\ A summary of the AV Tenets is attached as an Appendix.
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Vigilant Oversight of ACMVs is Essential
    The emergence of experimental ACMVs and their interactions with 
conventional motor vehicles, trucks and buses and all road users for 
the foreseeable future demand an enhanced level of federal and state 
oversight to ensure public safety. It is imperative that CMVs, 
including those with ADS, be regulated by U.S. DOT with enforceable 
safety standards and subject to adequate oversight. The potential of an 
80,000 pound truck equipped with unregulated and inadequately tested 
technology on public roads is a very real and dangerous scenario if 
these vehicles are only subject to voluntary guidelines. In addition, 
automated passenger carrying CMVs which have the potential to carry as 
many as 53 passengers will need additional comprehensive federal rules 
specific to this mode of travel.
    At a minimum, ACMVs must be subject to the following essential 
provisions:
      In the near term, rulemakings must be promulgated for 
elements of ACMVs that require performance standards including but not 
limited to the ADS, human machine interface, sensors, privacy, software 
and cybersecurity. ACMVs must also be subject to a ``vision test'' to 
guarantee they properly detect and respond to other vehicles, all 
people and objects in the operating environment. Also, a standard to 
ensure ACMVs do not go outside of their operational design domain (ODD) 
should be issued.

      Drivers operating an ACMV must have an additional 
endorsement or equivalent certification on their commercial driver's 
license (CDL) to ensure they have been properly trained to monitor and 
understand the ODD of the vehicle and, if need be, to operate an ACMV. 
This training must include a minimum number of hours of behind-the-
wheel training.

      Each manufacturer of an ACMV must be required to submit a 
safety assessment report that details the safety performance of 
automated driving systems and automated vehicles. Manufacturers must be 
required to promptly report to NHTSA all crashes involving ACMVs 
causing fatalities, injuries and property damage.

      ACMVs that do not comply with Federal Motor Vehicle 
Safety Standards (FMVSS) must not be introduced into commerce nor be 
subject to large-scale exemptions from such.

      Any safety defect involving the ACMV must be remedied 
before the ACMV is permitted to return to operation. The potential for 
defects to infect an entire fleet of vehicles is heightened because of 
the connected nature of AV technology. Therefore, manufacturers must be 
required to promptly determine if a defect affects an entire fleet. 
Those defects which are fleet-wide must result in notice to all such 
owners and an immediate suspension of operation of the entire fleet 
until the defect is remedied.

      The U.S. DOT Secretary must establish a database for 
ACMVs that includes such information as the vehicle's identification 
number; manufacturer, make, and model; the level of automation of each 
automated driving system with which the vehicle is equipped; the ODD of 
each automated driving system; and, the FMVSS, if any, from which the 
vehicle has been exempted. Also, when ACMVs move beyond testing into 
deployment, they should be required to comply with the SGO.

      For the foreseeable future, regardless of their level of 
automation, ACMVs must have an operator with a valid CDL in the vehicle 
at all times. Drivers will need to be alert to oversee not only the 
standard operations of the truck but also the ADS. Therefore, the 
Secretary must issue a mandatory safety standard for driver engagement. 
In addition, critical safety regulations administered by FMCSA such as 
those that apply to driver HOS, licensing requirements, entry level 
training and medical qualifications must not be weakened.

      Motor carriers using ACMVs must be required to apply for 
additional operating authority.

      FMCSA must consider the additional measures that will be 
needed to ensure that ACMVs respond to state and local law enforcement 
authorities and requirements, and what measures must be taken to 
properly evaluate an ACMV during roadside inspections. In particular, 
the safety impacts on passenger vehicle traffic of several large ACMVs 
platooning on bridges, roads and highways must be assessed.

      NHTSA must be given imminent hazard authority to protect 
against potentially widespread catastrophic defects with ACMVs, and 
criminal penalties to ensure manufacturers do not willfully and 
knowingly put defective ACMVs into the marketplace.

      NHTSA and FMCSA must be given additional resources, 
funding, and personnel, in order to meet demands being placed on the 
agencies due to the advent of AV technology.

    Without these necessary safety protections, commercial drivers and 
those sharing the road with them are at unacceptable risk. Allowing 
technology to be deployed without rigorous testing, vigilant oversight, 
and comprehensive safety standards is a direct and unacceptable threat 
to the motoring public which is exacerbated by the sheer size and 
weights of large CMVs.
ACMVs Will Impact our Nation's Infrastructure
    The design of our roads--from the asphalt, to the signage, to the 
lighting, to the speed limit--is largely based on the history of human 
performance behind the wheel and the capability of the vehicles. The 
introduction of AVs and ACMVs stands to essentially require a re-write 
of many of these guidelines for road design and use in the future. 
However, in the near term, there will need to be an evaluation of how 
standards for design can be enhanced and possibly altered to safely 
accommodate both human and machine ``drivers.''
    Every driver has experienced road signs or markings that have been 
damaged, intentionally altered or blocked by objects. This could lead 
to misinterpretation of roadway and highway cues and result in stopped 
or misdirected AVs and ACMVs that will present additional hazards. Both 
human and machine ``drivers'' would benefit from improved lane marking 
as well as establishing standards for pavement resurfacing to ensure 
that repair seams and color differences do not confuse AV systems. 
Establishing uniform standards for signage color, lighting, contrast, 
letter size, and other roadway features will likely benefit the 
performance of AVs and ACMVs and will also reap similar advantages for 
human drivers in the interim. Many of the current manuals' guidelines 
and recommendations are almost always open to engineering 
interpretation. With the advent of AVs and ACMVs, more emphasis must be 
placed on consistency, and consideration must be given to the effects 
variations can have on autonomous driving technology. While a human 
driver can see a unique situation and interpret those circumstances, an 
AV or ACMV may not be able to do the same. Research already has shown 
that minor distortion of a sign can cause havoc for AVs, causing stop 
signs to be interpreted as speed limit signs, a confusion which can 
have serious, and potentially fatal, results.\86\ Clearly, new rules 
are required if ACMVs are allowed on our roadways on a widespread 
basis.
---------------------------------------------------------------------------
    \86\ Evtimov, Ivan & Eykholt, Kevin & Fernandes, Earlence & Kohno, 
Tadayoshi & Li, Bo & Prakash, Atul & Rahmati, Amir & Song, Dawn. 
(2017). Robust Physical-World Attacks on Machine Learning Models.
---------------------------------------------------------------------------
    Roadway deterioration and delayed repair, which are common 
occurrences on existing infrastructure, will have a negative impact on 
AV and ACMV operation. Additionally, the lower variance of an AV's, 
including ACMVs, position within a lane could lead to accelerated wear 
in lanes, and condensed convoys of automated trucks, commonly known as 
platooning, could place further strain on roads and bridges. These 
concerns must be evaluated to consider operational constraints for AVs 
and ACMVs before further damage is inflicted upon our Nation's roads 
and bridges which are already weakened and in dire need of 
fortification and updating, as mentioned above. For example, the 
spacing between ACMVs in a platoon could have wide-ranging 
implications. If these large vehicles travel too closely together, 
their combined weight load could place severe stress on a bridge. In 
addition, lengthy platoons which consist of many ACMVs could be 
difficult to pass and affect merging and exiting from roadways.
    Taking into consideration the long-term ramifications, the 
budgetary constraints, the impacts on safety, and the necessary 
coordination among a diverse group of stakeholders when it comes to 
planning and implementing infrastructure projects at any level, 
research on the impact of AVs on our roads is clearly needed. In 
addition, further research is required to examine the differing 
infrastructure upgrades that will be required for urban, suburban, and 
rural regions. More analysis and deliberation must be given to this 
complex issue before AVs, particularly ACMVs, can be deployed.
Dispelling Misleading Claims about AVs and ACMVs
    Some proponents of ACMVs claim that they will relieve supply chain 
issues by addressing the so-called ``driver shortage'' within the 
trucking industry by eliminating the need for human drivers and 
allowing for the more efficient movement of goods through the constant 
operation of trucks. However, harsh and unsafe working conditions for 
truck drivers have created a retention crisis, not a driver shortage. 
In fact, the U.S. Department of Labor has determined that ``the labor 
market for truck drivers works about as well as the labor markets for 
other blue-collar occupations'' and ``a deeper look [at the truck 
industry labor market] does not find evidence of a secular shortage.'' 
\87\ In addition, states issued more than 50,000 new CDLs and permits 
each month on average in 2021, demonstrating that there are candidates 
to fill vacancies.\88\
---------------------------------------------------------------------------
    \87\ United States Department of Labor, Bureau of Labor Statistics, 
Is the U.S. labor market for truck drivers broken? (Mar. 2019).
    \88\ FACT SHEET: The Biden-Harris Administration Trucking Action 
Plan to Strengthen America's Trucking Workforce (Dec. 16, 2021).
---------------------------------------------------------------------------
    The supply chain issues currently facing the Nation are complex and 
will not be solved by the introduction of ACMVs, which will not be 
ready for prime time in the near future. This technology still faces 
significant operational challenges such as responding to all 
participants in the transportation ecosystem including traffic control 
officers and vulnerable road users as well as differing weather 
conditions. Moreover, the constant operation of trucks raises serious 
questions as to the ability to properly service vehicles continuously 
in use. Even without this potential new regime, 23 percent of CMVs were 
placed out of service in 2022 for maintenance issues.\89\ In addition, 
many of the issues with the physical condition of the truck that would 
be identified by a human driver during a pre- or post-trip inspection 
as well as problems during a trip such as the shift of a load or other 
emergencies noted by a human driver may not be identified or corrected 
under this type of use.
---------------------------------------------------------------------------
    \89\ See: FMCSA Enforcement Programs.
---------------------------------------------------------------------------
    Furthermore, adding an autonomous driving system into passenger 
carrying vehicles such as buses does not negate the need for a driver. 
Human interaction remains essential. Beyond the operational task, these 
professional drivers have a myriad of other responsibilities including 
assisting individuals with disabilities on and off the bus safely, 
managing emergency situations and the delivery of medical care, and 
coordinating safe transportation for all people.
    Supporters of ACMVs also contend that placing autonomous systems in 
a CMV is not as daunting a task as with passenger vehicles because CMVs 
operate largely on highways, an easier environment for the technology 
to master. Operating a CMV on a congested highway at a high rate of 
speed is a complicated task in a dangerous environment as evidenced by 
the fact that a quarter of fatal crashes involving CMVs occur on 
highways.\90\ Additionally, as CMVs do not operate exclusively on 
highways, safe operations on the more complex environment of the first 
and last mile must be achieved.
---------------------------------------------------------------------------
    \90\ U.S. DOT, Large Truck and Bus Crash Facts 2019, Table 5, 
Report FMCSA-RRA-20-055 (Oct. 2021).
---------------------------------------------------------------------------
    Lastly, supporters of ACMVs also claim that the technology will 
eliminate most crashes citing a statistic accredited to NHTSA which 
indicates that 94 percent of crashes are due to human error or the 
fault of the driver.\91\ Their use of this statistic is misleading. The 
agency has noted in the same report which includes this data point that 
``[t]he critical reason is the immediate reason for the critical pre-
crash event and is often the last failure in the causal chain of events 
leading up to the crash. Although the critical reason is an important 
part of the description of events leading up to the crash, it is not 
intended to be interpreted as the cause of the crash nor as the 
assignment of the fault to the driver, vehicle, or environment'' 
(emphasis added).\92\ This statistic was rebuked by NTSB Chair Jennifer 
Homendy who stated, ``At the same time it relieves everybody else of 
responsibility they have for improving safety, including DOT . . . You 
can't simultaneously say we're focused on a `safe system' approach--
making sure everybody who shares responsibility for road safety is 
taking action to eliminate fatalities and serious injuries . . .--and 
have a 94% number out there, which is not accurate.'' \93\ There are 
often multiple causes of a crash and replacing human error in the 
operation of a vehicle, when it does occur, with unproven, unreliable 
and unsafe technology is not an acceptable solution to reducing the 
death toll on our Nation's roads.
---------------------------------------------------------------------------
    \91\ Singh, S. (2015, February). Critical reasons for crashes 
investigated in the National Motor Vehicle Crash Causation Survey. 
(Traffic Safety Facts Crash Stats. Report No. DOT HS 812 115). 
Washington, DC: National Highway Traffic Safety Administration.
    \92\ Id.
    \93\ Hope Yen and Tom Krisher, NTSB chief to fed agency: Stop using 
misleading statistics, Associated Press (Jan. 18, 2022).
---------------------------------------------------------------------------
    Some proponents of advancing the deployment of AVs contend the U.S. 
is at risk of falling behind other nations unless it takes steps to 
merely promote and identify a regulatory ``framework'' rather than 
regulate ACMVs. However, this fear-inducing claim is inaccurate. In 
fact, other countries are taking a more calculated, careful, and 
cautious approach to the development of AVs.\94\ For example:
---------------------------------------------------------------------------
    \94\ Autonomous vehicles: cross jurisdictional regulatory 
perspectives update, Oct. 7, 2022.
---------------------------------------------------------------------------
      China continues to require permits or restricts 
operations of AVs on its roads to only those areas approved by the 
authorities.\95\
---------------------------------------------------------------------------
    \95\ China drafts rules on use of self-driving vehicles for public 
transport; Aug. 8, 2022, Reuters; and Baidue bags China's first fully 
driverless robotaxi licenses, Aug. 7, Reuters. Real driverless cars are 
now legal in Shenzhen, China's tech hub, Jul. 25, 2022, TechCrunch+.
---------------------------------------------------------------------------
      Germany continues to require permits, approvals, and 
limits areas of operation for AVs.\96\
---------------------------------------------------------------------------
    \96\ Germany completes legal framework for autonomous driving--
Federal Cabinet approves new ordinance, Apr. 2022, Malterer, M.
---------------------------------------------------------------------------
      In Japan, the introduction of Level 4 vehicles will be 
controlled and limited to specific, lightly populated areas.\97\
---------------------------------------------------------------------------
    \97\ Japan to open roads to autonomous vehicles in 2023, Nov. 28, 
2022, Wessling, B., The RobotReport.
---------------------------------------------------------------------------
      Even the latest United Nations Economic Commission for 
Europe (UNECE) regulations will limit operations to restrict risks and 
oversee approval through testing and other requirements.\98\
---------------------------------------------------------------------------
    \98\ New rules to improve road safety and enable fully driverless 
vehicles in the EU, Jul. 6, 2022, UNECE.

    According to the most recent KPMG analysis, the U.S. ranks fourth 
in the world for AV readiness, while China stands at number twenty. In 
short, the U.S. is not lagging other countries in allowing AVs to go to 
market, but we are behind in establishing comprehensive regulations to 
ensure public safety will not be jeopardized or diminished. As Dr. 
Missy Cummings, Professor, George Mason University, College of 
Engineering and Computing, and a well-respected expert on autonomy and 
---------------------------------------------------------------------------
robotics, stated during a briefing convened by Advocates in March 2023:

        I was a military officer; I spent three years on the Defense 
        Innovation Board advising the Secretary of Defense. China is a 
        real threat, a real problem that we have to address from a 
        national security perspective. What it [China] is not is a 
        threat to our commercialization of autonomous vehicles. And any 
        insistence that it actually takes away from the emphasis that 
        we need to place on national security. So, what I would really 
        like everyone to do is back off the China fear mongering. China 
        is not beating us to the commercialization of autonomous 
        vehicles . . .\99\
---------------------------------------------------------------------------
    \99\ Advocates for Highway and Auto Safety, Virtual Capitol Hill 
Briefing: Expert Panel on Autonomous Vehicle Safety (Mar. 7, 2023). 
See: https://saferoads.org/briefing-expert-panel-on-autonomous-vehicle-
av-safety-3-7-23-public/.

    In sum, no country is selling fully automated vehicles to the 
public and by many accounts, none will be for a significant time in the 
future.\100\ The U.S. is not behind other countries in allowing them to 
go to market, but we are behind in establishing and enforcing 
comprehensive safeguards to ensure that this process happens without 
jeopardizing or diminishing public safety.
---------------------------------------------------------------------------
    \100\ Lawrence Ulrich, Driverless Still a Long Way From Humanless, 
N.Y. Times (Jun. 20, 2019); Level 5 possible but ``way in the future'', 
says VW-Ford AV boss, Motoring (Jun. 29, 2019).
---------------------------------------------------------------------------
    The fact remains that there is scant independently verifiable data 
that ACMVs can operate safely on any road or help to address any of the 
Nation's longstanding supply chain issues. Furthermore, we already know 
from real world experience the limitations, mistakes, defects, 
failings, and faults of self-driving technologies currently in cars. It 
would be irresponsible and an abrogation of safety to allow self-
driving trucks, weighing 80,000 pounds and traveling at high speeds to 
operate on streets and highways with cars, motorcycles, and other road 
users without first meeting basic minimum performance requirements 
established with federal government standards.
                               Conclusion
    Since our founding in 1989, Advocates has supported and worked to 
advance in federal legislation and government rulemaking the safe and 
equitable development and requirement for proven technologies to reduce 
crashes and save lives on our Nation's roads. Consequential and 
worthwhile societal benefits and improvements to public safety will 
require implementing and enforcing mandatory comprehensive safeguards 
to ensure AV and ACMV technology is developed and deployed without 
putting the public at risk. To address the current motor vehicle crash 
crisis, public officials should work to require the installation of 
available, advanced, and proven safety technologies in all new vehicles 
and improving our compromised infrastructure. Concurrently, the 
approach of the AV Tenets should be utilized to ensure the safety of 
all road users and address the known and foreseeable challenges and 
issues of AV operations. Advancing safety and moving forward with 
innovation can and must be compatible goals, and not trade-offs. The 
public deserves that its safety on our public roadways be the number 
one priority and that known safety solutions be implemented 
immediately.
                                Appendix
                     Autonomous Vehicle (AV) Tenets
                           November 30, 2020
    [Editor's note: The Autonomous Vehicle (AV) Tenets are retained in 
committee files and are available online at https://saferoads.org/wp-
content/uploads/2020/11/AV-Tenets-11-24-20-1.pdf]

    Mr. Crawford. Thank you.
    And let the record reflect that each of our four witnesses 
came in under their allotted time, which rarely happens. I 
appreciate that.
    I now recognize Members for questioning, starting with 
myself.
    Mr. Spear, I appreciate everything ATA and its members do 
to improve safety and the quality of life for our Nation's 
truckdrivers, particularly during this week as we honor our 
truckdrivers in National Truck Driver Appreciation Week.
    This committee believes in the value of American truckers, 
as do you. I know that is the case. We are exploring new 
technologies. And that is not to try and displace truckers. It 
is actually to assist truckers.
    And I want to know if you agree with that statement and, if 
so, can you expand on it a little bit.
    Mr. Spear. I do.
    I really draw attention, as we were talking through our 
opening statements, about the shortage of talent. We see it 
across every segment of employment, but specific to 
truckdrivers, we are short right now 78,000 drivers. We are 
going to have to bring in 1.2 million more over the next decade 
just to meet economic demand and deal with an aging, retiring 
workforce. So, there is a massive gap here to fill.
    Innovation can play a role, Mr. Chairman. It has the 
ability to not only enable our existing driver force to be more 
aware and responsive and have more command and control when 
they are driving, which is good for the motoring public, that 
breeds safety, but it also has the development of autonomous 
vehicles in years to come where we can fill that gap.
    If we are not going to add workforce to fill that 78,000, 
we are going to need technology. We are going to need 
innovation to play that role.
    So, we believe that there is a place for both to 
cohabitate, and displacement is a myth.
    Now, if we didn't have a shortage, we would be having a 
candid discussion about people losing their jobs. That is not 
the case here. There is no data to support that. I have read 
all the letters and everything that has been submitted to you. 
I can assure you displacement is a myth.
    So, there is plenty of room for innovation to play a role. 
We need to embrace it. And it has serious measurable benefits 
to safety.
    Mr. Crawford. Thank you.
    I want to turn to Mr. Urmson if I could.
    We are living in a world now where we face a lot of cyber 
threats. And so, I want to give you an opportunity to kind of 
explain how your technology addresses that evolving threat. 
Because what is happening today doesn't look like what will 
happen tomorrow and the next day with regard to cyber threats.
    Mr. Urmson. Thank you for the question.
    Obviously, cybersecurity is a much broader topic than 
automated vehicles. We have this challenge whether it is with 
our industrial infrastructure or with vehicles that are on the 
road today.
    At Aurora, we take this very seriously. Our whole business 
is our intellectual property and the systems we are developing.
    And so, we have invested heavily in a cybersecurity team. I 
think we have around 50 people that are dedicated to improving 
the cybersecurity both of our corporate infrastructure but, 
importantly, the product infrastructure.
    They look at best practices, various standards that are 
promulgated, even though it is, of course, from NIST, and we 
integrate that into the way we develop our system.
    So, as you know, we have to continue to innovate in this 
space. It is kind of a running battle. But we feel well-
equipped to fight that battle.
    Mr. Crawford. Thank you.
    Mr. Farrah, real quick. Monday, the California Senate 
passed a bill requiring a driver in any autonomous vehicle over 
10,000 pounds. What is the impact of this legislation on our 
Nation's supply chain?
    Mr. Farrah. Mr. Chairman, thank you very much for the 
question.
    The bill I believe you are referring to is AB 316. And, 
interestingly enough, Governor Newsom's agencies at a State 
level, including the Department of Motor Vehicles, the 
Governor's Office of Business and Economic Development, other 
agencies, have vociferously opposed this bill. They have noted 
that it would be detrimental from a safety and supply chain 
perspective to California.
    I think that it really goes back to what I said during the 
opening statement, which is that we need to move more freight 
in this country, otherwise, we are letting down the people that 
depend upon the supply chain.
    That is acutely the case in California. You have seen a lot 
of strains that have happened on the ports of Long Beach and in 
Los Angeles. This is something where a lot of the prominence of 
those ports has shifted east, and that has certainly benefited 
other States.
    And California is very vital to our supply chain. And so, 
if they ultimately reject this technology, this is something 
where it not only locks in the safety status quo, which is 
unacceptable, on California's roads, it also continues to put 
California behind the eight ball.
    And so, we are hopeful that Governor Newsom's agencies are 
able to ultimately make this point very loud and clear, and we 
are hopeful that the Governor will veto that bill.
    Mr. Crawford. Thank you. And I would again thank the 
witnesses.
    I yield the balance of my time and recognize Ranking Member 
Norton.
    Ms. Norton. Thank you, Mr. Chairman.
    Ms. Chase, your testimony was a little scary. You held up a 
picture that I took note of. And you note that there are 
currently no standards to ensure that driver assistance 
technologies protect those outside of the vehicle, including 
pedestrians and cyclists.
    As we see the advancement from driver assistance technology 
to fully self-driving vehicles, we need to protect these 
vulnerable road users even more.
    What should Congress and the Department of Transportation 
be doing to ensure that partially and fully automated vehicles 
will prioritize the safety of those walking and bicycling on 
our roads?
    Ms. Chase. Thank you for the question, Ranking Member 
Norton.
    I want to first clarify that my staff informed me that I 
misspoke. I said ``automatic emergency trucks'' instead of 
``automatic emergency braking.'' And that brings me to answer 
your question, actually.
    On the road to protect vulnerable road users, we should be 
advancing proven technologies that we know work now. For 
example, the Insurance Institute for Highway Safety, which is 
well known for its crash testing down in Ruckersville, 
Virginia, is a very prominent and respected organization, and 
they have demonstrated that automatic emergency braking can 
reduce front-to-rear large truck crashes by 41 percent. That is 
pretty tremendous if you think about it.
    So, on the path to autonomous vehicles, as we think about 
protecting all road users, including vulnerable road users, we 
really need to make sure that technologies like automatic 
emergency braking and other advanced driver assistance systems 
get into all trucks now.
    We know how to save lives. We just need Congress and the 
U.S. Department of Transportation, as you suggested, to make it 
happen.
    There are also other technologies, like underride 
protections, speed limiters, and electronic logging devices, 
which are required in cars now, but there are currently special 
interests who request exemptions. We need to protect ELDs 
because they do make sure that truckdrivers are following the 
hours-of-service requirements.
    So, in sum, there are steps that can be taken on the path 
to automated trucks that could be saving lives now.
    Ms. Norton. Thank you.
    Mr. Farrah, now, I think, if I recall correctly, that you 
said displacement would not occur, that the autonomous vehicle 
companies, indeed, frequently claim that job losses in long-
haul trucking will be replaced by more jobs in short-haul 
routes.
    But a recent study by the University of Michigan and 
Carnegie Mellon University found that the loss of long-haul 
jobs will not be made up for either in quantity or in quality 
by short-haul jobs.
    The study notes that short-haul jobs typically pay less and 
that many truckdrivers will have to relocate to find those 
jobs. These factors could weaken a job option that has long 
served as a path to the middle class.
    Can you respond to the study's findings about losses in the 
long-haul trucking sector?
    Mr. Farrah. Thank you very much for the question. I 
appreciate it. I would be happy to take a look at the study and 
take a look at those specifics and engage with you and your 
staff.
    What I will say, as a general matter, is that the reality 
is, is that we are not moving as much freight in this country 
as we need to today. We are certainly not going to be able to 
move as much freight as we need to tomorrow and in many years 
from now. So, we as a country need to figure out a way to do 
this given the shortages that are happening.
    Autonomous trucking is one of the solutions that is part of 
a suite of solutions that we can all work together on to 
ultimately ease a lot of these supply chain challenges.
    And so, we are trying to be a part of the overall 
composition of that. We think this is something where there is 
plenty of work to go around, both for truckdrivers, for 
autonomous trucking companies. This will ultimately allow 
alleviation of a lot of the supply chain burden.
    And so, that is the aim of our industry and certainly the 
way we see things playing out over a very long period of time.
    Ms. Norton. Mr. Urmson, you testified that Aurora is hoping 
to launch fully self-driving trucks, without a safety driver in 
the cab, by the end of next year. Even if your technology works 
perfectly, it will essentially need to make life-or-death 
decisions when unexpected conditions arise.
    Is Aurora able to guarantee that its technology will 
prioritize the safety of people--not property, not 
infrastructure, but people--when making split-second decisions 
on the highway?
    Mr. Urmson. Thank you for the question.
    And safety is paramount to how we approach developing 
technology at Aurora.
    Today, we implement what we call a safety case, which is a 
framework that explains how and why we come to the conclusion 
that the vehicle is safe to operate, and we have shared that 
transparently and publicly.
    We do a lot of development in simulation where we test 
challenging scenarios, including ones that you talk about.
    Just as a concrete example, we looked at fatal accidents 
that involve trucks on I-45, where our trucks are operating 
today, between the years 2018 and 2022.
    Across those, there are about 29 of those events where the 
Aurora Driver could have actually been operating the vehicle, 
and had the Aurora Driver been operating, none of those events 
would have happened, which translates to no fatalities in those 
situations.
    To give you an idea of the type of situations that come up, 
there was one event that we looked at where two passenger 
vehicles had had a minor fender bender. The people got out of 
the vehicle, were assessing it. A heavy truck came down the 
road behind them, for whatever reason noticed the event late, 
and then swerved on the shoulder to avoid the vehicles and 
ultimately killed some people.
    In our simulations, what happens is exactly what you had 
hoped would happen. The truck sees them at range, reacts, 
decelerates, and then lane changes to the left to avoid the 
scene, and everybody would have gone home safely.
    So, we take that objective very seriously.
    Mr. Crawford. The gentlewoman's time has expired.
    Mr. Bost, you are recognized for 5 minutes.
    Mr. Bost. Thank you, Mr. Chairman.
    And I am going to say more of a statement. I am not even 
going to ask questions.
    Many of you know that I grew up in a trucking company. I 
drove trucks. I lived it. We started a business in--I didn't 
start a business in 1933, I am not that old, but my grandfather 
did.
    But I have some serious concerns as far as AV trucking. And 
I want to be real clear that I am not opposed to it.
    At the same time, I want to make sure that certain 
important roles of human drivers are not lost because of that 
innovation.
    I have sat in the seat, like I have told you. I ran the 
company. It is a small company.
    My big concern is, is that the only ones who will have 
access are the mega trucking companies and/or those that can 
make the major investments and that it will strangle the small 
trucking companies out of business. I have concerns about that.
    I also have concerns about how much safety it is that we 
can actually put in autonomous trucks. I know that the 
technology is there. I also know that we have enemies around 
this world that know how to tap into technology and can cause 
major concern if we have a lot of them running up and down our 
roads and would possibly do some kind of technology that would 
cause a loss or a breakdown when we become dependent on too 
many of the autonomous trucks.
    I know the concerns that we have. I know the concerns we 
have. And we put ourselves into a lot of this situation in this 
United States. One, I think the fact is, is that we have made 
it so difficult for drivers quite often to get their license.
    In my company, we never let anybody who was unsafe drive. 
We checked them out. But now we have put rules in place that 
says: No, no, no. Now you are going to pay a lot of money to 
send them to a truck driving school. And then a bigger company 
can take them away, and you have spent all the money on 
educating and making sure you have a safe driver.
    Not only that, we have States throughout this Nation that 
keep legalizing marijuana, and we can't get drivers to pass a 
simple drug test because once you smoke one joint, that shows 
up in your bloodstream for 30 days. It is not like having a 
beer on Sunday and driving on Monday.
    So, we have put ourselves in a lot of bad situations by 
existing laws. I think we still have a problem, as far as I am 
concerned, of hours in service and with the electronic logbooks 
because it doesn't allow for drivers to use the common sense 
and common safety that would encourage them to stay in the 
trucking business. All of a sudden, they are an hour from home 
and they are plenty rested, they can't go ahead and get back 
home. Instead, they have to find a place to pull over.
    And many of you know that I am also carrying the language 
for truck parking because you see all the problems we have out 
there right now. And I appreciate your support on doing that.
    But my statement is just this. I know everybody wants to be 
safe, but I think there are certain safety mechanisms that we 
can't guarantee. We can't guarantee what hackers might be able 
to get into and put autonomous trucks at risk to our people. I 
mean, I think we can put a lot of safety in there, but we have 
got to be very, very, very careful.
    And I would hate to see a truck driving industry--I know we 
need drivers now, but I would hate to see this grow so much 
that we are no longer dependent on our truckdrivers. They do a 
good job.
    I am always bothered by the fact, whenever I am driving 
down the road with some friends, and you have all done it or 
you have all seen it happen, and you are following behind and 
one truck is trying to pass another truck and you are in a 
hurry and, by golly, you are griping at the truckdriver.
    You should never bad mouth the truckdriver or the farmer 
when your mouth is full. It just isn't wise.
    And let me say that we have got to make sure that the 
drivers that are making sure the shelves are full have the 
opportunity to continue to get good-paying jobs doing the work 
that many of them love, and I just don't want to see us head 
down a path where we would destroy that.
    And I am sure this technology is going to move forward. 
There are no ifs, ands, or buts about it. But I am concerned 
about those issues. I know that each one of you are bringing 
them up, and I know you are watching them very closely. But on 
this week and month where we are thanking our truckdrivers, we 
want to make sure that we are truly thanking them, not putting 
them out.
    So, thank you.
    Mr. Crawford. The gentleman yields.
    Ranking Member Larsen.
    Mr. Larsen of Washington. Thank you, Mr. Chair.
    The first question is for Ms. Chase.
    In hearing quite a bit about safety, much of this potential 
seems to be years away. And in your testimony, you talked 
through steps that can be taken today.
    What would be the top three steps we could take today to 
improve truck safety and save lives that we are not doing?
    Ms. Chase. Thank you for the question, Ranking Member 
Larsen.
    As I briefly touched upon with the previous question, I 
think that automatic emergency braking, getting that into 
trucks today, would be a significant improvement to reducing 
truck crashes and also car crashes. Additionally, if we get 
underride protections on both the rear and the side.
    And for those of you unfamiliar, who may be unfamiliar with 
what an underride crash is, it is when the trailer of a truck, 
which is about at the neck height of a car passenger, goes 
underneath the truck.
    And these are particularly gruesome crashes. And if someone 
survives, they most likely suffer significant brain injury or 
had to undergo many surgeries. We have worked with crash 
victims who have survived, and it is a very difficult life to 
go through.
    So, those are the top two.
    And then the third one, as I mentioned, are speed limiters. 
We know that about 1,000 people are being killed every year in 
crashes involving speeding trucks.
    So, if we get the trucks to slow down--and many trucks 
already have speed limiters, so, this is nothing new. We need 
to just make sure that they are in all trucks to slow the 
trucks down and make the roads safer.
    And thank you again for the question.
    Mr. Larsen of Washington. Thanks.
    Mr. Farrah, you mentioned the 44 or now 45 million miles on 
public roadways that autonomous trucks have traveled. The 
fatality rate is 1.24 deaths per 100 million miles. So, you are 
not even halfway through the standard for the number of miles 
that we use for highway fatality rates. So, there is quite some 
time to go.
    And I am not as enthusiastic about the safety record 
because I don't think there has been enough work yet to be 
enthusiastic about the safety record, is my point.
    But I was curious about, absent more real-world data, has 
your organization looked at any other proactive safety 
standards to help prove out AV technology in terms of safer 
roadways?
    Mr. Farrah. Congressman, thank you very much for the 
question.
    I should begin by saying I think that your district, in 
particular, stands to benefit quite significantly from 
autonomous trucking, given the proximity to ports and I-5 and 
other economic activity.
    In terms of data that is out there, the most important 
thing that I would point out is that, as you are probably 
aware, for more than 2 years, through NHTSA, the Department of 
Transportation has required any autonomous vehicle company to 
report any incident, no matter how minor, when the technology 
is engaged.
    And so, specific to autonomous trucking, this is really a 
very remarkable safety record that we now have data on. What we 
know is that there have only been 14 incidents during that 2-
year time period related to autonomous trucking----
    Mr. Larsen of Washington [interrupting]. You testified to 
that. So, absent more real-world data, do you support any 
proactive safety standards to help better prove out AV 
technology in terms of safer roadways?
    Mr. Farrah. Congressman, I think that we are seeing that 
real-world data, both through the SGO, also in terms of our 
members as they are passing through different intervals, 1 
million, 2 million, 5 million miles driven. They are producing 
a lot of that. That is being shared in a very transparent way.
    And so, there is not a shortage of information out there 
about the safety record of autonomous vehicle companies, and it 
is something that we are quite proud of.
    Mr. Larsen of Washington. You used the term ``model 
driver,'' and so, I just want to tee up Mr. Urmson on this one 
a little bit, because on I-45, that might actually be a model 
roadway for you. You are not going to get model roadways in the 
Pacific Northwest or along the northern tier of the country to 
fully test out safety records.
    So, what are you all doing--other than thinking about your 
simulations--what are you all doing to better prove out in 
nonmodel conditions the operations of AV technology on trucks?
    Mr. Urmson. Thank you for the question.
    I think this is an important concept to understand in 
automated vehicles.
    Mr. Larsen of Washington. Can you speak up and just pull 
the microphone----
    Mr. Urmson [interrupting]. I apologize. I will try. Is that 
any better, sir?
    Mr. Larsen of Washington. Yes, it is.
    Mr. Urmson. OK. Sorry about that. It sounded loud here.
    So, as we think about developing the technology, there is 
actually constraints we can put on it, where it we will 
operate. And so, as we initially deploy the technology, the 
Aurora Driver we constrain to operate initially on the route 
between Dallas and Houston, and then we expect from there to go 
between Fort Worth and El Paso.
    And for each place where we expand out to, we are going to 
go through a thorough process that fits into that safety case 
concept that I mentioned earlier where we evaluate what is 
different between this new place to drive and the last place, 
incorporate that understanding, and broaden the test suite that 
we expose the driver to.
    So, before we ever operate in the Pacific Northwest, where 
there is rain and sleet and all of that, we will make sure that 
we have actually done the development and validation work that 
is necessary for there.
    And there is a real reason why a lot of the freight moves 
along the southern freight corridor, because driving a good 
truck in bad weather is still difficult for human drivers, and 
so, they try to avoid it.
    And so, as we see the technology coming out, it will follow 
that commonsense approach and that rigorous approach to 
deployment.
    Mr. Larsen of Washington. For the record, we get a lot of 
rain and sleet, but not like 365 days of the year. Just for the 
record.
    With that, I yield back.
    Mr. Crawford. The gentleman yields.
    Mr. LaMalfa.
    Mr. LaMalfa. Thank you, Mr. Chairman.
    I would like to compare the potential--I know there is a 
lot of safety that is driving this conversation here--but the 
comparison, let's say, between highways full of trucks and our 
railroad system, for example.
    So, work has been done to have better train control over 
the years. And I know, ``Why are you talking about trains?'' 
Well, because railroads have a dedicated lane, so to speak, 
that only trains are on, pulling many, many, many tons and very 
efficiently in doing so. But they are having difficulty even 
keeping the safety record perfect on railroads.
    If they were to be autonomous, versus thousands and 
thousands of trucks all trying to operate off of the same set 
of satellites or what have you, how in the world are we going 
to do that with so many vehicles when we have a certain amount 
of difficulty right now with a lot fewer on a dedicated lane 
that doesn't have automobiles, doesn't have a whole lot of 
people on them, doesn't have trucks with drivers?
    How do we expect to integrate that many vehicles when it 
has not been that easy with railroads.
    So, why don't--do you want to tackle that, Mr. Spear?
    Mr. Spear. Yes. I think--and I will give some deference, 
too, to where the technology stands in terms of differentiating 
between highways, where there are smoother roads, lines 
painted, the technology functions based off of indicators that 
allow it to perform at an optimal level. I think country roads, 
rural environments, to delineate between that, I think that is 
something that would have to evolve much longer than the 
testing and deployment that we are seeing today----
    Mr. LaMalfa [interrupting]. No, no. What I am asking, 
though, is we are talking about it is difficult enough to keep 
a safety record going on railroads, which are on dedicated 
tracks, dedicated lanes, so to speak. And now we are talking 
about many thousands of vehicles all trying to operate.
    How about, Mr. Urmson, would you take a shot at that?
    Mr. Urmson. Thank you for the question.
    And I think this is one of the places where there is an 
opportunity where we see to leverage modern technology.
    So, for example, when our trucks are driving down the road, 
every second they are evaluating thousands of different 
parameters to ensure that they are operating at peak 
performance, whether that is the cycle times for the 
computation, the health of the sensors, the health of the base 
platform. And so, that level of----
    Mr. LaMalfa [interrupting]. You are going to have a lot 
more sensors on a whole freeway system than you already have 
on, say, lesser miles of railroads with lesser numbers of 
vehicles, meaning trains.
    So, I am wondering how much are you asking for technology 
to try and move forward with so many independent autonomous 
vehicles. I know truckdrivers aren't perfect, but I appreciate 
them during Truck Driver Appreciation Week.
    So, let me morph this into a rural aspect, as we touched on 
here. So, do you see this as being primarily something that is 
being done in urban areas with high volumes of traffic?
    Because I am trying to imagine how this is going to work in 
rural districts like mine, moving mine products or timber 
products out of the woods onto rural roads and then meeting 
larger railroads and finally interstate, perhaps. Is this going 
to be adapting well to those conditions?
    Mr. Urmson. So, again, we don't see this as a big-bang 
deployment all at once. We expect this technology to roll out 
incrementally, much as Mr. Spear has talked about, to 
complement other functions--or other operators on the roadway. 
And so, we will initially target long-haul trips on 
interstates.
    Eventually, I could imagine this technology operating in 
those environments, but that won't be the initial deployment. 
This is how come we have so much confidence that this will be 
complementary to the skills that our human driving----
    Mr. LaMalfa [interrupting]. So, do you see this as a--in 
the Western States, you are frequently going to have--you were 
talking about weather a minute ago with heavy snows, rains, 
lots of rain in the high country. Since so much of the West is 
on fire so much of the summer and the fall, how about smoke? I 
mean, how is that going to interfere with the technology you 
are speaking of?
    Mr. Urmson. Thank you for the question.
    And, again, here one of the things I can say is our company 
was founded in Pittsburgh, Pennsylvania. It is part of the 
Nation that has all four seasons. And so, even in the first 
year that we were developing the technology, we were out in a 
parking lot testing in snow.
    Once again, we are able to constrain the technology. So, if 
the weather is so inclement that it shouldn't operate, then it 
won't. But the technology----
    Mr. LaMalfa [interrupting]. Well, then we are going to have 
to have a backup plan to have available drivers that can 
operate these autonomous vehicles. It is already difficult 
enough to have these drivers with so many--the regulations and 
many other challenges.
    So, we shouldn't run too headlong too fast into this 
autonomous situation, which I don't know if it is really 
seeking a solution to a problem that isn't as huge as would be 
sold to us.
    So, Mr. Chairman, I will yield back. Thank you.
    Mr. Crawford. The gentleman yields.
    Mrs. Napolitano, you are recognized.
    Mrs. Napolitano. Thank you, Mr. Chair.
    Ms. Chase, in jurisdictions across the country that have 
started to allow autonomous transit, ride-sharing, and AVs, 
what have been the results, both positive and negative, on the 
impact and the safety aspect of them?
    Ms. Chase. Thank you for the question.
    I would like to focus first on the negative parts because 
there has been a lot of conversation today about all of the 
positive parts of AVs.
    I think we really need to pay attention to what is 
happening in realtime in San Francisco. And we know that these 
AVs have interfered with emergency response operators, 
including 18 incidents documented by the San Francisco Fire 
Department in which AVs put firefighters and the public at 
risk. We also know that they have made planned and unplanned 
stops in travel lanes that have interfered with transit service 
and blocked traffic.
    Additionally, intrusions into construction zones where city 
employees were working have happened, and obstructions caused 
when AVs have had to interpret and respond to human traffic 
control officers, police officers. They don't know what to do, 
especially if you have them--a New York police officer and a 
police officer in California don't necessarily speak the same 
way or use the same hand mannerisms.
    And lastly, erratic driving. One of my staff members 
actually went to the arts conference in San Francisco and took 
a ride--three rides, actually, in driverless cars, and all 
three of them had problems. In one of them, he was told to 
leave the vehicle and that a vehicle would come and get him and 
never did. And this was after midnight in San Francisco, which 
could be potentially dangerous.
    So, in short, these are just not ready for primetime.
    Let me just say, Advocates for Highway and Auto Safety has 
always been a champion of proven safety technologies, and we 
hope that someday autonomous vehicles will help to relieve the 
mounting traffic crash fatality and injury toll. But as far as 
we can tell from data that has been collected from the standing 
general order and from the press and from other sources, it is 
not happening yet.
    Mrs. Napolitano. Thank you.
    Mr. Urmson, how important are roadway markings, roadway 
signs, and maintenance to affect the operations of AVs or 
autonomous trucks? And would the Federal Government, the State 
government, or local governments have to invest in roadway 
striping, restriping, and maintenance in affected projects in 
order to make autonomous trucking work?
    Mr. Urmson. Thank you for the question.
    Our intent in delivering the technologies, it needs to meet 
the world where it is today. And so, if it is good for human 
drivers, it will be good for automated vehicles. So, there are 
benefits to road safety of having clear markings for people 
driving on those roads. If it is good for people, it will be 
good for us.
    Mrs. Napolitano. But who does the striping?
    Mr. Urmson. Who does the striping? The Department of 
Transportation, I imagine, does the striping.
    Mrs. Napolitano. And the cost would be a little bit more 
than normal striping?
    Mr. Urmson. No. No. No, ma'am. We don't believe that you 
need to change anything about the striping that is on the 
roadways today.
    Mrs. Napolitano. OK. Thank you.
    I am concerned about the company's application to be exempt 
from the requirements of placing traditional warning devices 
around the truck. What if the electrical system doesn't work on 
the truck? What are possible alternatives? And have you tested 
if the alternative is as safe as traditional warning devices?
    Mr. Urmson. So, thank you for the question.
    We see this as a real opportunity to improve roadway 
safety. That today, if a truck breaks down on the side of the 
road, someone has to get out into the roadway and put warning 
triangles behind it. Obviously, our automated vehicles, the 
intent is to not have an ability to go do that.
    We have developed a--we call it a beacon. You can think of 
it as lights, right, like, on the back of a tow truck that are 
on the sides of the truck to indicate that it has stopped in a 
place where it wouldn't normally be stopped.
    And we and an independent group have evaluated the 
performance of that and see that it is as good as putting cones 
behind or triangles behind the vehicle without exposing someone 
to the roadway. So, we see this as a really important safety 
advantage.
    Mrs. Napolitano. But what if the electrical system on the 
truck is not working?
    Mr. Urmson. What if the additional system on the truck is 
not working? Again, thank you for the question.
    I think someone would have to go and deploy cones at some 
point behind it. But we are talking about a light, which we 
think is a relatively straightforward technology to keep 
working. And the trucks have redundancies in the power that is 
distributed to them. So, you would have to have many things 
fail at the same time for that to occur.
    Mrs. Napolitano. Thank you.
    Mr. Spear, what do you believe will be the impact on the 
type and number of jobs in the trucking industry by increased 
automated trucking?
    Mr. Spear. As I said earlier, Congresswoman, I think that 
there is an opportunity for both innovation and the existing 
workforce to coexist.
    We have a gap. We have a shortage of talent that we are 
trying to fill just to meet economic demand. So, there is a lot 
of opportunity for innovation to fill that, particularly for 
driver assist technologies levels 2, 3, 4, which really empower 
a driver to be safer in operating their equipment.
    We are a ways yet to see fully automated driverless trucks 
out there, but the progression toward that, we believe there is 
plenty of space without displacing drivers.
    Mrs. Napolitano. Thank you, sir.
    Thank you, Mr. Chair.
    Mr. Crawford. Thank you.
    Mr. Owens, you are recognized.
    Mr. Owens. Thank you.
    I first of all want to thank Chairman Crawford for today's 
hearing and our witnesses for taking the time to help this 
subcommittee to better understand and support the topic.
    Innovation in how Americans move and transport goods has 
long underpinned America's ingenuity. The challenge of keeping 
our Nation connected and commerce flowing manifested early in 
our Nation's history. My home State of Utah is central to this 
history, fulfilling the manifest destiny of our young Nation 
with the completion of the transcontinental railroad.
    Since then, America has continued to be at the forefront of 
transportation and logistical innovation, introducing the world 
to our automobiles, interstate highways, commercial aviation, 
space exploration, ride-sharing, to simply name a few.
    Today, the growing premise of autonomous vehicles on our 
highways is the next era of transportation innovation. 
Automation holds a promise to enhance safety and efficiency 
while also stimulating economic growth in our commercial motor 
vehicle sector.
    As the pace of technology accelerates, we must embrace 
these advancements. However, this topic must be approached with 
caution and with a commitment to addressing complex issues 
around safety, infrastructure, workforce impact, and 
cybersecurity.
    After safety, my constituents are most concerned on the 
impact of American jobs. This conversation is incomplete 
without simultaneously exploring strategies for workforce 
development training and ensuring the future includes 
fulfilling and meaningful employment.
    My goal is to ensure that our workforce needs and education 
evolves as this industry evolves.
    Mr. Urmson, are we losing progress on innovation because we 
are not keeping pace in terms of our Government itself? And 
what steps should Congress take to boost the U.S. AV industry?
    Mr. Urmson. Thank you. I have certainly answered to much 
worse than that, so, I appreciate the question.
    As we look at the situation America is in right now in this 
space, we see that we are leading, that we have incredibly 
gifted people come here, develop this technology, and have a 
lead. But we know that, for example, China is investing heavily 
and working hard to ultimately eclipse us.
    I think that as a Nation, we need to continue to foster 
innovation in this space. There is an opportunity, whether it 
is, as we talked about with the warning beacons, to start to 
see this technology out on the road and deployed, the 
opportunity to support that with FMCSA.
    We see an opportunity to continue to harmonize regulations 
across States, that because the value of this technology is 
really about deepening interstate commerce, the more consistent 
regulations are, the easier it will be and the better benefit 
we will see from the technology.
    Mr. Owens. OK. Thanks so much.
    Mr. Spear, what would be the impact if we overregulated or 
prohibited fully autonomous trucks?
    Mr. Spear. Well, I think what we are looking for is more 
oversight at the Federal level. We have talked a little bit 
about NHTSA and their standing general order, their ability to 
exhibit oversight. But we are also talking about commercial 
vehicles. NHTSA has more of a role in leadership and expertise 
in passenger vehicles.
    We need the FMCSA to be more involved and in sync with 
NHTSA in the development and oversight of this technology. We 
need a Federal framework. It needs to be a performance and 
safety standard. Don't pick favorites.
    And we have forward-leaning policies on speed limiters, 
ELDs, AEB. But we want a performance standard that lets 
innovation thrive, and we want it to govern all 50 States. We 
don't want a patchwork of rules that are confusing, not only to 
innovation, but to our industry's ability to adopt it.
    So, your ability to hand DOT--particularly NHTSA and 
FMCSA--the structure, the staff, the resources so that they 
have the expertise to oversee a Federal framework. Make it a 
performance standard. That is something that we all understand 
and can measure. You are going to have more data coming in. You 
all are going to have much better oversight and understanding 
where this is trending if you give us that Federal framework.
    So, that would be something that we would recommend. Our 
testimony exhibits that.
    Mr. Owens. In the last few seconds, what would be the 
result if we cede leadership in this industry to China?
    And I am going to--Mr. Farrah, would you mind maybe 
addressing that?
    Mr. Farrah. Thank you, Congressman. I would be happy to.
    And I want to underscore what Mr. Urmson said about 
competition with China. The reality is, is that China wants to 
be the world leader when it comes to autonomous vehicle 
technology. We need to make sure that that doesn't happen. We 
need to make sure the United States is the global leader.
    It means Congress working on a bipartisan basis with FMCSA 
on making sure that we have got clarity on important rules. 
This hearing is an important piece of that, and I certainly 
appreciate the opportunity to talk to you today about that.
    Mr. Owens. OK. Thank you.
    And I yield back.
    Mr. Crawford. The gentleman yields.
    Mr. Johnson of Georgia.
    Mr. Johnson of Georgia. Thank you, Mr. Chairman.
    Ms. Chase, safety on our highways has long been a priority 
of mine. In previous Congresses, I introduced the Safe Roads 
Act, which would mandate automatic emergency braking systems 
for truck tractors, tractor-trailers, 18-wheelers, with 
electronic stability control technology. This critical piece of 
legislation became a part of the Bipartisan Infrastructure Law.
    While our goal is to prevent crashes of all types, a 
mechanical or other failure on an 80,000-pound tractor-trailer 
truck or a 55-passenger bus or a hazmat truck filled with 
propane gas can be catastrophic, particularly when compared to 
the consequences of a simple automobile wreck.
    Ms. Chase, do you believe that prudence requires that we 
should be even more cautious about deploying level 3, 4, and 5 
automated commercial motor vehicles on our roads than we should 
be about the deployment of autonomous automobiles? And if so, 
why?
    Ms. Chase. Thank you for your question, Congressman. Also, 
thank you very much for your safety leadership. We appreciate 
that you have made it a priority in your portfolio to make sure 
that the roads are safer for your constituents and everyone in 
the country. So, thank you very much.
    Yes. I think, absolutely, we need prudence when we are 
discussing autonomous vehicles of any level. What we know so 
far is that--the biggest sample that we have so far is San 
Francisco. And it is not going so well, to say the least.
    When we have the San Francisco fire chief coming out 
publicly and saying that she has tremendous trepidation about 
what is happening on her roadways because it is imperiling 
firefighters to get to their scenes, it's a problem. We can't 
just stick our head in the sand and pretend that these real 
problems aren't happening.
    So, when you talk about----
    Mr. Johnson of Georgia [interrupting]. An emergency 
vehicle, like an ambulance dispatched to pick up or to tend to 
an elderly patient having a heart attack, or an infant that 
swallowed a button or something, that kind of vehicle--or a 
firetruck having trouble getting to the destination to put out 
the fire or to render life-or-death aid to a person, automated 
vehicles are interfering with that process?
    Ms. Chase. Yes, it is. In fact, in addition to the 
firetrucks, there was a live crime shooting scene in San 
Francisco, and the police department could not get to the 
shooting scene because of obstructions of autonomous vehicles.
    So, we need to deal with these known problems. We know 
these problems exist. We can't just move forward.
    Mr. Johnson of Georgia. So, we need to be careful as we 
move forward.
    Ms. Chase. Yes, sir.
    Mr. Johnson of Georgia. We certainly know that automated 
vehicles are coming, but we need to be careful about rolling 
them out and deploying them on our streets.
    You have heard the argument that deployment of autonomous 
trucks on the road will actually reduce motor vehicle crashes. 
What are your thoughts on that assertion?
    Ms. Chase. Well, maybe they can. We don't know yet.
    Mr. Johnson of Georgia. Not yet?
    Ms. Chase. Not yet. Not yet. We are not there yet.
    Mr. Johnson of Georgia. I got you. OK.
    Let me move on to Mr. Urmson.
    Aurora has publicly supported laws which liberalized 
autonomous vehicle operations, but which also impose liability 
on an AV certificate holder for negligence arising from the 
operation of Aurora Driver. Is that correct?
    Mr. Urmson. I believe so, yes.
    Mr. Johnson of Georgia. And do you believe that that 
commonsense liability requirement should be adopted nationally?
    Mr. Urmson. Thank you for the question.
    As we look at the regulatory regime here and the liability 
regime, we see a legal system that actually is robust and 
works.
    And we have introduced new products across the last 
century, and they have all been able to fall under the current 
tort system, and we anticipate that this technology is no 
different, that product liability is a mechanism that will work 
well here.
    Mr. Johnson of Georgia. OK. Thank you.
    Mr. Spear, I heard you say during your testimony that 
displacement of workers is a myth. How do you contend that that 
statement is true?
    Mr. Spear. Because there is no data to back up that we are 
going to displace workers. We have a gap. We have a shortage.
    Mr. Johnson of Georgia. I am talking about taking drivers 
out of the--I mean, my colleague----
    Mr. Spear [interrupting]. There is no evidence of that, 
Congressman. None.
    Mr. Johnson of Georgia. You are going to then have 
drivers----
    Mr. Spear [interrupting]. When you have a shortage of 
78,000 drivers, there is plenty of space for innovation to play 
a role. We have got to add talent.
    Mr. Johnson of Georgia. But eventually you would eliminate 
all drivers, though, correct?
    Mr. Spear. I am not bought into that. We have got to add 
1.2 million drivers over the next 10 years. How are you going 
to do that if we can't add more people behind the wheel? There 
is a role for innovation to fill that gap, and it will not 
displace drivers.
    We will take them. If you can give me 1.2 million, I will 
take them. They are not out there.
    Mr. Johnson of Georgia. Well, maybe if we stop testing for 
marijuana, which stays in the blood for 30 days----
    Mr. Spear [interrupting]. I don't want people high behind 
the wheel----
    Mr. Crawford [interrupting]. The gentleman's time has 
expired.
    The gentleman's time has expired.
    Mr. Spear. Yes, I can't get behind that.
    Mr. Crawford. The gentleman's time has expired.
    Mr. Yakym.
    Mr. Johnson of Georgia. At least think about it.
    Mr. Yakym. Thank you, Mr. Chairman.
    And thank you to our witnesses for lending your expertise 
on this important issue.
    Autonomous vehicles are an exciting and intriguing 
technology, but this is also a topic that requires a lot of 
education and thoughtful consideration.
    I would like to follow up on one of Chairman Crawford's 
earlier questions and comments on cybersecurity as it pertains 
to autonomous vehicles because I think that in a lot of ways, 
it's core not just to security, but also to the safety and the 
overall confidence in autonomous vehicles.
    There are a lot of roads we can go down in this 
conversation, whether it is safeguarding data, ensuring 
privacy, preventing hacking and hijacking, protecting trade 
secrets, and probably many more. But I would like to kind of 
drill down here on a few of these specifics.
    And maybe, Mr. Urmson or Mr. Farrah, could one or both of 
you talk about what measures are taking place in the autonomous 
vehicle industry to ensure privacy? And when I say ``privacy,'' 
maybe be specific to things like user locations and camera 
privacy. Things like that. Can you maybe expound on that a 
little bit, please?
    Mr. Urmson. Maybe I could start and then turn it to Mr. 
Farrah to talk broadly. So, I can talk about what we are doing 
at Aurora.
    So, today, we are complying with all of the privacy 
requirements that we have to comply with, that are out there, 
and that we actually have a robust policy in place to respond 
to law enforcement requests for data from our vehicles.
    Mr. Farrah. Congressman, certainly I appreciate the 
interest. This is something that is a core tenet of the 
industry.
    I'll say that what Mr. Urmson said, from my perspective, 
seems to be applicable across the industry. There is a deep 
commitment to cybersecurity, a lot of investment that goes into 
this. There are particular ways that we mitigate against 
cybersecurity intrusions that we can follow up for the record 
and give additional information.
    Specific to data privacy, obviously, these vehicles are out 
on the roads and needing to collect data to make the 
performance safe. That is something that is critically 
important. We realize that a lot of responsibility comes with 
that. There are a host of measures that are taken across the 
industry. And, again, we can provide more specifics after this 
hearing.
    Mr. Yakym. Thank you.
    And also to Mr. Urmson and Mr. Farrah, can one or both of 
you talk about what measures are being taken in the autonomous 
vehicle industry to safeguard against hijacking threats? I 
mean, what happens if there is a breach in cybersecurity? Is it 
possible for someone remote to actually take over and 
commandeer a vehicle remotely?
    Mr. Farrah. Congressman, I will begin, and maybe Mr. Urmson 
wants to share his perspective from his company.
    What I will say is that these vehicles are the most 
monitored vehicles on the road. Obviously, there is a 
tremendous amount of capital investment, technological 
investment that has gone into them.
    They are under the custody of the companies. These are 
fleet-managed. And so, the companies themselves have control 
over them. There are command centers, obviously, that are 
making sure that these are being treated appropriately.
    The other thing that is important to underscore here is 
that these vehicles cannot just go anywhere, anytime. There is 
a specific operational design domain. This is a set of limiting 
circumstances, whether it is geographical, whether it is other 
types of circumstances. And so, they are confined to that 
space.
    All this goes to making sure that they are going where they 
need to go, making sure that they are not being used 
inappropriately, they are not subjected to cybersecurity 
intrusion.
    And so, this is something where there is very strong 
alignment from the industry as well as policymakers.
    Mr. Urmson. Again, thank you for the question.
    Just talking concretely about what Aurora does, we have 
this technology called a fault management system, and that is 
the part of the Aurora Driver that is monitoring constantly all 
different systems. One of the things it is looking for is our 
various cybersecurity checks.
    And when it comes to remote operation of the vehicle, we 
actually follow best practices on how you can connect to the 
vehicle, and we can constrain what is expressed. So, there 
isn't somebody with a Logitech steering wheel somewhere 
steering the thing down the road. Really, the interface looks 
much more like a taxi dispatcher communicating information that 
is kind of not critical realtime to the truck about what might 
be beneficial for it.
    Mr. Yakym. Great.
    And finally, can one of you briefly talk about what steps 
are being taken to prevent this technology from falling into 
the hands of one of our adversaries? Let's say someone like 
China, who we know is world-renowned for intellectual property 
theft.
    Mr. Urmson. Again, thank you for the question.
    For us, that is our business, right, is the intellectual 
property. And so, for us, we take that seriously. We have what 
we think is a world-class team. It is about 50 people that are 
working on both the cybersecurity of our corporate 
infrastructure but also on the product infrastructure.
    Mr. Yakym. Great.
    Mr. Farrah. I will just say, Congressman, very briefly--I 
know we are at time here--but this really underscores why it is 
important for policymakers to support the development of the 
American autonomous vehicle industry. We need to make sure 
these jobs are here, these companies are here, we have got a 
robust supply chain, and we are very happy to have this 
conversation today.
    Mr. Yakym. Thank you.
    And, Mr. Chairman, I yield back.
    Mr. Crawford. The gentleman yields.
    Mr. Stanton.
    Mr. Stanton. Thank you very much, Mr. Chair, for holding 
this hearing.
    And thank you for each of the witnesses for your great 
testimony today.
    Arizona generally, and my district, specifically, in the 
East Valley, have been at the epicenter for the development and 
testing of autonomous vehicles. Autonomous vehicles have the 
potential to transform our transportation system, improve 
mobility for vulnerable populations and those who face barriers 
to transportation, enhance vehicle safety, reduce vehicle 
crashes and death, and increase productivity. At the same time, 
we need to recognize that AVs have the potential to alter our 
workforce.
    My questions. The first one is for Mr. Urmson, Mr. Farrah, 
and Mr. Spear. Choose if you want to each answer or just one of 
you.
    How are you engaging with truckdrivers who have extensive 
experience driving millions of miles as this technology is 
being developed?
    Mr. Urmson. So, truckdrivers are critical to how we develop 
this technology. Today, we have 40-some of them on staff at 
Aurora. It is important to me they are actually employees of 
the company. They own equity in the company. As the company is 
successful, we anticipate them benefiting from that success as 
well.
    If you look at someone like Tom Randall, who is on our 
staff, he has driven for 40 years. He sees the opportunity to 
introduce new technology into a career that he has loved, and 
that experience translates directly into the way we develop the 
technology. His quality driving on the road is what we model 
the behavior and what the Aurora Driver learns from so that 
they can drive well and safely down the road.
    Mr. Stanton. Mr. Farrah?
    Mr. Farrah. Congressman, thank you very much, and I 
appreciate your leadership on this policy area.
    I will say that I think today's hearing is an incredibly 
important moment because we need to be clear as an industry 
that the autonomous vehicle industry needs truckdrivers. We see 
a strong role for coexistence. This is something where we are 
not a panacea. We want to be a tool to help with supply chain 
challenges.
    And so, we recognize that certainly there are questions out 
there, and we are eager to have the opportunity today to 
clarify that.
    Mr. Stanton. That's right.
    Mr. Spear?
    Mr. Spear. Well, they are skills. We are teaching drivers 
to operate at a much higher level. These are marketable skills. 
These are portable skills. But we are enabling these drivers to 
be more aware, more responsive.
    Some of the most basic things that we have talked about, 
like automated emergency braking, to adaptive cruise control, 
to more integrated systems, we are teaching not only the 
drivers, but the technicians how to service this equipment.
    These are all things that are going to allow increased pay. 
These are all things that are going to make this workforce more 
talented and marketable. These are all good things. We should 
not stymie innovation. We should encourage it.
    So, that Federal framework that is performance-based is 
going to help our workforce by giving them more skills. The 
quality of life, too, I would point out is we lose $74.5 
billion a year sitting in traffic. That is 425,000 drivers 
sitting idle for an entire year. Connectivity, vehicle-to-
vehicle, vehicle-to-infrastructure, these are all things that 
will eliminate that congestion and improve the quality of life 
and also improve our economy.
    So, there is a tremendous role for automation and 
connectivity to really impact our workforce as well as our 
economy.
    Mr. Stanton. Similar question. Does the current workforce 
have the skills necessary to operate automated technology, or 
will fleets need to undertake significant retraining or 
recruitment of new drivers?
    Mr. Spear. Yes, I would be happy to.
    Listen, I think our workforce is very excited about giving 
them new skills. We are giving them an opportunity to optimize 
their performance.
    If you are teaching a driver how to operate an 80,000-pound 
vehicle with more command, more control, more awareness, more 
responsiveness, they are going to be better at their job. The 
motoring public is going to be safer.
    And I would incorporate equality between commercial 
vehicles and passenger vehicles. Two-thirds of the accidents 
that involve our trucks are caused by passenger vehicles. They 
are speeding, and they are texting. They are not paying 
attention and they are running into the vehicle.
    AEB, connectivity, these are all things that are going to 
save lives. We want to take a massive cut out of those 40,000 
fatalities. And we believe that our workforce being properly 
trained is going to have a measurable impact on doing just 
that.
    Mr. Stanton. All right.
    Mr. Farrah?
    Mr. Farrah. Congressman, I should just clarify that I think 
what is important to understand here that all of the jobs 
needed to maintain trucks today, these are ones that we still 
need in the future. But we also need additional jobs 
specifically at these companies. We need people that are 
helping to maintain the fleet, work with the technology.
    What we see across the board with members of AVIA is that 
they are working very closely in their communities on training 
programs so that they can have that talent work for their 
workforce. And so, that is just another way we are adding more 
jobs.
    Mr. Stanton. That is great.
    Mr. Urmson, please.
    Mr. Urmson. And just to follow off of that. So, concretely, 
we have worked with the Pittsburgh Technical College, where we 
have put in place a training program for vehicle service 
technicians. We have worked with Gallatin College, where we are 
working on sensor technician accreditation and education.
    And then importantly, at the company itself, we have 
created pathways for folks to move from our operations team 
into other roles at the company, program management and other 
aspects of it, to create that mobility for these critical 
employees for us.
    Mr. Stanton. That is great.
    It looks like I ran out of time here, so, I will submit my 
final question for a written answer.
    I yield back.
    Mr. Crawford. The gentleman yields.
    Mr. Stauber.
    Mr. Stauber. Thank you very much.
    Mr. Spear, I really appreciate you bringing up the fact 
that crashes involved--many crashes are a result of automobile 
drivers with texting and what have you. We have to recognize 
the danger of that. And I think that our professional 
truckdrivers across this country see it every day, and it is 
horrendous.
    And having been a former police officer, I was to many 
violent crashes because of the inattentive drivers and texting. 
So, thank you very much for bringing that up.
    I also want to take a moment to acknowledge that this is 
National Truck Driver Appreciation Week. Our truckdrivers are 
critical to our supply chains. They keep our economy afloat. 
They work around the clock to ensure that we want for nothing. 
And I am thankful to all of our truckdrivers, not just today, 
but every day, for their professionalism and their safety on 
the roads.
    As we talk about automated trucking, it is important that 
development of this technology, I believe, must be done in 
consultation and coordination with our truckdrivers. They have 
years of experience driving millions of miles and certainly 
know what is needed for safety.
    Now for my question.
    Truck driving provides a great income and it is a great 
profession. We have many truckdrivers in Minnesota. But what 
would you say to someone who is concerned that this technology 
will limit their employment opportunities in the future?
    Mr. Spear?
    Mr. Spear. I would point out that we have a responsibility 
as an industry now moving 72.5 percent of the domestic freight 
in this country to meet economic demand. We are consuming more. 
We are adding more people to our economy that are going to buy 
more goods, and we have to move those goods.
    So, as that gap grows between consumption and our 
industry's ability to move those goods to where they need to 
be--we have a gap. We have a gap of talent that we need to add. 
And if we can't add people behind the wheel, there is a role 
for innovation to play without displacing anyone.
    So, I don't look at this through the lens of displacement. 
I think there is plenty of room for innovation to solve 
problems, improve safety, improve performance, quality of life. 
These are all good things for our workforce to grow into.
    Mr. Stauber. So, Mr. Spear, you would look that 
professional Minnesota truckdriver in the eye and say, ``You 
will not lose your job because of automation''?
    Mr. Spear. I would. I would. I wouldn't hesitate. In fact, 
I think it is going to empower that driver. Certainly levels 2, 
3, 4 are going to make them more marketable, giving them better 
performance. These are all exciting inroads that we want to see 
in our industry.
    If we were flooded with drivers, if we had an abundance of 
people behind the wheel, we would be having this conversation 
very differently than we are today.
    But I do believe there is a role for innovation to play 
without displacing those drivers. I would look them in the eye 
and tell them, ``You have got nothing to be concerned about.''
    Mr. Stauber. Thank you.
    Truck driving in Minnesota and many of the northern 
climates is--the weather changes suddenly. We can be in 
Minnesota, and all of a sudden, a snowstorm hits, like, 
immediately, and black ice.
    You are smiling, Mr. Spear, because you have been there, 
and you have heard the drivers say that. And that is in all the 
northern climates.
    But I know we are still early in the stages, but where does 
this technology stand with varying weather conditions like icy 
roads in northern Minnesota or black ice or fog right away? 
Near Lake Superior, the fog can come in and you can't see 20 
feet in front of you. Where do you see that technology fitting 
in?
    Mr. Spear. I think it is an evolution. I mean, technology 
is going to evolve.
    I am smiling because I am from Wyoming. I have been to 
Minnesota, too. We have the exact same--we have 2 weeks of 
really good weather, and the rest of it is hit and miss.
    Mr. Stauber. We have 1 great week.
    Mr. Spear. Yes. One? OK. OK. Well, we've got 1 week on you.
    Look, I think there are a lot of variables beyond that. 
Wind. High wind. There are a lot of variables that have to be 
taken into account.
    I think what these gentlemen are demonstrating is that they 
are properly testing this in environments that are conducive to 
the technology as it stands. We are running lanes in the 
Southwest. It is a very good environment from Texas to 
California to test this equipment.
    And as it evolves, as it gets better and the performance 
can take into account these weather variables, you are going to 
see more of it operating in States like ours.
    But I would defer to them on that. But I think they are 
doing this responsibly. They are doing it with Government hand-
in-glove to make sure that we are getting it right and we are 
not putting anybody in the motoring public in jeopardy. So, I 
think it is an evolution.
    Mr. Stauber. And I think that it is comforting to know that 
you are bringing the professional drivers in for consultation 
and advice. I think that is a very good way to move forward.
    So, I yield back. Thank you very much, Mr. Chair.
    Mr. Crawford. The gentleman yields.
    Mr. Garcia.
    Mr. Garcia of Illinois. Thank you, Mr. Chairman.
    And thanks to all the witnesses this morning.
    The automated trucks that we are talking about this morning 
are way upwards of 80,000 pounds. They are massive, heavy, and 
not particularly agile machines. So, when crashes happen, the 
risks are immense, especially to the communities that they 
drive through.
    As everyone here knows, Chicago is at the heart of our 
Nation's transportation network, and the district I represent, 
Illinois' Fourth Congressional District, is crisscrossed by 
major truck routes. Every day, huge freight trucks run through 
bustling neighborhoods, down streets that kids cross for 
school, and feet away from people's front doors.
    So, with that, I would like to ask my first question to Ms. 
Chase.
    It is my understanding that all a vehicle needs to do to 
comply with existing Federal legislation is, one, have basic 
operating equipment--we are talking about a steering wheel and 
pedals--and two, report certain incidents to the NHTSA.
    Am I accurate in saying that is about as much oversight as 
the Federal Government would have?
    Ms. Chase. Yes, sir. You are correct.
    And if I could give an example of what is needed, a 
standard that is needed.
    Right now, when a person goes to get a driver's license or 
a CDL, you have to take a vision test. So, with a truck taking 
over this capability, there are no current requirements that it 
be able to see and respond to the roadway environment like a 
human does now.
    And while my current panelists have great promise, they are 
speaking about great promise for this technology, we are not 
there yet. And we don't know--we need the assurance of 
Government regulations to make sure that it can be accomplished 
safely.
    Mr. Garcia of Illinois. So, it seems that those regulations 
don't address the fact that AV trucks don't just rely on 
steering wheels or pedals. Instead, they use a set of systems 
to make sophisticated decisions about the driving environment.
    Given that, do you think that the same basic measures can 
be used to adequately regulate automated commercial vehicles?
    Ms. Chase. I think that we need new, additional safety 
standards when we are talking about automated trucks.
    These are very sophisticated systems, and they can be prone 
to cybersecurity hacks. They can be prone to multiple 
disengagements and different problems on the roads.
    So, without the assurance of set standards, we don't know 
how they are going to perform. One company might do a great 
job. Another company, not so much. And it is the motoring 
public that is put in danger if we don't have that security.
    Mr. Garcia of Illinois. So, of course, truckdrivers--who 
are noticeably absent from this witness panel so far--are the 
ones with the actual experience and expertise in the cabin.
    How can regulators ensure that workers have a strong voice 
in regulating the deployment of new technology, since they are 
the ones actually using them?
    Ms. Chase. Oh, I think all stakeholders should be involved 
in this process.
    In fact, one of the best things that I have done during my 
tenure at Advocates is I did a ride-along with a truckdriver, 
and I experienced what it was like to be on the road. And it is 
such a different perspective than a car driver. You are so much 
higher. There are so many more responsibilities. And that voice 
is essential to have in the room to share what their 
experiences are on the roads.
    Mr. Garcia of Illinois. Thank you.
    I am trying to squeeze one more question in. This one is 
for Mr. Farrah and Mr. Urmson, if you can be brief.
    Earlier, I spoke about the huge size of these vehicles and 
the correspondingly huge risk to nearby communities. But it is 
not just the size of these trucks that presents a danger, it is 
what is inside them, too. We have all seen stories of crashes 
and truck explosions sending toxic fumes high into the air, 
forcing entire communities to evacuate.
    Should driverless vehicles ever be used to transport 
hazardous materials?
    Mr. Farrah. Congressman, thank you much for the question. I 
will try and be brief here.
    First, I think that I would like to follow up for the 
record with some additional information about requirements that 
are needed both at a Federal level and State level. This is a 
highly regulated industry. I think there is a little bit of 
context that we need to provide.
    Second, I am not aware of companies that are doing 
placarded hazardous material delivery at this point. Certainly, 
I understand that that is, again, a very highly regulated space 
and would happy to follow up with you and talk about that 
further.
    Mr. Garcia of Illinois. And Mr. Urmson?
    Mr. Urmson. Yes. I would say--again, I would characterize 
that the regulatory environment is a little different than as 
was expressed. I think it is important to understand that the 
Federal Motor Vehicle Safety Standards exist and apply to these 
vehicles and this is a regulation with hundreds of pages.
    And there is an ability for the Federal Government to exert 
to remove vehicles from the road if they create unreasonable 
risk on the roadway. And so, that is there and is a backstop as 
needed.
    Mr. Garcia of Illinois. Thank you.
    And I yield back, Mr. Chairman.
    Mr. Van Orden [presiding]. Thank you, Mr. Garcia.
    The Chair now recognizes Mr. Edwards for 3 minutes.
    Mr. Edwards. Thank you, Mr. Chair.
    Mr. Van Orden. Correction. Mr. Edwards, I am sorry. You are 
recognized for 5 minutes.
    Mr. Edwards. All right. Thank you.
    Ms. Chase, I can't help but think as you made your comment 
about you doing the ride-along with a truckdriver: My dad was a 
truckdriver. And so, as a child, I have done hundreds of 
thousands of miles as a ride-along. And it is a very 
interesting perspective, that way of life.
    Mr. Urmson, I am curious. I am trying to visualize how 
these trucks would operate. And it seems like--because there 
are some really fine maneuvers at the end of the line that 
would be required.
    At what point does the automation end and someone climb in 
the cab and start doing the fine turns and that sort of thing 
that would be required to get to the final destination?
    Mr. Urmson. Thank you for the question.
    The technology we are developing today--the Aurora Driver--
will basically drive gate to gate. So, it will leave a 
terminal, get through the industrial park, onto the freeway, 
head down the freeway, come off, and get into the terminal 
through the industrial park.
    Mr. Edwards. You say ``terminal.'' Is there, like, a 
certain parking place? At some point, it seems like somebody 
has got to get behind the wheel and start working that thing 
around to a dock.
    That requires a very specific skill. I have watched my dad 
and many others do it over and over again, and it looks 
impossible. I have a difficult time imagining a machine or any 
sort of automation being able to do that.
    Mr. Urmson. Yes, it is an incredibly skilled job and really 
important, obviously. And, yes, we expect the Aurora Driver to 
deliver the truck and the trailer--or the tractor and the 
trailer to the yard, and then someone at that point will 
maneuver it in the yard to take it to the dock.
    Mr. Edwards. Gotcha. Thank you.
    Also, this question is for you, Mr. Urmson.
    China is America's lead competitor in the race to automated 
vehicle technology. For hundreds of reasons, not the least of 
which is the valuable data collected and transmitted by this 
technology, it is imperative that the U.S. maintain our lead.
    Is there anything inhibiting America's development of 
autonomous vehicles that may assist China in deploying their 
technology before the U.S.?
    Mr. Urmson. I do believe we are leading today, but that 
lead is fragile. Again, I think that there is an opportunity to 
harmonize regulation across States. I think taking a strong 
voice of support from the Federal Government and obviously 
oversight from this committee of agencies like FMCSA and NHTSA 
and help encourage them to put in place ultimately performance-
based regulation is the right step.
    Mr. Edwards. And so, specifically, what would you recommend 
Congress be able to do to help secure America's place at the 
forefront of this technology?
    Mr. Farrah. I would be happy to weigh in there, 
Congressman.
    I think that one big piece of this--and first of all, I 
completely agree with you. We are very aligned on the idea that 
China is our nearest competitor here. We need to make sure that 
we are all rowing in the same direction.
    One big thing that Congress can do is we would like to see 
FMCSA take action on a notice of proposed rulemaking specific 
to autonomous trucking. We think this is something that there 
should be very strong bipartisan support for.
    This is something where there are certain open questions in 
the industry that we would like to see clarified that will give 
a lot of confidence so that our members can continue to make 
significant capital investments, technological advancement 
investments, to make sure, ultimately, this technology moves 
forward in the United States.
    Mr. Edwards. And so, I will direct this next question to 
Mr. Urmson. And if you feel somebody else on this panel is more 
qualified to answer that, please point us in the right 
direction.
    It seems like this technology will require a significant 
investment and that, most likely, it will be larger companies 
that will be able to take advantage of it and that smaller 
companies and startups could maybe be crowded out.
    Can you give us any perspective on how you might see small 
businesses, small operators, and startups affected by this 
technology?
    Mr. Urmson. Certainly. And as a company that has fought to 
be an independent company and grown from 3 people now to 1,800, 
certainly value that.
    And I think that independence is absolutely critical, 
because a large company has some mission, and it may not be and 
it almost certainly isn't delivering the benefits of this 
technology. And so, that independence has allowed us to operate 
and build what we think is going to be a very important 
business.
    As we bring the Aurora Driver to market, we are intending 
to bring it to market in a way where you will be able to buy a 
truck, and then you will have a subscription to the Aurora 
Driver. And so, it reduces the capital needs upfront in getting 
access to this technology. And we hope that that will help 
everyone get benefit from it.
    Mr. Edwards. Thank you.
    Mr. Chair, I see my time is up, so, I yield back.
    Mr. Van Orden. Thank you, Mr. Edwards.
    The Chair now recognizes the gentlewoman from Nevada, Ms. 
Titus, for 5 minutes.
    Ms. Titus. Thank you very much.
    As you heard, I represent Nevada. And for over three 
decades, the Federal Government has left open the possibility 
of Yucca Mountain, and that means a lot of hazardous, high-
level radioactive waste would be transported on trucks. Some 
might come on trains, but most will probably come on trucks.
    I wonder if you could maybe address if driverless vehicles 
should be allowed to carry hazardous materials, especially 
something as dangerous as nuclear waste. Anybody.
    Mr. Urmson, or----
    Mr. Farrah [interrupting]. Congresswoman, I will start.
    First of all, thank you for your leadership on autonomous 
vehicles in Nevada. You have certainly been a national leader 
on this issue. I was just----
    Ms. Titus [interrupting]. [Inaudible] Out front on getting 
something through the legislature on autonomous vehicles. Thank 
you for mentioning that.
    Mr. Farrah. Absolutely. Yes. And certainly, your State is 
seeing a lot of the benefits of that already.
    I would say, I am not aware of companies that are in the 
hazardous material space right now. I understand there are 
additional regulations that come with moving that, and so, we 
would obviously need to comply with that. Happy to give you a 
sense of the market developments as they play out.
    Ms. Titus. Thank you.
    Anybody else?
    Mr. Spear. I would just say that, Congresswoman, when you 
look at hazardous materials, if you look at livestock, if you 
look at produce, there are certain things that can fall prey to 
certain conditions. So, extreme heat, as you are well aware of 
in your State.
    I also am not aware of anybody that is operating 
autonomously with respect to hazardous. I think there are a lot 
of applications that are going to come last once that 
technology has been fully adopted and deployed before we see it 
applied to things like hazardous materials, livestock, produce, 
things that are going to require the attention of a driver.
    There are just conditions that unfold unexpectedly that are 
going to need that driver's attention, which is why I think we 
are all saying that we need to work with our current and future 
driver force to make sure those applications have eyes on.
    Ms. Titus. Thank you.
    Ms. Chase?
    Ms. Chase. Absolutely not. Hazardous materials should not 
be transported by autonomous vehicles that are unproven, 
untested, and still unreliable. It is, frankly, scary enough to 
think about an 80,000-pound truck being driven autonomously. 
Think about putting hazardous materials in it. It could be 
catastrophic.
    So, until we have the regulations and the safeguards that 
are needed put into place, there is no way that hazmat should 
be transported autonomously.
    Ms. Titus. Thank you.
    Commercial trucks have to follow a lot of regulations and 
report a lot of data on safety. With the driverless vehicles, 
what kind of data should be reported and who should have access 
to that data?
    Mr. Urmson. So, I can just talk about what we report today. 
So, we report to Federal and State officials. We are very 
transparent about it.
    As part of the standing general order, we have reported 
three incidents with our trucks. Two of them were incidents 
where debris was thrown up and from the road by another truck 
on the road and hit one of our vehicles.
    The third was an incident where we believe the operator of 
a light vehicle dozed off for a moment and then sideswiped 
across multiple lanes, contacted our truck, and then went off. 
And, fortunately, everyone walked away. It's about as good a 
collision as you can have between a light vehicle and a truck.
    In that situation, I think it highlights, again, the 
available data. And we have shared this. We actually posted 
this and explained it in the response. If you look at the state 
of the art today in understanding these events, it is something 
like a driver monitoring system.
    And when you look at this event in that film, you have no 
idea what happened. At some moment, you see the driver tense, 
and that's it.
    With our technology, we are able to observe that other 
vehicle move across multiple lanes of traffic. We see our 
vehicle respond or begin to respond, note the moment the 
collision occurred. Our vehicle immediately began its emergency 
response procedures. Our drivers very quickly thereafter took 
over to execute their response procedures. And we could--we 
understood exactly what happened. And, again, we have shared 
this transparently.
    Mr. Farrah. Congresswoman, I would echo what Mr. Urmson 
said about the standing general order. This is a robust data-
reporting regime that the autonomous vehicle has lived under 
for more than 2 years.
    This information is transparently available on the NHTSA 
website. This is something that policymakers can look at. 
Certainly, our industry shares this out whenever we can.
    I think the other piece that is really important is that 23 
States have proactively allowed autonomous vehicles on their 
roads. And so, in those States--including Nevada, where our 
members are operating--there is a deep level of engagement with 
State departments of transportation, with police forces.
    And so, this is something that is very much a relationship 
that we want to continue to have and something that I think we 
are very transparent about.
    Ms. Chase. I know you only have a few more seconds, but I 
just want to add that we think there needs to be even more 
transparency. The data collected by the standing general order 
is a step in the right direction, but there is a lot of 
redaction happening.
    So, we don't really have a clear picture of what is 
happening on our roadways in terms of disengagements, crashes, 
and other incidents on the roadways.
    Ms. Titus. Thank you.
    It is something we don't have time to talk about, but I 
wonder about liabilities. Is it the person who makes the truck? 
The person who is running the truck? The person who owns the 
truck? How is all that insurance issue going to be resolved? 
Maybe we can talk about that another time.
    Thank you.
    Thank you, Mr. Chairman.
    Mr. Van Orden. Thank you, Ms. Titus.
    The Chair now recognizes Mr. Burlison from Missouri for 5 
minutes.
    Mr. Burlison. Thank you, Mr. Chairman.
    Mr. Spear, it was said that if we suddenly enter into the 
world where--or a situation where we do have driverless 
vehicles, that the jobs won't be displaced. Can you elaborate 
on how the industry has demand in other aspects?
    Mr. Spear. We have long dealt with a shortage of talent, 
both drivers, technicians, beyond. COVID certainly inflated 
that. Now you are seeing all segments of employment dealing 
with shortages of employment.
    And we need more skills. We need more people to fill these 
roles. And our ability as an industry to meet economic demand 
for the foreseeable future depends on attracting more talent 
into our industry, whether they are young talent replacing the 
aging retiring talent. This is an ongoing challenge that is 
going to impact our ability to move that 72.5 percent of the 
domestic freight.
    That gap is widening between the demand and our ability to 
meet it. So, innovation has a role to play there. And 
developing driver-assist technologies into level 5 fully 
autonomous vehicles, we don't view that as a threat. There is 
plenty of room for both to play.
    We are going to have to still meet that demand somehow, 
whether we can add that 1.2 million people over the next 10 
years or we are supplementing it with technology. Either way, I 
would look any driver in the eye and say, ``I do not believe 
your job is at threat.''
    Mr. Burlison. Right. And none of it would happen overnight 
as well.
    Mr. Spear. Correct.
    Mr. Burlison. Right? These kind of technological advances 
happened over generations.
    Mr. Spear. Evolution.
    Mr. Burlison. If you look at the advent of the--one could 
ask the question, should Eli Whitney have not invented the 
cotton gin? Because think about how many workers were displaced 
ultimately over generations by the advent of technology like 
that. Or harvesters.
    I mean, your ancestors, more than likely, were farmers. 
Mine were. Everyone was farming because that was the only job 
there was and it took an enormous amount of labor.
    But what they weren't able to do were things like go into 
insurance, go into banking. All the enumerable job 
opportunities or job titles that exist today did not exist 100 
years ago when everyone had to be on the farm, correct?
    Mr. Spear. That is right.
    Mr. Burlison. And so, to me, to deny the opportunity, 
really, the growth opportunity for individuals is what America 
is denying. The opportunity to go into the new frontier to see 
what--Mr. Spear, let me ask this.
    If the United States didn't allow this, it's still going to 
happen technologically, correct, in other countries?
    Mr. Spear. Absolutely. It is already happening, as we 
talked about, in China, been over in Europe. This is being 
developed and deployed. This is going to happen somewhere in 
the world, and it is going to put us at a disadvantage if we 
don't keep pace with it.
    And so, developing it, innovating it, it has safety 
benefits. We need to do it right, though. We are not doing this 
haphazardly. It is an evolution, and it will take time. We need 
to do it responsibly, which is why we are having this hearing.
    Create that Federal framework. Allow interstate commerce. 
Don't have a patchwork of requirements. Have a seamless 50-
State standard on performance. Allow these agencies to work 
collaboratively with our industry and feed you, as the 
oversight committee, the information you need to make sure this 
is being done right, not only safely, but that we are not 
compromising our ability to compete.
    We don't want to concede our standing in the world. We need 
to maintain it. We need to lead. Innovating is key to that.
    So, if you want to compete, work with us. We will work with 
you. And developing that standard will go a long way to doing 
just that.
    Mr. Burlison. Thank you.
    Mr. Urmson, you are with Aurora. I wanted to kind of geek 
out with you about the technology, if that is OK.
    So, this is often--it is developed in a--is it available in 
a cloud environment and then is downloaded to the client side 
for vehicles?
    Mr. Urmson. Yes. So, the Aurora Driver--first, thank you 
for the question.
    The Aurora Driver is a combination of software and 
hardware, and we have to work closely with our OEM partners who 
make the trucks so that we can plug it in.
    Mr. Burlison. And your technology is getting better and 
better and better?
    Mr. Urmson. Consistently better.
    Mr. Burlison. Probably at an exponential rate, correct?
    Mr. Urmson. No, it certainly was not an expert to begin 
with, but at this point, we are driving very well down the 
freeway.
    Mr. Burlison. And the question--I think that we are likely 
to end up in a day where--and you can--someone can chime in on 
this if they like--where the vehicles will be driving 
statistically more safe than a human being.
    And I have a feeling there is going to be a point in time 
in which insurance companies actually charge a premium to 
individuals who choose to drive their vehicle themselves.
    Mr. Urmson. And I think we are already starting to see some 
of the signs of this. I talked earlier about the benefits that 
we have seen where we have taken the Aurora Driver and 
simulated how it would have responded to 29 fatal collisions 
that happened where we expect the technology to first launch, 
and it would have avoided all of them. And that is 29-plus 
families that wouldn't have lost a loved one. I think that is 
incredibly important.
    Mr. Burlison. Thank you.
    Mr. Urmson. Thank you.
    Mr. Van Orden. Thank you, Mr. Burlison.
    The Chair now recognizes the gentlewoman from Ohio, Mrs. 
Sykes, for 5 minutes.
    Mrs. Sykes. Thank you, Mr. Chair.
    And thank you to our witnesses for your testimony. You have 
had some very fascinating discussions, including the importance 
of fostering American leadership here in this field to the 
potential to save drivers' lives, which is a goal that we all 
have, and certainly the fuel cost savings, which is important.
    And I am from Ohio. We have the seventh highest amount of 
centerline miles in the country, so, there is a lot of trucking 
and just transportation generally going through our State.
    And all of these are really important, and I really want to 
focus on the safety of our citizens here and the public safety.
    In particular, I had a meeting with some local elected 
officials, and one of the township trustees from Macedonia 
Township back at home who is a former law enforcement officer 
highlighted the many trucking accidents that he saw in his 
profession, former profession, where heavy trucks were part of 
crashes, and death and destruction followed. And he talked very 
graphically about what it was like for him working on that and 
shared concerns with the increasing weight of trucks and how 
that impacts these crashes.
    And so, if you could talk a bit--and maybe, Ms. Chase, this 
is a question for you--about the safety of autonomous trucking 
with these very heavy trucks and what does that mean when our 
law enforcement officers or individual citizens are potentially 
impacted, literally and physically, because of an accident that 
might happen on a highway or a roadway.
    Ms. Chase. Thank you so much for your question. And thank 
you especially for bringing up the perspective of law 
enforcement and crash victims. I think those are two essential 
voices to have when we are talking about truck crash safety and 
also autonomous trucks.
    So, when we consider autonomous trucks, we really need to 
think about a number of factors, including the roadway 
environment, the skill level of a safety driver behind the 
wheel, and also the different impacts, such as weather and some 
issues that have been brought up today.
    I want to talk about what you just raised, which is truck 
size and weight. You can't defy the law of physics. If you have 
a heavier truck, then there is going to be more of an impact if 
and when a crash occurs.
    So, I think it is really incumbent upon our leaders to pay 
attention to when special interests are asking for exceptions 
from truck size and weights, that there is a very real-world 
consequence when these trucks are made heavier, and also in the 
realm of autonomous trucks.
    Mrs. Sykes. Thank you for that answer.
    And, again, staying on the topic of the human element here. 
A couple of weeks ago, I introduced an amendment, a bipartisan 
amendment, to ensure that there was signage, signs in new 
builds to acknowledge human trafficking. And sometimes our 
truckers are a first line of defense against human trafficking.
    Unfortunately, in Ohio, we have seen a lot of it, probably 
just because there is so much transportation going in and out 
of our State. But I know that we will lose some of that if we 
do not have human beings engaging in this in the same kind of 
way.
    But I want to pivot a little bit for the sake of time 
because there is a little bit of conflicting evidence about how 
this will impact people's jobs and whether or not we will see a 
significant reduction in trucking employment. And I have my 
thoughts, but I want to hear it from all of you.
    Again, I represent Ohio's 13th Congressional District, and 
hundreds of workers in Copley and Richfield were recently laid 
off by Yellow when they shut down abruptly last month.
    And so, my question to really anyone who is willing to 
answer it is, can you truly look me in the eye and tell me with 
any degree of certainty that we are not going to lose jobs, 
thousands of good-paying jobs in Ohio's 13th Congressional 
District in Ohio and across the country due to autonomous 
vehicles?
    Because we are, all of us as Members of Congress, we have 
to ensure that we have the space for and an environment for 
jobs. People are talking to us all the time about jobs, how 
much things are costing. And if people don't have a job, they 
obviously cannot pay for the goods and services, the rent, the 
drugs, and the prescriptions that they need.
    And it makes me uncomfortable to go back home and to look 
at truckers who have just been laid off to say that we had a 
hearing on autonomous vehicles knowing that they need to be 
absorbed into another trucking company, but Congress, instead, 
is looking to automate their jobs and they may not have 
anything to go to.
    So, if anyone has a response. I am sorry. I know I took up 
a lot of the time here, but happy to hear any response we have 
in the next 6 seconds.
    Mr. Spear. I quickly will look you in the eye and tell you 
that displacement is not a concern. We see zero evidence of 
that. Other than baseless rhetoric and emotion, we are not 
seeing any evidence of that.
    And the reason is that we have a shortage of talent, and it 
is a growing shortage of talent. As long as that exists, 
innovation has a place to thrive in terms of supplementing our 
industry's ability to meet economic demand.
    I would also point to a 2021----
    Mr. Van Orden [interrupting]. The gentlewoman's time has 
expired.
    The Chair now recognizes Mr. Williams from the great State 
of New York for 5 minutes.
    Mr. Williams of New York. Thank you, Mr. Chairman.
    My discussion really is about technology. So, Mr. Urmson 
and Mr. Farrah, I would focus it on you, but Ms. Chase and Mr. 
Spear, please contribute as you like.
    I am very concerned about that we are able to maintain 
America's leadership in automated vehicles. This covers many 
domains, including air and commercial vehicles like we are 
talking about here, as well as cars and trucks that we drive 
every day.
    There are a lot of good issues that have been raised today. 
It is employment, workforce readiness and availability, safety. 
All of these kinds of issues are absolutely relevant to this 
conversation. Certainly small businesses, mom-and-pop trucking 
companies, lots of important things have been discussed.
    But my focus today is really to draw attention again to 
America's leadership and specifically ensuring that we have a 
strong supply chain here in America to support the growth of 
this industry.
    Simply put, I want American workers building automated 
vehicles in America, and I want them supplied with American 
components that also are built right here.
    And one of the key things that I would like to focus on 
specifically is the amount of data that is generated by 
automated vehicles. I have often heard them described as 
rolling data centers. There is a quote from a former CEO of 
Intel who said that automated vehicles will generate 4 
terabytes of data per day, and I can say that that's 16 times 
more than the storage I have on my relatively modern iPhone.
    That's a lot of data, and we are seeing that actually 
pervasive throughout our entire economy and throughout the 
digital economy.
    There are a number of kind of chips that go into these 
vehicles. Some cost just a few cents. Maybe it is in our cars 
today, like an oxygen sensor. But increasingly, we have very 
sophisticated computer chips required to process artificial 
intelligence, machine learning, very complex calculations in 
realtime, certainly for safety.
    But along with that, and as you may know, if I can point 
again to some common standard, like our iPhones, we have a 
chip, a logic chip, if you follow that kind of thing, an A7, an 
A8, whatever the latest is. But then you have storage and 
memory. And I really want to pay attention to not only the 
amount of data that is being created, but how it gets stored 
and processed.
    So, can anyone really address the challenge of dealing with 
this amount of data that is being generated by this innovation?
    Mr. Farrah. Congressman, thank you very much. Maybe I could 
begin. If others want to chime in.
    I think there are a few very important themes that I really 
want to echo that you said. I think the first is around 
American leadership. The reality is, is that we are in a 
dogfight with other countries in terms of making sure that we 
are the leaders in this space.
    I think that what comes along with America leadership here 
is making sure that we do have the leading companies here in 
the United States, we have a robust supply chain that can 
supply a lot of those companies, we have the right employees 
that can ultimately power a lot of these going forward. And so, 
that is----
    Mr. Williams of New York [interrupting]. The part of that 
that I am focusing on is specifically around data. So, I am 
trying to drive the conversation specifically around the data 
component. Just happens to be of interest to me.
    Mr. Farrah. And certainly you are correct that these AVs 
are ultimately gathering a lot of data, using a lot of data. 
The computing power is obviously tremendous. And so, the 
industry is very committed to making sure that we are 
protecting that, making sure that we have the ability to deal 
with things like privacy, deal with issues with law 
enforcement. That is a core value of the industry.
    Mr. Williams of New York. As part of this, when we get back 
to safety, are you aware of any requirements or discussions 
about requirements that require maintaining the integrity of 
this data and the safety of this data in the event of a crash?
    One of the things that is critical, like black boxes for 
airlines, is that all of the lidar sensors, the motion sensors, 
video, all the things that are being generated on these cars or 
vehicles in realtime, is there any requirement to save that in 
the event of an accident?
    Mr. Urmson. I don't know if it is a requirement, but it is 
absolutely in our interest to.
    These vehicles--I talked earlier about an event where we 
were sideswiped by another actor on the road. From that, we 
were able to understand that the vehicle behaved appropriately, 
or at least our vehicle behaved appropriately, exactly when the 
event occurred, all the situation around it. And it allows us 
to both make our system better and better understand the events 
that happened.
    Mr. Williams of New York. Thank you all for your time. I 
know that many of you will be traveling by aircraft, and I 
would just point out that those aircrafts are highly automated 
and that the pilots do very little, even all the way to 
approach.
    So, I think if you trust your air travel with automation, I 
think we can probably trust our road travel with automation in 
the future.
    Thank you.
    Mr. Van Orden. Thank you, Mr. Williams.
    The Chair now recognizes Mr. Moulton from the great State 
of Massachusetts for 5 minutes.
    Mr. Moulton. Just continuing my colleague's line of 
questioning. How many Americans have died in major passenger 
airliner crashes in the last 5 years?
    Mr. Farrah. Congressman, I am not aware of that----
    Mr. Moulton [interrupting]. The answer is zero.
    How many people have died in Tesla crashes attributed to 
automation in the last 5 years?
    Mr. Farrah. Congressman, I am not familiar with that, but I 
can tell you that----
    Mr. Moulton [interrupting]. I can tell you that it is a lot 
more than zero.
    Mr. Farrah. I am sorry?
    Mr. Moulton. I can tell you it is a lot more than zero.
    Mr. Farrah. And that is a different technology than we are 
talking about.
    Mr. Moulton. Mr. Urmson is nodding his head there, right?
    So, the idea is that we are safe traveling on automated 
planes and yet, therefore, we should assume we are safe 
traveling on highways with automated vehicles is just plain 
wrong by the facts.
    I am concerned about the fact that a lot of people get in 
their Teslas assuming that they can push a button and they will 
have fully autonomous driving.
    I asked some questions about this at an earlier hearing. 
And it was explained by the witness that there is a big 
difference between the actual capabilities of a Tesla, which he 
said was about level 2, versus the level of 4 or 5 automation 
that, unfortunately, a lot of Tesla drivers assume they are 
getting when they push that button.
    How do we address this major discrepancy where people get 
in a car, think they can be driven by themselves, and yet 
actually they are choosing an option that is not only dangerous 
for themselves but for other people on the highway?
    Mr. Urmson. So, I share your concern. I thank you for the 
question, and I think it is a very astute observation that a 
lot of people do not understand the difference between the 
technologies.
    And I think there is an opportunity for the Department of 
Transportation to continue their campaign in education around 
the difference between driver assistance technologies, which 
are what we believe is in the Tesla product, and fully 
automated driving is what we are talking about developing.
    At Aurora, we take that safety responsibility very 
seriously. We have shared transparently our approach to 
developing a safe system. It is a holistic approach that spans 
from proficiency where we----
    Mr. Moulton [interrupting]. I am sure you are taking--I can 
tell you are taking this seriously, and I appreciate that very 
much.
    Look, I have some obvious concerns about people who are 
dying on the road because of this technology perhaps being 
deployed too soon. But another one of my concerns is that we 
don't win this race and China wins this race.
    And we have to balance these two concerns. We want to see 
American companies develop this technology and set the 
standards for the world. We want to see them do it in a way 
that is safe for the American traveling and walking public.
    What are some of the threats that you are concerned about 
with Chinese lidar technology? I mean, I sit on the Armed 
Services Committee. I sit on the Chinese Communist Party Select 
Committee. I don't like the idea of very intricate mapping data 
of our roads, video of our American people being transmitted 
back to Beijing on an hourly basis because we have Chinese cars 
that have full data links up to the PRC operating in America.
    And I am delighted to hear from anyone on this subject.
    Mr. Urmson. So, I can talk a little bit about what we do at 
Aurora. So, we have a committed cybersecurity team. It is about 
50 people that focus on that. We have done assessments of our 
technology and don't see data leaking from it.
    Furthermore, we have invested heavily. We acquired a 
company in Bozeman, Montana, about 4\1/2\ years ago at this 
point, where we are developing next-generation lidar technology 
to enable our vehicles. It is actually a critical technology.
    We heard earlier questions about being able to--the 
challenges that come with operating a large vehicle at speed or 
a heavy vehicle at speed. That means you have to see further 
down the road. That is why truck cabs are so high.
    This lidar, we call it FirstLight, enables us to see far 
enough to actually drive safely in these conditions.
    Mr. Moulton. Let me ask another question about your 
vehicles.
    Am I correct that a typical tractor-trailer weighs about 16 
or 17 tons? Is that about right?
    Mr. Spear. Well, the Federal limit is 80,000 pounds.
    Mr. Moulton. Right. So, that is when it is loaded, right?
    Mr. Spear. Are you talking about empty?
    Mr. Moulton. Well, just the vehicle itself.
    Mr. Spear. Oh, the tractor?
    Mr. Moulton. Yes.
    Mr. Spear. Yes.
    Mr. Moulton. OK.
    How much do AVs with electric vehicle technology, are they 
going to weigh more or less?
    Mr. Spear. Two batteries power a fully loaded tractor-
trailer, 8,000 pounds each, so, about 16,000 pounds, which, by 
the way, counts against the payload.
    Mr. Moulton. Counts against the payload, right. So, for a 
full truck, you are going to have trucks that are about the 
same weight, but they are going to be able to carry less goods.
    Mr. Spear. That is correct. So, you are going to need more 
trucks, more drivers. Another role for innovation.
    Mr. Moulton. Do you think that they should pay higher road 
fees because of the additional damage they are doing to our 
highways?
    Mr. Spear. Not if you are not exceeding 80,000 pounds, no.
    Mr. Moulton. But if they are traveling empty and they weigh 
twice as much or three times as much?
    Mr. Spear. No different. They still pay their road fees. We 
are paying half the taxes to the Federal Highway Trust Fund 
already.
    Mr. Moulton. It doesn't surprise me that you don't think 
they should pay higher fees, but they are doing much more 
damage.
    Mr. Spear. No, we are happy to pay higher fees. We lobbied 
for an increase in the gas tax. That is our shop floor. That is 
where we do our business. So, we get a great return off of 
having good roads and bridges. So, less damage to the vehicles, 
we are all in on that. So, we are willing to pay more in 
return.
    Mr. Van Orden. The gentleman's time has expired.
    The Chair now recognizes----
    Mr. Moulton [interrupting]. Thank you.
    Mr. Van Orden. Absolutely.
    The Chair now recognizes Mr. Van Drew from New Jersey.
    Dr. Van Drew. Thank you, Chairman.
    Thank you all for being here.
    So, a couple thoughts. And I know everybody likes to 
philosophize while we are up here, but you can't help it. It is 
part of the job.
    But, Mr. Spear, when you say that small truckers, you can 
look those folks in the eye and say that their job is always 
going to be there, and I say this--I don't know you, so, I 
don't say this with any aspersion at all to you.
    In all my years of being in Congress and being in the State 
senate, I had a lot of people look me right in the eye and say 
something wasn't going to happen, and it sure did.
    As the years go by, it is going to be cheaper for you to do 
it automated eventually, and it is going to be maybe easier, I 
don't know, because we are going to have to see what the 
outcome is. But I feel we are losing small businesses in this 
country at every level.
    Mr. Burlison talked about farms. And, yes, I know that now 
people can do other jobs. But a lot of people liked having a 
small family farm. They can't do it. Lots of folks have their 
small trucking companies. I have 93 towns. One of them, 
Vineland, has a number of small trucking companies and family-
owned through multiple generations.
    That, in reality, if you look into the future, if we are 
not careful, is the way this is going to go.
    Do you ever envision AI taking care of all the services 
that these trucks will need as far as tuneups and the basic 
things that have to be done to vehicles?
    Mr. Urmson. So, I can talk----
    Dr. Van Drew [interrupting]. Yes. Whoever wants to answer.
    Mr. Urmson [continuing]. If that is OK. Thank you for the 
question.
    And this is why we are actually investing in training and 
accreditation programs. So, we work with the Pittsburgh 
Technical College where we are working with them to develop 
training for vehicle service technicians for this industry.
    We are working with Gallatin College in Bozeman, Montana, 
to develop sensor technician training and development.
    So, we are trying to help develop the upscaling for the 
workforce of the future.
    Dr. Van Drew. OK.
    In the future, do you ever anticipate that--I mean, after 
you are gone and I am gone, I will be gone first--there will be 
a time when everything will be automated, including the service 
work that needs to be done and everything else?
    I mean, if we can drive huge trucks on the road automated, 
I don't know why we couldn't do the service automated.
    I mean, literally, do you picture a time, generations in 
the future, where you will be a totally automated company, and 
there will only be corporate leadership that will be human?
    Mr. Urmson. I don't think my imagination is that big, but 
what I would reflect on is that if I think back to a time well 
before me, the 15th century, the 16th century, I think the 
folks looking forward to the jobs of today wouldn't even be 
able to fathom them. And I would expect that there is going to 
be incredible new opportunities that are afforded by innovation 
and by America leading the way with that.
    Dr. Van Drew. One point I would make, too. We spoke about 
airplanes, and they are automated to a great degree. There are 
always two pilots still in the plane.
    And that is what concerns me. If we were automating but 
there would still be somebody, a human being that knew how to 
drive a truck in the truck, that is one thing. But the fact 
that we are just going to have these trucks without any human 
assistance, other than at the terminals, still concerns me.
    Deadly crash--and I know it is different. And I know the 
system is different. But still, Tesla, again, folks looked you 
in the eye and said, ``Man, there are going to be no problems 
at all.'' And their vehicles have failed. There was one 
instance where they failed to see a tractor-trailer in the sun, 
and an Uber car in Tempe, Arizona, struck a pedestrian after 
failing to identify her, and that is only a few of the issues.
    And I associate myself with some of the comments you made, 
Ms. Chase.
    These examples highlight the safety risks that we still do 
have, and we have to go carefully, and we still have to 
incorporate--and I know the words are easy in Congress, but the 
reality--the truckdrivers who have made their living through 
generations, and small business. I mean, small business is 
going to become nonexistent if we keep going this way in 
America.
    American truckers deserve clarification, and that is what 
we are trying to do here.
    And it is funny, and other people have mentioned it, we are 
in the middle of National Truck Driver Appreciation Week, but 
yet we are having this conversation of how--and I know you 
wouldn't say that, and I know you don't think that--we can do 
away with truckdrivers in reality.
    Let me say this. I have a few questions, and I guess I know 
one answer. Real quick, just because I know we are going to run 
out of time.
    Do you believe autonomous is safer than the truck-driving 
human being driving the truck? Yes or no?
    Mr. Farrah. Congressman, I will just answer very briefly, 
seeing that we are out of time here.
    I think that the exciting thing is what we see now from the 
data that is coming out, as our members are reaching certain 
thresholds, is that we are improving against the status quo. 
That is important. It is important to keeping roads safe in the 
United States. It is something we are very proud out.
    Dr. Van Drew. One question I am going to not ask you, 
because I know our time is up, but I will send in writing.
    Is this going to save the companies a great deal of money 
ultimately?
    So, I thank you for being here.
    I yield back.
    Mr. Van Orden. Thank you, Mr. Van Drew.
    The Chair now recognizes my friend, Mr. Carbajal, from the 
great State of California.
    Mr. Carbajal. Thank you very much, Mr. Chair.
    First of all, from the outset, I want to say how exciting 
this technology is and the innovation and the promise that it 
has for society in transforming many aspects of what we do, 
especially in reducing cost.
    But then we have the safety issue. And, quite frankly, that 
is what leads me to have concerns over how advanced driving-
assistance programs are being marketed to consumers.
    Recently, a constituent of mine took me on a drive with one 
of these full self-driving Teslas, and it was alarming to see 
failure after failure after failure. And so, it raises lots of 
concerns about safety and confidence in the technology and the 
ripeness of it.
    So, Mr. Urmson, can you speak to why regulating level 2 and 
level 3 to 5 of driving automation together creates consumer 
confusion about the capability of technology?
    Mr. Urmson. Thank you for the question.
    And I think, again, that is a very astute observation, that 
these are just fundamentally different technologies. Driver-
assistance technologies are developed with the intent of an 
operator being there, a driver being there, paying attention 
and getting assistance from it. And this is, to the best of my 
understanding, what the Tesla system is.
    In contrast, we are developing a system that is able to 
take full responsibility for the driving task where we are not 
dependent on a lack of confusion between the driver and the 
vehicle to ensure safety and where we are developing with a 
much more, I believe, robust approach to safety.
    Mr. Carbajal. It sounds like you are creating the gold 
standard.
    How does Aurora approach interaction with local communities 
you are testing in, especially local governments and first 
responders?
    Mr. Urmson. This is one of the areas where I am 
particularly proud of the way the company is engaged. We see 
that the stakeholder step that is involved in this is broad, 
and from day one we have engaged at the Federal level, the 
State level, the local level. We work with emergency and first 
responders in the communities we operate.
    We have a gentleman on staff who had, I think, 30 years of 
experience, Gary, in law enforcement.
    One of the shining examples of the collaboration we have 
put in place is our trucks operate through an inland Border 
Patrol station in Texas. We are the first company that can do 
that autonomously. And together, that was us and the CBP coming 
together to figure out a process to integrate this technology 
safely into their existing processes.
    Mr. Carbajal. Thank you.
    Mr. Farrah, the National Highway Traffic Safety 
Administration, NHTSA, has issued a standing general order on 
AV crash reporting, requiring manufacturers of fully and 
partially automated vehicles to report crash data.
    Do you support the continuation of this standing order? And 
would you support its expansion to include additional 
information, such as on disengagements or transfer of control 
to a human driver, to help the public, the consumer, better 
understand the reliability and safety of automated vehicles?
    Mr. Farrah. Congressman, thank you very much for that 
question.
    I think that I have come back a few different times during 
this testimony to talk about the importance of the standing 
general order, the transparency of the data. This is something 
that we are very proud of the safety record that is presented. 
There are certainly improvements that can be made to the SGO in 
terms of what gets reported, how it is presented to the public, 
so there isn't a lot of confusion out there.
    And so, there may be refinements. But certainly this is 
something that we understand the importance of it and expect it 
to continue.
    Mr. Carbajal. So, you support that?
    Mr. Farrah. We support having the data presented. We think 
there might be opportunities to improve how it is done.
    Mr. Carbajal. Thank you very much.
    Mr. Chair, I yield back.
    Mr. Van Orden. Thank you, Mr. Carbajal.
    The Chair now recognizes Mr. Burchett from the great State 
of Tennessee.
    Mr. Burchett. Thank you, Mr. Chairman.
    Mr. Farrah, a recent report found that 84 percent of 
automakers surveyed share or sell personal data. Should 
Americans worry that automation of commercial vehicles will 
further compromise our privacy?
    Mr. Farrah. Congressman, I certainly appreciate the 
question.
    I don't think that they should be. I think that the 
companies within our organization are incredibly motivated to 
safeguard that data. This is data that is important for the 
performance of the vehicle. That is going to make the roadways 
safer for your constituents.
    And so, I think there is a very strong alignment between 
what the industry is doing to improve roadway safety but also 
with those that care very deeply about privacy, as you do.
    Mr. Burchett. Well, I appreciate that answer, but still, 
they are sharing that personal data, and some of that data has 
very little, I feel like, to do with automobile or safety on 
the road.
    I am wondering will we be able to--and we know what they 
are sharing. And some of that stuff I have seen is just not--to 
me it just doesn't share any of those attributes that you said. 
So, I hope--we are going to hold you to that. I hope you are 
aware of that.
    Let me ask you to switch gears a little bit.
    Can the Federal Government improve regulations to support 
private-sector innovation investment?
    Mr. Farrah. Congressman, they absolutely can. I think one 
thing that we have noted today is that I think that there is a 
very strong need for FMCSA to move forward on an autonomous 
trucking-specific rulemaking. This is something there should be 
bipartisan support for that.
    What we have right now is a situation where our industry, 
private-sector capital, wants to be put to work. It wants to 
develop safer roads, ease the supply chain. There are certain 
issues that we would like to see tackled by the Federal 
Government, and that is a way that we can ultimately help the 
domestic industry to continue to invest that capital and create 
jobs.
    Mr. Burchett. OK.
    Mr. Urmson, sensor data is collected, shared, and used. How 
is that? How are you all doing that?
    Mr. Urmson. Thank you for the question.
    So, we gather data from our vehicles to support the 
development and improving the safety of the system. That data 
stays within our company. We have in place--well, we are 
compliant with the required privacy policies around this, 
privacy rules. And we have procedures in place to respond to 
law enforcement requests as well.
    Mr. Burchett. I don't trust the Federal Government getting 
a lot of this information. How can I trust you all?
    Mr. Urmson. I think it is in our interest to protect this 
data. We are investing a significant amount of money to develop 
the technology, and intellectual property is core to our 
success.
    Mr. Burchett. OK. Have any of these privacy concerns been 
brought to your attention related to sensor data?
    Mr. Urmson. I am certainly aware of the general set of 
concerns around it and certainly share them.
    Mr. Burchett. What steps are you all taking to protect 
operational systems, software, and data cybersecurity?
    Mr. Urmson. Thank you for that question.
    We have a dedicated staff of cybersecurity experts. It is 
about 50 people that are working to both secure our corporate 
infrastructure and also secure the product. We, obviously, as I 
said previously, our intellectual property is critical to our 
success, and so, it is very much in our interest to protect it.
    Mr. Burchett. Mr. Spear, what is the ATA doing to ensure 
automated commercial motor vehicles are not vulnerable to cyber 
attacks?
    Mr. Spear. We have a Technology and Maintenance Council, a 
Law Enforcement Advisory Board. We have worked closely with the 
Commercial Vehicle Safety Alliance to develop a program called 
CyWatch, and it is built on protocols and guidance from DHS, 
DOJ, DOT. And those protocols are then shared with our 
membership: large, medium, and small.
    So, we are setting those standards. We are sharing it. 
Creating those best practices is absolutely imperative. So, as 
we adopt more technology that could be subject to cyber attack, 
we want those protocols put in place.
    We do monthly calls with the Administrator at TSA specific 
on cyber, and they are actually offering to train our staff. 
So, we have a better granular understanding for our mode, and 
those best practices then are, in turn, shared with our 
membership.
    So, that collaboration is very robust, and I am very 
encouraged by that. We need to do more, but I do believe that 
we are doing the right things on this front.
    Mr. Burchett. Mr. Farrah, how can we improve regulations 
that support the private-sector innovation investment?
    Mr. Farrah. Congressman, I think that the most important 
thing here is that as we reach this new age where autonomous 
vehicles are starting to be deployed on our roads, there are 
certain clarifications that we need from the Federal Government 
because a lot of the discussion that has taken place beforehand 
didn't necessarily include our industry.
    So, this is going to be a key piece, and that will 
ultimately help to deploy more private-sector capital and 
create more private-sector jobs.
    Mr. Burchett. Thank you, Mr. Chairman.
    Mr. Van Orden. Thank you, Burchett.
    The Chair now recognizes Mr. Allred from the great State of 
Texas for 5 minutes.
    Mr. Allred. Well, thank you, Mr. Chairman.
    And thanks to our witnesses for being here.
    I am glad that so many of the newly established AV 
companies have chosen Texas for their headquarters or for their 
pilot programs.
    In addition to being a Member of Congress, I am a father of 
a 4- and a 2-year-old. And so, Ms. Chase, I have appreciated 
your testimony today.
    To me, this conversation has to be centered around safety, 
because if you drive around Dallas or any of our big cities in 
Texas, you are going to get on the highway. And I have got two 
car seats in the back seat of my car, and the last thing I want 
is a big truck that is, for whatever reason, whether it is 
human error or through technological error, going to create a 
really dangerous situation.
    And so, I have appreciated, I think, the kind of robust 
discussion about safety that we have had today, and I think 
that it is clear to me that you all are taking it very 
seriously.
    I am on the Aviation Subcommittee as well, and we have 
American Airlines and Southwest Airlines in my area, and I can 
tell you that I think your standard will not be much different 
from theirs in terms of there is going to be a very low 
acceptance of any kind of automated risks here, just like in 
the aviation space where one accident has much more ripple 
effects throughout the entire industry.
    And I am also the cochair of the Supply Chain Caucus, which 
we refounded, and I am glad to hear that Aurora is already 
testing freight loads along the I-45 route between Dallas and 
Houston. This is a vital corridor for our State, and efficiency 
is something that I think is really important when we talk 
about this.
    And so, Mr. Urmson, I was wondering if you could just speak 
about any lessons that Aurora has learned so far from this 
route.
    Mr. Urmson. It has certainly increased my appreciation for 
the complexity of logistics.
    So, I, unfortunately, have never driven a truck. My parents 
didn't drive trucks. But that leads me into the place of the 
humility of making sure we surround ourselves at the company 
with folks who have domain expertise from various different 
areas.
    And it was important to me that as we hired drivers into 
the company, that they were true employees, that they had 
equity, they had the same kind of benefits that the rest of us 
had at the company because they are so valuable to what we do.
    And I think the insight we get from those drivers--I have 
taken the 11-hour journey in the truck from Fort Worth to El 
Paso. I have taken many times the 3-hour trip from Dallas to 
Houston. And just----
    Mr. Allred [interrupting]. Three hours on a good day.
    Mr. Urmson. I am sorry, sir?
    Mr. Allred. Three hours on a good day. It can be longer.
    Mr. Urmson. It could be, depending on traffic.
    But it was really incredible to see how far ahead these 
drivers look. It led to that kind of insight of understanding 
how far you need to look ahead. It led to the investment we 
have made in lidar, in Montana, in this case, to develop that 
in America and to push the capabilities there.
    So, it is really impressive to see.
    Mr. Allred. Yes. That is great. Well, thank you.
    Well, with so many AV trucking companies in the Dallas 
area, I am excited about the potential, as I said, for this 
technology to improve our supply chains, but also want to make 
sure that we are considering and discussing the potential 
impact of the technology on jobs.
    And I know that Dallas College, which has campuses in my 
district, has been working with the AV industry, and I think 
with Aurora in particular, to envision a new workforce 
development program geared towards, sort of, the next 
generation of transportation jobs.
    So, Mr. Urmson, Mr. Farrah, if you could speak to the kinds 
of AV trucking jobs you think this will create and how the 
education system can help prepare us for the workforce of the 
future in this area.
    Mr. Urmson. Thank you for the question.
    Yes, we are very excited to work with Dallas College. We 
already work with Gallatin College in Montana, and we work with 
the Pittsburgh Technical College in Pennsylvania on different 
elements of this in developing the workforce.
    It actually is fascinating. We have talked a lot about 
displacement, and the story that comes to mind for me is what 
happened with automation in the banking industry. So, everyone 
was worried that as automated tellers took place, there would 
be no job for tellers anymore, and, in fact, the opposite has 
occurred.
    Because it reduced the friction of delivering the service, 
it allowed people to be in better value-added jobs, and it 
created more of them.
    So, in this space, we see more opportunities for service 
technicians. There are going to be more things on these trucks 
to fix and to maintain. We see remote support teams. Think of 
them as taxi dispatchers for trucks that are helping the truck 
understand how to respond to the world.
    So, lots of opportunity.
    Mr. Allred. Sure.
    And that's OK. I will yield back. Thank you, Mr. Chairman.
    Mr. Van Orden. You are welcome, sir.
    The Chair now recognizes my friend from the great State of 
Georgia, Mr. Mike Collins.
    Mr. Collins. Thank you, Mr. Chairman.
    And it is good to see you, Mr. Spear. It is good to see all 
of you. I appreciate you.
    Actually, I have been kind of listening in and out. We kind 
of bounce around like basketballs around here from hearing to 
hearing.
    But I just wanted to focus on one main thing real quick.
    I started driving a truck when I was around 14, 15 years 
old and learned on a two-stick transmission. There were 
actually two sticks in there.
    Since that time, we have had ABS braking, disc brakes, 
collision mitigation. We have had rollover stability. We have 
had lane departure. We have had adaptive cruise. The list goes 
on. We have even got automatic transmissions now. We have gone 
from two sticks down to a button that you push for R, N, or D.
    The technology is always going to change. It is always 
changing. And you shouldn't be afraid of change. You shouldn't 
be afraid of any new technology. In most of the cases, it makes 
you more productive, and we need more productivity in the 
trucking industry. We have talked about weight issues here and 
how we can make it more productive.
    So, Mr. Spear, I guess my main question is, from a Federal 
Government standpoint--and I have already heard you answer the 
question once today--what can we do or what can the Federal 
Government do to address the autonomous trucking vehicle as it 
comes out?
    Mr. Spear. Well, don't panic. Don't panic. This is a 
wonderful venue to really understand where it sits and where it 
is headed, not only in terms of safety, quality of life for our 
workforce, what the gaps are, and where innovation can fill 
them, but also our ability as a country to compete globally. We 
don't want to concede this to China or anybody else around the 
world.
    But let's not be afraid of innovation. It is a good thing. 
As you just said, it is empowerment of our drivers to be able 
to operate that equipment with better awareness, better 
responsiveness. These are all good additives that are going to 
continue. As we integrate this equipment in, they are going to 
make those skills more marketable, more portable. These are all 
good things.
    I am not concerned about displacement. You have heard that 
answer. I didn't get a chance to answer, but the written 
testimony points to a 2021 DOT study that says that earnings 
are going to increase across for all long-haul truckers, 
increase overall employment, increase the U.S. GDP. And they 
did not find that there would be industry layoffs. That is a 
2021 DOT study.
    We put that in our written testimony because we are trying 
to get our arms around how we take innovation and channel it in 
the most productive, controlled sense.
    And I think the collaboration with you in developing that 
safety performance standard, that framework federally so we 
don't have a patchwork of laws, that would go a long way to 
helping us advance the technology properly.
    Mr. Collins. And I think I heard you say earlier that--
something from the Federal Government standpoint that you all 
could work with together to come up with a framework of 
guardrails as this technology is developed. And I want to 
really emphasize that.
    This industry is not an industry where we sit inside four 
walls. We don't make our living there. We make our living out 
on the road with other families, your family, my family. We 
want to be safe. I don't know of a trucking company out there 
that doesn't want to be safe. And when they are not safe, they 
are taken off the road.
    But what we have in this industry, in the transportation 
industry, is we have a Department of Transportation on the 
Federal level that is being run by someone that is pushing a 
woke, socialistic, left-wing agenda, and he has no idea what he 
is doing. That is going to get somebody hurt more than 
autonomous vehicles.
    We will never get rid of drivers. There is always going to 
be a place for a driver at some point. But there may be lanes 
that you can put autonomous vehicles in. But until we get 
somebody in the Department of Transportation who understands 
that and quits pushing an agenda on an experiment, then you are 
not going to get very far, and what you do get is going to be 
dangerous.
    We have already seen it in the railroad industry. We have 
already seen that in the airline industry when NOTAM shut the 
industry down.
    So, that is my solution. ATA has been very instrumental in 
even working with the Federal Government, sometimes where I 
didn't agree, but they have always been giving and encouraging 
and wanting to work with to make sure that this is the best 
dadgum industry in the world to work in, and it is.
    With that, Mr. Chairman, I yield back. Thank you.
    Mr. Van Orden. Thank you, Mr. Collins. I appreciate that 
tremendously.
    The Chair now recognizes himself for 5 minutes.
    This is a very contentious issue, and I understand that. 
Two of my uncles were over-the-road truckers. One of them 
didn't notice the 11-foot sign on a bridge, so, he was no 
longer an over-the-road trucker. So, maybe our family wasn't 
the best over-the-road truckers, but dang it, we were there.
    And I appreciate this industry. These are good jobs. They 
provide for families across the country. And we need to make 
sure that we are growing our pool of drivers.
    So, both folks are saying some things here. I just kind of 
want to level the bubble to give us some perspective.
    So, December is the 120th anniversary of the Wright Flyer 
taking off, 120 years ago. So, if you took the Wright Flyer and 
stuck it on a runway next to an F-35, you would see a 
difference. So, we do have to continue growing these 
technologies.
    But can everybody here on that board just say yes or no? 
Can you agree right now and state publicly that our AV 
technology for these trucks, particularly the over-the-road 
trucks, that the technologies are not there yet? Like, we 
cannot completely rely on these now to move our goods around 
the country? Can you agree to that? This is a yes or no.
    Mr. Urmson. Today we are not ready to rely on it 
completely, no.
    Mr. Van Orden. Good.
    Mr. Farrah?
    Mr. Farrah. Congressman, industrywide, the technology is 
here. It is already making the road safer. We are seeing 
increased applications in things like----
    Mr. Van Orden [interrupting]. Is that a yes? I am serious, 
man. Is that a yes?
    Mr. Farrah. Technology is here and it is being applied in 
different ways across the country.
    Mr. Van Orden. OK, so, I am going to give you a maybe.
    Mr. Spear?
    Mr. Spear. Not yet, but it will be.
    Mr. Van Orden. Very well.
    Ma'am? Ms. Chase?
    Ms. Chase. Yes.
    Mr. Van Orden. OK.
    All right, check me out. Mr. Spear, I am going to hit you 
again on this because I want to echo Mr. Van Drew's concerns.
    Trucks transport 72.5 percent of our domestic goods. In the 
future, looking down the road, what percentage of these trucks 
do you think will be autonomous?
    Mr. Spear. That is a really good question.
    Mr. Van Orden. Yes.
    Mr. Spear. I don't think we have good data yet for it in 
terms of what--it would really depend on our ability to have a 
Federal framework. You are going to see regional operations. 
You are going to see lanes being run between Texas and 
California where it is optimal. But in terms of expanding it to 
all 50 States, it is going to take time.
    So, it is a tough one to gauge right now. I would love to 
have a Federal framework so that we could grow this nationally 
and deal with those problems.
    Mr. Van Orden. I would say, Mr. Spear, with that in mind, I 
would caution you to say that you would look anybody in the eye 
and say they are not going to lose their job, because you 
cannot answer what percentage of these vehicles are going to be 
autonomous. You just can't. You just said it.
    So, let's kind of--that is your reputation you are talking 
about, not mine.
    So, let me ask you this other question. How long can the 
United States of America, how long can we sustain ourselves if 
a significant portion of our trucking stopped in a millisecond?
    Mr. Spear. Not more than a week.
    Mr. Van Orden. Not more than a week. OK, so, these are 
things we cannot trifle with, Mr. Spear. JBS got hacked. That 
is one-quarter of our ability to cut meat in the United States. 
Do you remember that? People were wondering where their pork 
chop was. It was rotting, the carcass, in a field in Iowa 
because that was a cyber issue.
    And, Ms. Chase, I completely appreciate what you are 
saying.
    And, Mr. Spear, you are getting briefed by guys on the 
cyber stuff. You know what? The DoD gets hacked all the time. 
The CIA got hacked. The FBI gets hacked. So, I don't trust 
that. I do not.
    And the difference between some servicemembers' names, 
which I was one of them, and personal information after the DoD 
got hacked by China, the difference between me having to get 
LifeLock, or whatever the heck that is, and our entire Nation 
shutting down in a week are significant.
    So, until we are able to secure these systems and these 
vehicles, I don't have confidence enough to get these on the 
road across the board.
    And I just--I want everyone to remember Wright Flyer, F-35. 
So, I understand where we are at. We are in a continuum. So, 
please keep that in mind.
    On the hazmat issue, you know what? You are going to have 
16,000 pounds worth of lithium batteries on these? Is that 
right? You are going to have 16,000 pounds----
    Mr. Spear [interrupting]. Up to, yes.
    Mr. Van Orden. OK, lithium is a hazardous material. So, you 
are talking 16,000 pounds of hazardous material in every one of 
these electric tractors. So, we are already talking about 
driving hazardous materials not in the cargo but under the 
tractor. OK? So, let's not forget that either. And lithium is a 
Class Delta fire when it catches on fire. It will burn through 
other metals. So, that, we have got to work on that stuff.
    And here is the other thing--you know what? My time has 
expired, and I am going to hold myself to the same standard as 
everybody else.
    So, has everybody else on the committee been recognized?
    Oh, sorry, Mr. Molinaro.
    The Chair now yields back. And I recognize my stealthy 
friend from the State of New York, Mr. Molinaro, for 5 minutes.
    Mr. Molinaro. Thank you, Mr. Chairman. That is not a 
description that has ever been used for me, but I appreciate 
it.
    I want to thank you all for being here, and actually, I 
want to continue a little bit from my colleague's comments.
    Of course this week we do acknowledge truckdrivers, and I 
appreciate all of you in one capacity or another. I express 
both the need to acknowledge the work of America's truckdrivers 
but, as each of you has alluded to, either directly or 
indirectly, the need to continue to support truckdrivers in 
this country.
    Having served at the local level during the pandemic and 
economic shutdown, two very different things but they occurred 
at the same time, I can tell you that I saw firsthand the value 
and the great work of America's truckdrivers but also the 
weakness in our supply chain.
    I will tell you that obviously automated commercial 
vehicles are exciting. It is a technology that we already know 
is underway and being used, as my colleague referenced.
    What I want to, however, put an exclamation mark next to is 
that it is critically imperative that as the technology grows 
and innovation continues, that we do that in partnership with 
truckdrivers, law enforcement, and emergency responders. It is 
imperative that we work together with truckdrivers, law 
enforcement, and emergency responders.
    And to that end I would offer, as and if the Federal 
Government starts to create greater guidance, there is a 
seismic change in emergency response and the need to ensure 
that emergency responders are able to respond to incidents that 
this kind of technology certainly brings to the fore.
    Mr. Farrah, I know that my colleague was asking for a yes-
or-no answer, and it was interesting to me because earlier in 
your testimony you basically said yes--or you basically said 
no, the technology isn't quite there yet and that we needed to 
rely in partnership with truckdrivers.
    And at some point you said autonomous trucking needs 
truckdrivers. I understand what that means, transition, et 
cetera. But I feel like you said that. And while the technology 
is exciting, we certainly do have a concern for loss of jobs.
    And so, I wonder what projection has been done to identify 
both the pace of expansion in the technology and how that 
results in and what that would result in job loss.
    Mr. Farrah. Thank you, Congressman. I appreciate the 
opportunity to clarify.
    What I was trying to get at earlier is that when you look 
at autonomous driving systems generally, whether a passenger 
car, shuttles, zero-occupancy delivery vehicles, and trucks, we 
are seeing these applications play out. We have situations 
where there are passenger cars going in in various cities. 
There are shuttles that are operating in places like senior 
centers and university campuses and whatnot.
    So, those are all happening today, and we see that 
technology is already improving safety, is improving mobility 
and accessibility for the residents in that area.
    With respect to autonomous trucking, I think, as we are 
seeing today, this technology continues to play out. You see 
some very exciting partnerships and pilots that are being 
announced. But there are companies that are needing to do 
additional development to get to that space.
    So, it is a little more----
    Mr. Molinaro [interrupting]. That I understand. So, I serve 
on the Aviation Subcommittee, and we talk a lot about advanced 
air mobility, and that technology is going to fill a void.
    This technology is going to create the loss of something, 
and that is trucks being driven by human beings.
    What is the timeline, in other words, what do we think the 
build-out is, and what will that do to the loss of jobs? Not 
the broad.
    Mr. Farrah. Absolutely. We see this technology as 
augmenting truckdrivers. We need them in partnership. The 
reality is that the volume of freight----
    Mr. Molinaro [interrupting]. But you will need less of 
them.
    Mr. Farrah. Not necessarily. This is going to fill 
different parts of the market. As we know, we have a massive 
truckdriver shortage. We have more volume of freight that is 
going to be coming down the lane.
    And so, we need to figure out a way to move this to support 
manufacturers, farmers, ranchers. Those are things that are 
absolutely essential. We want to be a part of that solution and 
work in partnership with truckdrivers to do that.
    Mr. Molinaro. So, can you--and, of course, I assume 
everyone on the panel, perhaps--you will commit to working with 
Congress in partnership with truckdrivers and emergency 
response and law enforcement as we develop those guidelines? Is 
that a commitment that the organization is making?
    Mr. Farrah. Absolutely. We are already doing that. We look 
forward to doing that in the future.
    Mr. Molinaro. Mr. Spear wanted to say yes, too.
    Mr. Spear. Absolutely. That is my job.
    Mr. Molinaro. I only have a few seconds, but I wanted to 
ask you, Mr. Spear, just speak to the exciting consequence of 
this technology and how folks all across the country might 
benefit.
    Mr. Spear. I think innovation should be embraced.
    I just want to be clear on what I was saying earlier, is 
that I don't view--I didn't say people were going to be 
guaranteed their job. I said I don't view it as being 
threatened by innovation.
    There is a gap. There is a gap of meeting demand and our 
ability to add talent. And as long as that gap exists--and it 
is going to grow--there is room for automation and technology 
to play.
    So, not threatened by it. We should embrace it. And we look 
forward to working with this committee to really work on this 
issue and put some definition around it long term.
    Mr. Molinaro. Mr. Chairman, if I just might say, I 
certainly support the technology. It is critically important 
that we do that in partnership with the people who are sitting 
at home thinking that innovation is going to take their job, 
and that can't happen without them at the table.
    Mr. Van Orden. The gentleman yields back.
    Are there any further questions from members of the 
subcommittee who have not been recognized?
    Seeing none, that concludes our hearing for today.
    And I would like to thank each one of the witnesses for 
coming. I know it is tough. I get it.
    I ask unanimous consent that the record of today's hearing 
remain open until such time as our witnesses have provided the 
answers to any questions that may be submitted to them in 
writing. I know you are going to get a few.
    Without objection, so ordered.
    I also ask unanimous consent that the record remain open 
for 15 days for any additional comments and information 
submitted by Members or witnesses to be included in the record 
of today's hearing.
    Without objection, so ordered.
    The subcommittee stands adjourned.
    [Whereupon, at 12:51 p.m., the subcommittee was adjourned.]


 
                       Submissions for the Record

                              ----------                              


Statement of the Commercial Vehicle Safety Alliance, Submitted for the 
                Record by Hon. Eric A. ``Rick'' Crawford
    The Commercial Vehicle Safety Alliance (CVSA) respectfully submits 
the following comments for the record in response to the Committee on 
Transportation and Infrastructure's Subcommittee on Highways and 
Transit's hearing on ``The Future of Automated Commercial Motor 
Vehicles: Impacts on Society, the Supply Chain, and U.S. Economic 
Leadership.''
    CVSA is a nonprofit organization comprised of local, state, 
provincial, territorial and federal commercial motor vehicle safety 
officials and industry representatives. The Alliance aims to prevent 
commercial motor vehicle crashes, injuries and fatalities and believes 
that collaboration between government and industry improves road safety 
and saves lives. Our mission is to improve commercial motor vehicle 
safety and enforcement by providing guidance, education and advocacy 
for enforcement and industry across North America.
    CVSA commends the subcommittee for holding a hearing to consider 
the impacts of allowing automated commercial motor vehicles to operate 
on our roadways. The hearing offered a timely opportunity for Members 
to engage with industry stakeholders to better understand the state of 
automated driving system (ADS) technology and the potential impacts to 
roadway safety and supply chain efficiency.
    CVSA and its members are committed to reducing crashes, injuries 
and fatalities on our nation's roadways, and have long supported 
policies that encourage the deployment of safety technologies proven to 
improve commercial motor vehicle safety by preventing and/or mitigating 
the severity of crashes. Driver behavior is the leading cause of motor 
vehicle crashes, and technology can play a large role in eliminating or 
reducing the risk of human error and driver distraction, and the 
crashes and loss of life associated with them. In fact, basic versions 
of vehicle autonomy are already operating on our roads, preventing 
crashes. Examples of such technologies include enhanced anti-lock 
braking system (ABS) monitoring systems, vehicle stability systems, 
lane departure warning systems and collision warning systems. These 
systems all improve vehicle safety by helping keep vehicles in their 
lanes and operating at a safe distance from one another. ADS-equipped 
commercial motor vehicles have the potential to significantly improve 
roadway safety.
    Discussion in the September 13 hearing covered a wide range of 
topics, including the potential safety benefits of deploying ADS-
equipped commercial motor vehicles on our roadways, impacts on and 
improvements to the supply chain, possible labor impacts, the 
reliability of the ADS technology and cyber security concerns. However, 
one topic that was not discussed during the hearing that requires 
attention is how the Federal Motor Carrier Safety Administration 
(FMCSA) and its state partners will ensure that ADS-equipped commercial 
motor vehicles comply with the Federal Motor Carrier Safety Regulations 
(FMCSR) that regulate the mechanical components of the commercial motor 
vehicle and the motor carrier's safety compliance.
    Approximately 4 million commercial motor vehicle inspections are 
conducted every year throughout North America to ensure the large 
trucks and buses driving on our roadways are operating safely. 
Specially trained inspectors in each state, jurisdiction, territory and 
province inspect commercial motor vehicles based on inspection 
procedures and criteria created by CVSA, known as the North American 
Standard Inspection Program. The North American Standard Inspection 
Program exists, in part, to ensure that the commercial motor vehicles 
operating in interstate commerce are mechanically fit and pose no risk 
to others when operating on the roadways.
    Oversight by the enforcement community is necessary to ensure ADS-
equipped commercial motor vehicles are properly maintained, however 
there are challenges with applying the traditional roadside inspection 
program to ADS-equipped vehicles. Currently, the driver of a commercial 
motor vehicle plays a crucial role in the North American Standard 
Inspection process, performing tasks like activating required lights, 
applying the brakes, disconnecting/reconnecting glad hands, listening 
for instructions from the inspector while under the vehicle to inspect 
the braking system and opening locked/sealed trailers for inspection of 
proper securement of cargo. If a vehicle is operating without a 
licensed commercial driver, how will these important aspects of the 
roadside inspection process be carried out? It is critical that a 
process be established to ensure these vehicles and technology are well 
maintained and fully functional.
    To address this challenge, CVSA gathered representatives from the 
enforcement community, motor carriers and the ADS developers to prepare 
for deployment of ADS-equipped commercial motor vehicles. In 2018, CVSA 
formed an Automated CMV Working Group, tasked with assessing the latest 
advances in commercial motor vehicle automation and developing 
recommended approaches to incorporating those vehicles into the North 
American Standard Inspection Program, in order to ensure that the 
enforcement community is prepared to inspect and verify the regulatory 
compliance of this next generation commercial motor vehicle technology. 
After nearly two years of research and discussions, the group concluded 
that ADS-equipped commercial motor vehicles are not compatible with the 
current roadside North American Standard Inspection Program. Without a 
driver/operator on duty, several critical portions of the North 
American Standard Inspection cannot be performed. Further, inspection 
stations and other potential inspection locations will likely not be 
part of the ADS-equipped commercial motor vehicle's operational design 
domain, as those locations are unpredictable and difficult to program.
    Because the current roadside inspection program is not compatible 
with ADS-equipped commercial motor vehicles, the working group 
recommended developing an alternative inspection and enforcement 
program for ensuring that these commercial motor vehicles and the 
trailers they are towing are maintained and operated in compliance with 
the FMCSR. In collaboration with inspectors, motor carriers, ADS 
developers and FMCSA, CVSA developed the Enhanced Commercial Motor 
Vehicle (CMV) Inspection Program, an inspection standard and procedure 
designed to govern the inspection of ADS-equipped commercial motor 
vehicles operating without a driver/operator on duty. The program 
establishes a no-defect, dispatch (point-of-origin) inspection program 
and includes an enhanced inspection standard and procedure for motor 
carriers operating ADS-equipped vehicles, as well as a 40-hour CVSA 
training course and exam (written and practical) for motor carrier 
personnel who will be conducting the inspections.
    Under this program, rather than the driver conducting a pre-trip 
inspection (as is currently done), for ADS-equipped commercial motor 
vehicles, CVSA-trained and -certified motor carrier personnel will 
conduct the Enhanced CMV Inspection Procedure at the point of origin 
before dispatch, as well as in-transit inspections at a dictated 
interval throughout the trip. Any truck or trailer or commercial motor 
vehicle combination that fails the Enhanced CMV Inspection at the point 
of dispatch must be repaired prior to being dispatched--the vehicle 
must be defect free before being dispatched. Once on the road, the ADS-
equipped commercial motor vehicle operating without a driver/operator 
on duty would be required to communicate to law enforcement while in-
motion that it passed the Enhanced CMV Inspection prior to dispatch, 
its ADS are functioning, and it is operating within its operational 
design domain. ADS-equipped commercial motor vehicles operating without 
a driver/operator on duty that meet those parameters would be eligible 
to bypass inspection sites. Roadside inspections of qualifying ADS-
equipped commercial motor vehicles in transit by law enforcement 
officials would be limited to situations where an imminent hazard is 
observed or during a post-crash investigation. In addition, all ADS-
equipped commercial motor vehicles must be able to respond to law 
enforcement should an officer attempt to pull over a vehicle.
    As noted above, because the current roadside inspection model 
simply is not compatible with ADS-equipped commercial motor vehicles 
operating without a driver/operator on duty, this proposed alternative 
approach is necessary to ensure the mechanical fitness and regulatory 
compliance of ADS-equipped commercial motor vehicles and the trailers 
they are towing. To that end, in the fall of 2022, CVSA filed comments 
in response to FMCSA's supplemental advance notice of proposed 
rulemaking encouraging the agency to require motor carriers operating 
ADS-equipped commercial motor vehicles in interstate commerce without a 
driver/operator on duty to comply with the CVSA Enhanced CMV Inspection 
Program. CVSA's Enhanced CMV Inspection Program ensures that motor 
carriers operating ADS-equipped commercial motor vehicles without a 
driver/operator on duty are held to rigorous safety standards, while 
avoiding the many challenges presented by inspecting these vehicles 
under the current roadside North American Standard Inspection Program.
    As Congress considers legislation regarding the use of ADS-equipped 
commercial motor vehicles, it is important that any policies look 
beyond the ADS technology itself and address how overall safety and 
compliance with the FMCSR will be established and maintained. ADS-
equipped commercial motor vehicles have the potential to dramatically 
improve safety on our nation's roads. But that safety benefit is 
contingent on ensuring that all vehicle components, and not just the 
ADS, are operational and being maintained. The Enhanced CMV Inspection 
Program, developed collaboratively with the ADS developers and the 
motor carrier industry will provide that assurance.

                                 
   Letter of September 12, 2023, to Hon. Eric A. ``Rick'' Crawford, 
Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee 
 on Highways and Transit, and Hon. Sam Graves, Chairman, and Hon. Rick 
Larsen, Ranking Member, Committee on Transportation and Infrastructure, 
  from Gary Shapiro, President and Chief Executive Officer, and India 
 Herdman, Manager of Policy Affairs, Consumer Technology Association, 
       Submitted for the Record by Hon. Eric A. ``Rick'' Crawford
                                                September 12, 2023.
The Honorable Eric A. ``Rick'' Crawford,
Chairman, Subcommittee on Highways and Transit,
House Committee on Transportation and Infrastructure, Rayburn House 
        Office Building, Washington, DC 20515.
The Honorable Sam Graves,
Chairman, House Committee on Transportation and Infrastructure,
Longworth House Office Building, Washington, DC 20515.
The Honorable Eleanor Holmes Norton,
Ranking Member, Subcommittee on Highways and Transit,
House Committee on Transportation and Infrastructure, Rayburn House 
        Office Building, Washington, DC 20515.
The Honorable Rick Larsen,
Ranking Member, House Committee on Transportation and Infrastructure,
Rayburn House Office Building, Washington, DC 20515.
    Dear Chairman Crawford, Ranking Member Holmes Norton, Chairman 
Graves, and Ranking Member Larsen,
    Ahead of the September 13, 2023 Highways and Transit Subcommittee 
hearing, ``The Future of Automated Commercial Motor Vehicles: Impacts 
on Society, the Supply Chain, and U.S. Economic Leadership,'' we 
highlight here how autonomous trucking technology is improving American 
lives and advancing American competitiveness.
    The Consumer Technology Association (CTA) represents the $505 
billion U.S. consumer technology industry, which supports more than 18 
million U.S. jobs. CTA's membership is over 1200 American companies--
80% of which are small businesses and startups. CTA also owns and 
produces CES, the world's most powerful technology event. CTA 
represents over 100 companies in the transportation ecosystem, 
including those developing autonomous vehicle (AV) technologies.
    Autonomous commercial motor vehicles (CMVs) have the potential to 
substantially improve overall road safety for drivers and roadway 
users. Autonomous CMVs cannot become distracted, fatigued or impaired, 
have a 360-degree view around the vehicle, and use technologies to 
identify roadway risks easily missed by human drivers. Nearly 43,000 
people died on U.S. roads in 2022--more than 115 per day--and most 
accidents are caused by human error.\1\ Every family who has lost a 
loved one to a crash caused by speeding or impaired or distracted 
driving cares deeply about this issue. The status quo is unacceptable 
and can no longer be tolerated.
---------------------------------------------------------------------------
    \1\ NHTSA, Traffic Death Estimate
---------------------------------------------------------------------------
    Autonomous CMVs can also make the transport of goods more efficient 
and affordable. Consumers recognize this benefit. CTA consumer research 
shows that 75% of U.S. adults view autonomous CMVs for the transport of 
goods as favorable or very favorable.\2\ Autonomous CMVs could help 
relieve labor shortages in the freight sector and create new jobs such 
as technicians, remote operators and data analysts. The pandemic 
exacerbated supply chain challenges and companies are struggling to 
recruit and retain experienced drivers. More, AVs will broaden access 
to the job market for seniors and people with disabilities. AV 
technology is expected to contribute $7 trillion to the global economy 
annually by 2050--a substantial portion of which will be generated in 
the United States.\3\ A policy framework that supports 
commercialization is critical to realizing the industry's economic 
potential.
---------------------------------------------------------------------------
    \2\ CONSUMER TECHNOLOGY ASSOCIATION, SELF-DRIVING VEHICLES: 
CONSUMER SENTIMENT 2021
    \3\ CONSUMER TECHNOLOGY ASSOCIATION, ECONOMIC IMPACT: SELF-DRIVING 
VEHICLES 2017
---------------------------------------------------------------------------
    To lead in the AV industry, government must remain engaged to help 
American companies compete globally. The U.S. is now in the lead, but 
adversaries and allies alike know where the U.S. is struggling to keep 
pace and are gunning to seize U.S. market share. China has emerged as a 
formidable player in the sector, with huge state support and funding 
driving technology advances and adoption.\4\ The Chinese government 
seeks to expand its influence and overtake the United States as the 
world leader in this sector. To counter the huge financial support and 
avoid reliance on foreign-made systems, the U.S. must be smarter. We 
must set national goals and ensure the development and deployment of 
autonomous CMVs aligned with our broader national interests of creating 
jobs, boosting economic growth, and strengthening America's position in 
the global market.
---------------------------------------------------------------------------
    \4\ Dentons, Global Guide to Autonomous Vehicles
---------------------------------------------------------------------------
    Realizing the rewards of autonomous CMVs will require thoughtful, 
forward-thinking and targeted policies. However, even as the technology 
advances, American national testing and deployment are thwarted by a 
maze of conflicting state rules, legacy testing restrictions and 
federal limitations. The expanding patchwork of local rules across the 
country will only delay autonomous CMV deployment and hinder America's 
global technological leadership. American companies need a clear and 
predictable regulatory framework to bring AV benefits to the public at 
scale.
    CTA offers its resources and expertise in this effort and looks 
forward to working with the Subcommittee to develop a pro-innovation 
framework for autonomous commercial motor vehicle deployment.
            Sincerely,
                                              Gary Shapiro,
                President and CEO, Consumer Technology Association.
                                             India Herdman,
          Manager, Policy Affairs, Consumer Technology Association.

                                 
   Letter of September 11, 2023, to Hon. Eric A. ``Rick'' Crawford, 
Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee 
 on Highways and Transit, from Gautam Narang, Chief Executive Officer 
and Cofounder, Gatik, Submitted for the Record by Hon. Eric A. ``Rick'' 
                                Crawford
                                                September 11, 2023.
The Honorable Eric A. ``Rick'' Crawford,
Chairman, Subcommittee on Highways and Transit,
House Committee on Transportation and Infrastructure, Rayburn House 
        Office Building, Washington, DC 20515.
The Honorable Eleanor Holmes Norton,
Ranking Member, Subcommittee on Highways and Transit,
House Committee on Transportation and Infrastructure, Rayburn House 
        Office Building, Washington, DC 20515.
    Dear Chairman Crawford and Ranking Member Holmes Norton,
    In advance of the Subcommittee on Highways and Transit hearing 
``The Future of Automated Commercial Motor Vehicles: Impacts on 
Society, the Supply Chain, and U.S. Economic Leadership'' on September 
13, 2023, I am writing to highlight the economic, societal and safety 
benefits of Gatik's autonomous trucking solution, and emphasize the 
importance of maintaining and continuing to advance American leadership 
in the autonomous trucking sector.
    Gatik is the market leader in autonomous middle mile 
transportation. Our company focuses exclusively on short-haul, B2B 
logistics for customers including Walmart \1\, Kroger \2\, Pitney Bowes 
\3\ and Georgia-Pacific \4\. In a consumer-driven logistics landscape 
that's now entirely dependent on the ability to increase speed, 
facilitate greater choice and consistently lower prices, the middle 
mile is a segment of the supply chain that is fundamental to ensuring 
Americans have access to essential goods where, and when, they need 
them.
---------------------------------------------------------------------------
    \1\ Frank Holland, Walmart is using fully driverless trucks to ramp 
up its online grocery business, CNBC (November 8, 2021, 5:00am EDT): 
https://www.cnbc.com/2021/11/08/walmart-is-using-fully-driverless-
trucks-to-ramp-up-its-online-grocery-business.html
    \2\ Chris Morris, Your groceries will get stocked by robots and 
delivered by self-driving trucks (if you shop with Kroger), Fortune 
(March 15, 2023, 10:51am EDT): https://fortune.com/2023/03/15/your-
groceries-will-get-stocked-by-robots-and-delivered-by-self-driving-
trucks-if-you-shop-with-kroger/
    \3\ Jack Stebbins, Autonomous delivery company Gatik wins new pilot 
program with Pitney Bowes in Dallas, CNBC (August 31, 2022, 7:00am 
EDT): https://www.cnbc.com/2022/08/31/autonomous-delivery-company-
gatik-wins-new-pilot-program-with-pitney-bowes-in-dallas.html
    \4\ Kirsten Korosec, Gatik's self-driving trucks to haul Georgia-
Pacific goods to Sam's Club stores, TechCrunch (June 7, 2022, 7:00am 
EDT): https://techcrunch.com/2022/06/07/gatik-georgia-pacific-kbx-sams-
club-partnership/
---------------------------------------------------------------------------
    As Gatik's CEO, I have overseen our relentless growth and success 
since founding the company in 2017. Following the launch of our first 
commercial deployment with America's largest employer, Walmart, in 
2019, we have signed long-term contracts with over 10 Fortune 500 
customers, expanded our commercial operations to multiple markets 
including Arkansas and Texas, and today operate a fleet of 
approximately 60 trucks, completing hundreds of delivery runs every 
week. With demand for our solution from the nation's largest grocers, 
retailers, e-commerce platforms, and consumer packaged goods companies 
constantly increasing, we plan to have over 300 vehicles operating by 
the end of 2024. Since commencing commercial operations we've proudly 
delivered well over half a million customer orders, contributing to a 
higher-functioning, more responsive US supply chain--and this is just 
the beginning. It's an incredibly exciting time for Gatik, and the 
autonomous trucking sector, as we enable goods to be moved more safely, 
reliably and efficiently than ever before.
    However, we are now at a critical juncture in our evolution as an 
industry. The US is leading the way, but other nations, including 
China, have emerged as powerful threats to US leadership and 
competitiveness. It's therefore vital that the federal government 
strengthens its commitment to the growth of the autonomous vehicle (AV) 
sector to ensure we not only retain, but advance our leadership 
position, and make certain that the benefits of autonomous trucking can 
be felt in every community across the nation. The implementation of a 
national AV policy framework--one that provides the necessary 
regulatory certainty to enable the safe commercialization of AVs at 
scale--is vital to ensure that the vast economic, safety and societal 
benefits of AVs can be realized by Americans for generations to come.
    The current status quo for safety on our roads and highways is 
tragic and unacceptable. According to The National Highway Traffic 
Safety Administration (NHTSA), nearly 43,000 traffic deaths occurred in 
2022 \5\ which amounts to approximately 100 fatalities per day. In the 
same year, 5,887 people died in crashes involving large trucks, 
representing a 2% increase in fatalities from 2021 \6\. These figures 
are staggering, especially when considered in the context of the 
promise of autonomous trucks to dramatically increase road safety. To 
highlight this opportunity, Gatik's autonomous trucks have never been 
involved in an incident with our automated driving system (ADS) 
engaged. Our approach to safety, in the development and deployment of 
Gatik's SAE Level 4 autonomous fleet, is built upon ``structured 
autonomy''. By this we mean transporting goods exclusively on 
predictable, known, repeated routes. We purposefully avoid schools, 
hospitals, fire stations, heavily pedestrianized areas and other zones 
with historically elevated collision potential. This operating 
environment substantially reduces the extent of unknowns or ``edge 
cases'' and enables us to heavily optimize our technology for safety 
and efficiency per route. With every delivery, our technology offers 
the potential to increase safety on America's roads for every road 
user, and contribute to a more responsible and reliable national 
logistics ecosystem.
---------------------------------------------------------------------------
    \5\ National Highway Traffic Safety Administration, DOT HS 813 428, 
Early Estimate of Motor Vehicle Traffic Fatalities in 2022, 1 (2023): 
https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813428.
    \6\ National Highway Traffic Safety Administration, DOT HS 813 448, 
Early Estimate of Motor Vehicle Traffic Fatalities and Fatality Rate by 
Sub-Categories in 2022, 1 (2023): https://crashstats.nhtsa.dot.gov/Api/
Public/ViewPublication/813448.
---------------------------------------------------------------------------
    In addition to increasing safety, Gatik's autonomous solution is 
helping to ensure that the supply chain, upon which we all depend daily 
for the things we need, is more reliable, more responsive and more 
efficient than ever before. The COVID-19 pandemic brought the supply 
chain into crystal clear focus for the entire nation, as well as 
fundamentally and irreversibly changing the way our customers design 
their logistics networks. In order to facilitate the rapid movement of 
goods between distribution centers, microfulfilment centers, warehouses 
and customer-pick up points, America's retail and e-commerce giants 
have been forced to turn to a different kind of regional distribution 
architecture--one that requires more trucks, more trips and more 
drivers. However, due to a national driver shortage of close to 80,000 
positions that's anticipated to double by the beginning of the next 
decade \7\, our customers are necessarily turning to autonomous 
trucking to help complement their existing fleets and ensure they're 
able to keep up with the relentless demand that human-driven fleets 
alone are unable to manage.
---------------------------------------------------------------------------
    \7\ Driver Shortage Update 2022, American Trucking Association 
(October 25, 2022): https://ata.msgfocus.com/files/
amf_highroad_solution/project_2358/ATA_Driver_Shortage_
Report_2022_Executive_Summary.October22.pdf.
---------------------------------------------------------------------------
    Gatik's solution is an innovative and safe way to add resources to 
our customers' operations without taking jobs away; our customers 
employ Gatik's solution to supplement existing operations where the 
gaps are most pronounced, and enable strategic realignment of 
transportation-related roles as we scale our operations together. Gatik 
is also creating innovative, high-paying jobs, and bringing new 
investment and revenue streams to states across the country including 
Texas and Arkansas, where most recently we have densified our 
commercial presence via a long-term partnership with Tyson Foods \8\.
---------------------------------------------------------------------------
    \8\ Worth Sparkman, Tyson Foods readies for driverless roads, Axios 
(September 6, 2023, 7:00am EDT) https://www.axios.com/local/nw-
arkansas/2023/09/06/tyson-foods-driverless-car-truck
---------------------------------------------------------------------------
    To ensure America continues to strengthen its global leadership 
position in the AV sector, and make certain other nations do not take 
up the mantle, a federal policy framework that is focused on the safe 
and rapid deployment of AVs is needed. Gatik is very grateful to the 
Highways and Transit Subcommittee for its leadership on this critical 
issue, and looks forward to continuing to serve as a resource to your 
members and staff so that together we can continue to harness the 
advantages of AVs to the significant benefit of the nation's economy, 
supply chain and road safety.
            Yours sincerely,
                                             Gautam Narang,
                                         CEO and co-founder, Gatik.

                                 
   Letter of September 13, 2023, to Hon. Eric A. ``Rick'' Crawford, 
Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee 
  on Highways and Transit, from Kathryn Branson, Executive Director, 
 Partnership for Transportation Innovation and Opportunity, Submitted 
            for the Record by Hon. Eric A. ``Rick'' Crawford
                                                September 13, 2023.
The Honorable Rick Crawford,
Chair,
Subcommittee on Highways and Transit, U.S. House of Representatives, 
        Washington, DC 20515.
The Honorable Eleanor Holmes Norton,
Ranking Member,
Subcommittee on Highways and Transit, U.S. House of Representatives, 
        Washington, DC 20515.
    Dear Chair Crawford, Ranking Member Holmes Norton, and Members of 
the Subcommittee:
    On behalf of the Partnership for Transportation Innovation and 
Opportunity (PTIO), thank you for holding today's hearing, ``The Future 
of Automated Commercial Motor Vehicles: Impacts on Society, the Supply 
Chain, and U.S. Economic Leadership.''
    PTIO and its members \1\ are focused on preparing workers for AV 
technology and understanding the interplay between AVs and the 
workforce. We are committed to pursuing policies that connect workers 
with AV-driven economic benefits and prepare them for new jobs and 
career pathways. At the same time, PTIO acknowledges that AVs will 
bring occupational shifts and is likewise committed to facilitating a 
smooth transition for those whose job may evolve alongside the 
technology.
---------------------------------------------------------------------------
    \1\ PTIO Members include the American Trucking Associations, 
Daimler Truck, FedEx, Ford, Toyota Motor North America, UPS, Waymo, 
Amazon, and May Mobility
---------------------------------------------------------------------------
        I. AVs Will Deliver Societal Benefits and Economic Gains
    PTIO supports pro-innovation policies that advance AV deployment in 
the United States given the technology's potential to grow the economy 
and deliver a host of societal benefits.
    Economic growth and job creation: Numerous studies project that 
widespread AV adoption will bring tremendous growth across the 
economy.\2\ A 2021 Volpe National Transportation Systems Center 
economic analysis found that Level 4 and Level 5 automation in the 
long-haul trucking industry would raise annual earnings for all U.S. 
workers by between $203 and $267 per worker, per year. The study 
additionally found that trucking automation would increase total U.S. 
employment by 26,400 to 35,100 jobs per year on average over 30 
years.\3\
---------------------------------------------------------------------------
    \2\ A 2018 study found that widespread adoption of AVs could result 
in nearly $800 billion in annual social and economic benefits 
attributable to the technology's ability to improve roadway safety, 
increase access to mobility, and deliver environmental benefits. See 
Securing America's Future Energy (SAFE), ``America's Workforce and the 
Self-Driving Future'' (hereinafter ``SAFE 2018'') (June 2018). 
Available at: https://avworkforce.secureenergy.org/wp-content/uploads/
2018/06/SAFE_AV_Policy_Brief.pdf
    \3\ See U.S. Department of Transportation, Volpe National 
Transportation Systems Center and Centre of Policy Studies, 
``Macroeconomic Impacts of Automated Driving Systems in Long-Haul 
Trucking'' (January 2021) (Hereinafter ``2021 Volpe Study.'' Available 
at: https://ouravfuture.org/wp-content/uploads/2021/05/dot_54596_DS1-
1.pdf
---------------------------------------------------------------------------
    Safety: As the U.S. Department of Transportation notes, human 
behavior is a contributing factor to the overwhelming majority of 
serious and fatal crashes.\4\ Simply put, AV technology poses 
significant potential for radically improving traffic safety and 
addressing the public health and safety crisis playing out on our 
roads.\5\
---------------------------------------------------------------------------
    \4\ See U.S. Department of Transportation, National Roadway Safety 
Strategy (January 2022). Available at: https://www.transportation.gov/
sites/dot.gov/files/2022-02/USDOT-National-Roadway-Safety-Strategy.pdf
    \5\ There were over 40,000 roadway deaths and 2.5 million injuries 
in 2021 alone. See National Highway Traffic Safety Administration, 
Overview of Motor Vehicle Traffic Crashes in 2021 (April 2023). 
Available at: https://crashstats.nhtsa.dot.gov/Api/Public/
ViewPublication/813435#
::text=1.37%20in%202021.-
,The%20estimated%20number%20of%20people%20injured%20on
%20our%20roadways%20increased,2020%20to%2080%20in%202021.
---------------------------------------------------------------------------
    Strengthening the supply chain: According to the American Trucking 
Associations, the trucking industry faces a shortage of more than 
78,000 drivers and rising freight demand will require the addition of 
1.2 million new drivers over the next decade.\6\ Additional projections 
show that long-distance truckload miles are expected to grow by 68% in 
2050, while employment over the same period will grow only by 30%.\7\ 
AV adoption represents an opportunity to fill unmet demand and 
alleviate supply chain challenges.
---------------------------------------------------------------------------
    \6\ American Trucking Associations, ``Driver Shortage Update 2022'' 
(October 25, 2022). Available at: https://ata.msgfocus.com/files/
amf_highroad_solution/project_2358/ATA_Driver_
Shortage_Report_2022_Executive_Summary.October22.pdf
    \7\ Uber Freight, ``The future of self-driving technology in 
trucking'' (August 2022). Available at: https://www.uberfreight.com/
blog/the-future-of-autonomous-trucking-report/
---------------------------------------------------------------------------
    Access to mobility and job opportunities: Communities without 
adequate transportation access can encounter barriers to securing jobs 
and/or face a limited pool of work opportunities. Transit agencies 
report that the existing transit workforce shortage is impacting their 
ability to provide service,\8\ and recent research estimates that 197 
million Americans in urban communities lack accessible and affordable 
transportation options. As that report notes, ``shared autonomous 
vehicles (SAVs)--minivans, low-speed shuttles, and new purpose-built, 
light-duty vehicles equipped with Automated Driving Systems (ADS)--have 
the potential to be a more cost-effective alternative to conventional 
transportation options in underserved communities.'' \9\ Additionally, 
AV adoption could result in 4.4 million direct jobs for people with 
disabilities through providing this community with additional means of 
personal mobility.\10\
---------------------------------------------------------------------------
    \8\ A 2023 report from the American Public Transportation 
Association (APTA) found that ``the transit workforce shortage is 
widespread and severe . . . ninety-six percent of agencies surveyed 
reported experiencing a workforce shortage, 84 percent of which said 
the shortage affects their ability to provide service.'' See American 
Public Transportation Association, ``Transit Workforce Shortage 
Synthesis Report'' (March 2023). Available at: https://www.apta.com/wp-
content/uploads/APTA-Workforce-Shortage-Synthesis-Report-03.2023.pdf
    \9\ See Securing America's Future Energy, ``Increasing Mobility and 
Access with Autonomous Vehicles'' (April 2023). Available at: https://
safe2020.wpenginepowered.com/wp-content/uploads/2023/04/
CATT_Brief_2_v04.pdf
    \10\ See National Disability Institute, ``Economic Impacts of 
Removing Transportation Barriers to Employment for Individuals with 
Disabilities Through Autonomous Vehicle Adoption'' (December 30, 2022). 
Available at: https://www.nationaldisabilityinstitute.org/wp-content/
uploads/2023/02/ndi-economicimpactsofremovingtransportationbarriers.pdf
---------------------------------------------------------------------------
 II. Pro-Innovation Policies That Support AV Advancement Are Critical 
          for Global Competitiveness and Workforce Opportunity
    America's ability to maintain and cement global leadership on AVs 
is central in securing the aforementioned societal and economic 
benefits the technology will bring, as well as advancing workforce 
opportunity. A recent case study found that a policy framework 
favorable to deployment--coupled with effective partnerships between 
the public sector and industry, educational institutions, and 
communities--will boost development and inject economic activity in the 
traditional manufacturing and industrial economies across the 
country.\11\ It is critical that we ensure the technology's resulting 
supply chains emerge in the United States.
---------------------------------------------------------------------------
    \11\ See Center for Strategic & International Studies, Caporal, 
Jack; O'Neil, William; Arrieta-Kenna, Sean, ``Bridging the Divide: 
Autonomous Vehicles and the Automobile Industry,'' (April 2021). 
Available at: https://csis-website-prod.s3.amazonaws.com/s3fs-public/
publication/
210414_Caporal_Bridging_Divide_AVs.pdf?VersionId=FPD0WGpKizesSoGJZ9.gfUE
AnKq
UvV.W
---------------------------------------------------------------------------
    Moreover, the U.S. is already home to a dynamic AV industry. This 
sector supports over 6,000 jobs in the Pittsburgh region alone,\12\ and 
studies estimate continued growth across the country in the coming 
years.\13\ PTIO therefore supports policies that are favorable to 
continued AV deployment in the U.S. to ensure growth of this industry 
and the domestic jobs it supports.
---------------------------------------------------------------------------
    \12\ See TEConomy Partners, LLC for Regional Industrial Development 
Corporation and the Greater Pittsburgh Chamber of Commerce, 
``Forefront: Securing Pittsburgh's Break-out Position in Autonomous 
Mobile Systems'' (August 2021). Available at: https://ridc.org/wp-
content/uploads/2021/10/PGH-Autonomy-Report-Executive-Summary.pdf
    \13\ An economic analysis conducted by Steer projects that near-
term deployment of AV delivery services, for example, will create 24 
million direct jobs among technicians and supervisors, operational 
staff, and software engineers, as well as 10 million indirect and 
induced jobs due to economic gains between 2025-2035. See Steer, 
``Economic Impacts of Autonomous Delivery Services in the US'' 
(September 2020). Available at: https://ouravfuture.org/wp-content/
uploads/2021/02/200910_-Nuro_Final_Report_Public.pdf
---------------------------------------------------------------------------
 III. Building the AV Workforce Pipeline Alongside Continued Deployment
    AV adoption will not occur overnight, and the transition to an AV 
future will be gradual in nature. Likewise, research suggests that most 
AV-related labor impacts will not be seen until after 2040 even when 
using aggressive assumptions about adoption rates,\14\ and that 
significant displacement in the trucking and public transit sectors is 
not likely. U.S. Department of Transportation analysis finds that AV 
deployment will not cause mass layoffs in the trucking industry as 
natural occupational turnover will offset any observed reductions in 
hiring.\15\ With respect to transit, the Department projects that ``any 
driver displacement would take place slowly and partly via routine 
attrition'' given the high distribution of bus drivers who are in older 
age categories, as well as the time it will take for commercially 
available automation to diffuse across the nation's bus fleets.\16\ 
Indeed, workforce demographics is another factor contributing to the 
labor shortages discussed earlier.\17\
---------------------------------------------------------------------------
    \14\ See Securing America's Future Energy (SAFE), ``America's 
Workforce and the Self-Driving Future'' (June 2018). Available at: 
https://avworkforce.secureenergy.org/wp-content/uploads/2018/06/
SAFE_AV_Policy_Brief.pdf
    \15\ 2021 Volpe Study
    \16\ See U.S. Department of Transportation, ``Driving Automation 
Systems in Long-Haul Trucking and Bus Transit'' (January 2021). 
Available at: https://www.transportation.gov/sites/dot.gov/
files/2021-01/
Driving%20Automation%20Systems%20in%20Long%20Haul%20Trucking%20and
%20Bus%20Transit%20Preliminary%20Analysis%20of%20Potential%20Workforce
%20Impacts.pdf
    \17\ According to the APTA report cited above, the transit shortage 
is largely attributable to an aging workforce: ``Forty-three percent of 
transit workers are over 55, nearly double the percentage of the 
broader transportation sector. Agencies report that 24 percent of 
quitting workers are retirements; this is 34 percent at rural agencies.
---------------------------------------------------------------------------
    That said, PTIO acknowledges that AVs will bring occupational 
shifts and changes to the way certain work is performed. As this will 
not occur overnight, the opportunity exists today to pursue the safe 
deployment of AVs concurrently with policies that build capacity in our 
workforce development systems and position Americans to succeed 
alongside the technology. Existing evidence shows that ongoing AV 
advancement and real-world deployments are in service of efforts to 
prepare the workforce for an AV future, as well as to build the 
programs and knowledge base that will facilitate transitions to new 
jobs in an AV economy.\18\
---------------------------------------------------------------------------
    \18\ AV companies like Nuro and Aurora have created partnerships 
with local community colleges that provide training pathways and 
certificates that prepare individuals for roles in the AV industry. See 
Nuro, ``Nuro Launches Upskilling Initiative'' (December 2, 2021). 
Available at: https://medium.com/nuro/nuro-launches-upskilling-
initiative-ec216f635164 See Aurora, What do self-driving vehicles mean 
for jobs and the economy? (hereinafter ``Aurora 2023'') (May 18, 2023). 
Available at: https://blog.aurora.tech/progress/what-do-self-driving-
vehicles-mean-for-jobs-and-the-economy Real world deployments serve as 
the basis for advancing our understanding around new jobs and 
transitioning roles, and support development of programs and strategies 
to connect workers with the skills they need to work alongside AV 
technology.
---------------------------------------------------------------------------
    PTIO is pleased to share our Workforce Policy Agenda \19\ with the 
Subcommittee, which represents our organization's first set of policy 
recommendations based on what is known about AVs and where deployment 
exists today. The agenda includes proposals designed to connect workers 
with AV-induced economic gains and maximize benefits for Americans. 
These include: (1) labor market information reforms to further our 
understanding about the impact of AVs on the workforce; (2) policies 
that build capacity across our workforce system to support new AV 
career pathways while enabling providers to innovate and meet the needs 
of their local economies; and (3) proposals that invest in the worker 
and empower individuals to exercise choice in their career trajectory.
---------------------------------------------------------------------------
    \19\ PTIO, ``PTIO Workforce Policy Agenda for the 117th U.S. 
Congress'' (March 2022). Available at: https://ouravfuture.org/wp-
content/uploads/2022/03/finalPTIO_WorkforcePolicyAgenda_
220330_lo.pdf
---------------------------------------------------------------------------
                             IV. Conclusion
    Thank you for your leadership on this important issue and for 
holding today's hearing. PTIO is committed to working with lawmakers to 
prepare Americans for the opportunities and changes that AV technology 
will catalyze. The chance to advance this objective exists alongside 
the opportunity to facilitate the safe deployment of AVs and unlock the 
technology's benefits for communities across the country.
            Sincerely,
                                           Kathryn Branson,
 Executive Director, Partnership for Transportation Innovation and 
                                                       Opportunity.

                                 
   Letter of September 12, 2023, to Hon. Eric A. ``Rick'' Crawford, 
Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee 
on Highways and Transit, from John Samuelsen, International President, 
 Transport Workers Union of America, AFL-CIO, Submitted for the Record 
                   by Hon. Eric A. ``Rick'' Crawford
                                                September 12, 2023.
The Honorable Rick Crawford,
Chair,
Subcommittee on Highways and Transit, Committee on Transportation and 
        Infrastructure, U.S. House of Representatives.
The Honorable Eleanor Holmes Norton,
Ranking Member,
Subcommittee on Highways and Transit, Committee on Transportation and 
        Infrastructure, U.S. House of Representatives.
    Dear Chair Crawford and Ranking Member Norton,
    On behalf of more than 155,000 members of the Transport Workers 
Union of America (TWU), I am writing to share our views as part of the 
record for your subcommittee's hearing on The Future of Automated 
Commercial Motor Vehicles: Impacts on Society, the Supply Chain, and 
U.S. Economic Leadership. We appreciate your subcommittee's efforts to 
highlight the effects this technology could have on our workforce and 
our economy.
    As the TWU testified before your subcommittee in February 2022, our 
members strongly support the integration of pro-worker, pro-safety 
technology into our transportation systems--including proven autonomous 
features like automatic emergency braking which assists operators to 
more safely conduct their work. The TWU has publicly joined with other 
unions and the broader transportation community to call on Congress to 
take the necessary steps to oversee and regulate autonomous vehicles at 
the federal level. We believe that comprehensive legislation to 
establish a federal framework for these vehicles--one that prioritizes 
safety and the high-quality jobs in our transportation systems--is past 
due.
    It is not possible to create good public policy on autonomous 
vehicles (AVs) without directly addressing the issues this technology 
poses in the commercial sector--including trucking, hazardous materials 
movement, and public transportation. In July 2023, in a letter to the 
Energy & Commerce Committee, the TWU strongly argued for more involved 
from the Transportation & Infrastructure Committee to ensure that any 
legislation on this topic include commercial motor vehicles and 
directly address workforce and public safety issues that are being 
created by increasingly automated vehicles. Absent a comprehensive 
framework to govern the development, testing, and deployment of AVs, we 
run the risk of undermining the existing level safety on our roads, as 
well as hundreds of thousands of high-quality jobs operating and 
maintaining the existing commercial motor vehicle fleet.
    TWU members in San Francisco, CA are seeing first hand the 
disruption unregulated, untested AVs can create for public 
transportation and public safety workers. Across that city, our members 
have seen accidents, injuries, traffic jams, emergency services 
delayed, law enforcement confusion, blocking access to crime scenes, 
recalls, and the death of one pet as these companies treat our streets 
and our people as their personal testing range. Scaling up this 
lackadaisical model of oversight to include commercial vehicles would 
not only upscale these problems, but would also threaten good jobs for 
the workers currently operating public transportation and other 
commercial vehicles.
    It is our hope that Congress can pass bipartisan AV legislation in 
near future that establishes meaningful safety and worker protections 
for the industry. This legislation should recognize that humans are an 
essential, non-optional piece of vehicle safety; require that operators 
have the ability to take control of vehicles when automation fails; 
prioritize pro-worker, pro-safety technologies that advance jobs and 
safety over untested ones which threaten to undermine these goals; 
demand robust safety performance data collection and review for all AV 
manufacturers and operators; and ensure that workers have a strong 
voice in implementing these new technologies, both in public policy and 
on-the-ground decision-making.
    The TWU appreciates your work to advance serious AV legislation 
which puts workers first in this technological transition.
            Sincerely,
                                            John Samuelsen,
  International President, Transport Workers Union of America, AFL-
                                                               CIO.

                                 
Statement of the International Brotherhood of Teamsters, Submitted for 
                the Record by Hon. Eleanor Holmes Norton
    On behalf of our 1.2 million members, the International Brotherhood 
of Teamsters submits the following statement regarding the 
Subcommittee's hearing entitled ``The Future of Automated Commercial 
Motor Vehicles: Impacts on Society, the Supply Chain, and U.S. Economic 
Leadership''.
    The Teamsters Union is proud to represent hundreds of thousands of 
members in every corner of the nation who drive for a living, including 
trucks, transit vehicles, and other specialized commercial motor 
vehicles. The testing and deployment of autonomous or partially 
autonomous trucks presents critical questions and challenges for both 
our membership, as well as this Committee and federal regulators.
    As the Committee hears testimony today on the state of autonomous 
trucking, the Teamsters Union calls on members to consider not just the 
status of automated trucking technology as advertised by manufacturers, 
but the totality of salient and essential issues related to its use and 
the Committee's role in the future of the technology.
    To date, both Congress and regulators have yet to enact a 
meaningful federal framework to assess, regulate and oversee automated 
vehicles of any stripe. The implications of a lack of federal oversight 
have made itself readily apparent as AV testing and deployment of 
certain vehicles has expanded. In recent weeks, technology failure of 
Cruise's automated robotaxis in San Francisco has resulted in 
preventing first responders from quickly transporting a critically 
injured pedestrian, who later died, to a hospital. The San Francisco 
Fire Department reported that the interference ``contributed to a poor 
patient outcome, delaying the definitive care required in severe trauma 
cases''.\1\ Teamsters Local 350 members, representing sanitation 
workers in the city, have reported numerous incidents involving 
malfunctioning Cruise vehicles, including a recycling truck driver who 
was unable to move his vehicle after it was pinned in by immobilized 
robotaxis.
---------------------------------------------------------------------------
    \1\ https://www.sfgate.com/bayarea/article/cruise-cars-reportedly-
block-first-responders-18343475.php
---------------------------------------------------------------------------
    While no developing technology is perfect, the stakes are 
immeasurably higher for automated 80,000 pound trucks, wherein the 
severity of a crash poses risks of several orders higher magnitude than 
a light duty passenger car. Congress must appreciate these risks, and 
its role in mitigating them going forward. Importantly, the Teamsters 
do not oppose the responsible testing of new technologies, particularly 
technologies used in conjunction with human operators to improve 
safety, and we have long been on the forefront of the adoption of such 
development. However, it is critical that legislators and regulators do 
not continue to permit a ``Wild West'' testing and deployment 
environment in which states and local jurisdictions bear all 
responsibility for the safety of these operations.
    In the House, Congressional jurisdiction as it relates to 
autonomous trucking is substantially bifurcated. Recently, the House 
Energy and Commerce Committee's Subcommittee on Innovation, Data, and 
Commerce held a hearing on legislation under its purview. These bills 
largely deal with issue concerning manufacturing standards and 
regulations relating to vehicle equipment. While we remain engaged with 
those important efforts, the work of this Committee will be of no less 
importance, particularly as it relates to the trucking industry. Issues 
surrounding the Federal Motor Carrier Safety Administration's issuance 
and revocation of operating authorities, vehicle inspections, safety 
ratings and operator licensing for autonomous trucking are all worthy 
of legislative consideration.
    Further, this Committee's jurisdiction also extends to 
considerations of workforce impacts, if and when automated trucking 
technologies change or otherwise impact existing professions in the 
industry. It is our strong belief that any Congressional activity on 
vehicle automation that does not also consider these issues will be 
inherently deficient.
    To this end, for the first time in the history of the International 
Brotherhood of Teamsters, this week we have put forth our ``Autonomous 
Vehicle Federal Policy Principles''. This attached document offers a 
pro-safety, pro-worker path forward as automated trucks are tested and 
deployed. We look forward to working with this Committee to implement 
these recommendations into future efforts as the need for a robust 
federal framework becomes increasingly apparent.

                                                         Attachment
                 International Brotherhood of Teamsters
              Autonomous Vehicle Federal Policy Principles
For the first time in our history, the International Brotherhood of 
Teamsters is releasing an ``Autonomous Vehicle Federal Policy 
Principles'' framework, a guiding document for federal policymakers as 
they continue to address issues surrounding autonomous vehicles (AVs).

As a union that represents hundreds of thousands of workers who turn a 
key for a living, and the only union substantially representing 
commercial truck drivers, the Teamsters have a deep interest in the 
outcome of federal AV regulation and legislation. This includes 
consideration of safety and workforce impacts to our members, the 
millions of other Americans who operate a vehicle for their 
livelihoods, and the public, who are increasingly asked to share the 
road with AVs.

Federal laws and regulations that do not meaningfully address the 
operations and effects of AVs will result in catastrophic impacts on 
American workers and risk increasing preventable roadside fatalities. 
The Teamsters are committed to working with Congress and federal 
regulators on a path forward that prioritizes both workers and safety. 
On behalf of our members and the American people, we strongly urge the 
adoption of the proposals contained within the International 
Brotherhood of Teamsters' ``Autonomous Vehicle Federal Policy 
Principles.''

                               __________
                         Regulating the Vehicle
    The federal government has authority over vehicle manufacturing and 
performance standards and must apply these authorities to AVs. 
Legislation should mandate:

      Federal Motor Vehicle Safety Standards (FMVSS) address 
the design, construction, and performance of highly-automated vehicles 
and automated driving systems (instead of regulating by waiver).
        This must include object and event detection and 
response, how a vehicle responds when its tech fails, how a vehicle 
interacts with an operator, and what a vehicle does post-accident 
(including interaction with law enforcement).
        New FMVSS should differentiate between types of AVs--a 
one size fits all approach for automated light duty passenger vehicles, 
transit buses, and 26,000 lb. trucks is not appropriate.
        FMVSS for commercial motor vehicles must preserve the 
traditional operating equipment for a human driver.
        A new FMVSS must standardize components of Heads-Up-
Display modules.
      Standards for AV testing, and prohibitions on AVs from 
being sold until safety requirements are satisfied.
        Including public disclosure of approval for testing and 
sale.
      Requirements for the Operational Design Domain (ODD) of 
an automated vehicle, prohibiting an autonomous system from operating 
in an ODD for which it has not been approved.
      Installation of data recorders on all autonomous vehicles 
that records performance information that could be made available to 
DOT and/or National Transportation Safety Board, with attendant 
protections against using data to discipline a human operator.
      Required reporting on incidents involving AVs, as per 
National Highway Traffic Safety Administration Standing General Order 
2021-01.
        Reporting should also include any incidents of re-
engagement by the human operator, and data must also be made publicly 
available.
      The requirement of manufacturers to inform consumers of 
the capabilities and limitations of highly-automated vehicles and 
partially-automated vehicles, including any changes to such 
capabilities and limitations that may result from software updates to 
such vehicles, as well as clear information on when over-the-air 
updates occur.
      Rulemaking on cybersecurity, including protections 
against unlicensed/unauthorized access to wireless technology.
      New standards applicable to AVs for the vehicle 
inspections required by the Federal Motor Carrier Safety Administration 
(FMCSA), including roadside and pre-trip inspections.
      Prohibition on the procurement of transit bus models that 
have not been approved by DOT via the Bus Testing Program.
                        Regulating the Operator
    FMCSA regulates the driver of commercial vehicles, and the 
circumstances and safety conditions in which they operate. In this 
regard, Congress should require that:

      A human operator must remain in all AVs, regardless of 
the Society of Automotive Engineers (SAE) automation level.
      A human operator of an AV must remain subject to DOT 
Commercial Driver's License (CDL) requirements, hours of service 
limitations, and all other protections that affix to non-autonomous CDL 
drivers.
                         Regulating Operations
    The DOT and FMCSA possess numerous regulatory authorities related 
to both the safe operations of vehicles and the ability of carriers to 
receive authority to begin and continue operations. Existing regulation 
does not differentiate between traditional and autonomous vehicles in 
this regard, and must therefore be amended to provide meaningful 
insight into the safety of new autonomous operations, including 
requiring that:

      Safety and Fitness Electronic Records listings include 
the amount of SAE Level Four and Five vehicles in use at any particular 
carrier; Compliance, Safety, Accountability Safety Ratings specifically 
and explicitly rate the safety performance of any AVs in a fleet.
      FMCSA have the ability to revoke operating authority for 
the use of AVs by any operator at its discretion due to safety issues.
      Incident data involving an AV be separately categorized 
within Motor Carrier Management Information System reporting.
      FMCSA's National Consumer Complaint database explicitly 
solicits complaints concerning AVs.
      Carriers wishing to deploy AVs report where they are in 
use, and in what function.
      Any application for operating authority using an AV be 
made available for public review.
      Fully automated driver-out operations are not permissible 
for the carriage of hazardous materials.
                      Interaction With Other Laws
    Congress must consider issues that may arise from the relationship 
between existing law and the efforts to legislate and regulate AVs.
      Any state or local laws, regulations or other 
requirements that conflict with or provide lesser protections than the 
provisions and requirements in these principles shall yield to these 
provisions and shall be superseded by the provisions herein. However, 
state or local regulations requiring greater protections such as (but 
not limited to) requiring a) additional human operators and monitors b) 
greater licensing standards; c) greater insurance requirements; d) 
greater restrictions on locations and times for the use of autonomous 
vehicles shall not be preempted provided they are not inconsistent with 
the purpose of maximizing public safety and protecting and preserving 
human control and supervision over autonomous vehicles.
      Liability for accidents involving AVs should be properly 
assigned to liable parties--such as the vehicle manufacturer or 
automated system manufacturer where appropriate.
                           Workforce Impacts
    Congress cannot entertain any legislative package dealing with AVs 
that does not directly and forcefully address issues related to the 
workforce, and any changing operational or economic conditions that 
occur as the result of AV commercialization. This should include:

      Creating a wage replacement program for workers who are 
displaced, modeled on Trade Adjustment Assistance.
      Creating grant programs for impacted workers, including 
training on new technologies for individuals whose job functions may 
change (such as mechanics) as well as reskilling for workers who are 
displaced.
      Requiring any recipient of federal funding or holder of 
FMCSA operating authority, or recipient of federal transit funding to 
publicly disclose the planned use of AVs and its expected workforce 
impacts, and that this information must separately be delivered to any 
impacted collective bargaining unit.
      The conditioning of DOT grants on responsibilities to 
employees impacted by automation include the creation of 13(c)-like 
protections that preserve collective bargaining rights, where such 
protections do not currently exist.
      That the DOT, Dept. of Labor, and other relevant agencies 
study the economic impacts of vehicle automation on issues beyond 
driver displacement, including impacts of lost tax revenue and impacts 
to supply chain-connected businesses like rest stops.

                                 
   Letter of September 13, 2023, to Hon. Eric A. ``Rick'' Crawford, 
Chairman, and Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee 
   on Highways and Transit, from Nathaniel F. Wienecke, Senior Vice 
President, American Property Casualty Insurance Association, Submitted 
                 for the Record by Hon. Rudy Yakym III
                                                September 13, 2023.
The Honorable Rick Crawford,
Chair,
House Transportation and Infrastructure, Subcommittee on Highways and 
        Transit, Washington, DC 20515.
The Honorable Eleanor Holmes Norton,
Ranking Member,
House Transportation and Infrastructure, Subcommittee on Highways and 
        Transit, Washington, DC 20515.

Re:  House Subcommittee on Highways and Transit Hearing: The Future of 
Automated Commercial Motor Vehicles: Impacts on Society, the Supply 
Chain, and U.S. Economic Leadership, September 13, 2023

    Dear Chairman Crawford and Ranking Member Norton,
    Automated vehicles hold great promise to save lives by reducing the 
number of deaths and accidents on our nation's roads. Nonetheless, 
vehicle accidents and damage to vehicles will continue to happen. On 
behalf of the American Property Casualty Insurance Association (APCIA) 
and our nearly 1200 member companies, I write to highlight that to 
protect people and property, vehicle liability insurance must remain an 
indispensable part of vehicle risk management. As it has been for over 
a century, insurance remains the most effective means to fairly and 
efficiently compensate crash victims.
    As your committee discusses the ``The Future of Automated 
Commercial Motor Vehicles'' in today's hearing, APCIA continues to urge 
policymakers to maintain a focus on roadway safety; support the 
continued primacy of state regulation of insurance and liability 
issues; and ensure that vehicle owners control and can grant access to 
vehicle-generated data.
Data Access and Innovation
      To support data access, vehicle owners must be able to 
control and grant access to vehicle-generated data on a real-time and 
secure basis.
      To support innovation in motor vehicle technology, 
insurers will need to have reasonable access to information to identify 
a vehicle equipped with advanced technology systems, including common 
terminology addressing the type of technology on board a vehicle.
      Insurers need access to this information to develop 
products and underwriting methods to meet the needs presented by the 
changing nature of the risk and to obtain regulatory approval to bring 
those products to market as well as efficiently handling claims.
      Accident data, as well as pictures and video from an 
automated driving system should be available to federal and state 
transportation regulators, law enforcement, the parties to an accident, 
insurers and authorized representatives of parties to an accident. The 
data should be available on reasonable terms to allow for prompt 
accident investigation and resolution of claims for damage and injury 
arising from the accident.
Safety
      The increased automation of driving functions will mean 
that, over time, some motor vehicle laws and regulations may need to be 
changed. Nonetheless, all vehicles must continue to meet all federal 
and state safety requirements and be capable of complying with all 
state motor vehicle laws.
      Any exceptions to existing auto safety laws and motor 
vehicle safety standards should be exceedingly rare and limited to only 
the highest levels of automated driving and should clearly define the 
levels of automation to which the modification applies. Exceptions 
should not be made for collision protection standards or, indeed, any 
human safety features.
      Automated and connected vehicle systems must be hardened 
against cyber-attack.
Primacy of State Regulation on Insurance and Liability Issues
      Insurance will continue to be regulated on a state-by-
state basis. This regulatory framework should be maintained.
      Liability apportionment should remain with the states.
      State legal systems should be allowed to adapt to ensure 
accident victims are appropriately compensated. The U.S. legal system 
has proven to be very adaptable to new technology.

    APCIA looks forward to continuing our work with you and your 
colleagues on this important issue.
            Sincerely,
                                     Nathaniel F. Wienecke,
       Senior Vice President, American Property Casualty Insurance 
                                                       Association.


                                Appendix

                              ----------                              


  Question from Hon. Rick Larsen to Chris Urmson, Cofounder and Chief 
               Executive Officer, Aurora Innovation, Inc.

    Question 1. Mr. Urmson, during your testimony you discussed the 
difference between an advanced driver assistance system (ADAS) 
technology and Automated Driving System (ADS). There remains a lot of 
confusion between these different technologies and the level of 
assistance they provide drivers. This confusion can hamper the 
advancement and adoption of autonomous vehicles, as well as lead to 
unsafe conditions for every road user.
    How would greater transparency on the actual capabilities of ADAS 
and ADS technology educate the public, support innovation, and mitigate 
safety concerns?
    Answer. Ranking Member Larsen, thank you for the question. Aurora 
agrees that conflation between levels of driving automation systems has 
caused public confusion that has the potential to hinder the deployment 
and adoption of autonomous vehicles (AVs) on U.S. roads. We believe 
greater understanding regarding the capabilities of distinct driving 
automation technologies can lessen this confusion and that industry and 
all levels of government can support this endeavor. At its most basic 
level, this can be achieved by Congress, or the appropriate Federal 
agency, explicitly prohibiting the use of the terms ``self-driving 
vehicle/truck/car'' and ``autonomous vehicle/truck/car'' from being 
used by those entities marketing SAE Level 1 or Level 2 systems.\1\
---------------------------------------------------------------------------
    \1\ See SAE J3016, Taxonomy and Definitions for Terms Related to 
Driving Automation Systems for On-Road Motor Vehicles (April 2021).
---------------------------------------------------------------------------
    It is critical to distinguish the Aurora Driver, which is being 
developed as an SAE Level 4 automated driving system (ADS), from SAE 
Levels 1 and 2 driver support features and advanced driver assistance 
systems (ADAS).
    SAE International developed the six Levels of Driving Automation to 
clarify the role of a human driver, if any, when the driving automation 
technology is engaged. This taxonomy has also been endorsed by the U.S. 
Department of Transportation (USDOT) in its repeated guidance to 
companies developing, testing, and operating ADS-equipped vehicles on 
public roads. We encourage Congress and the Administration to 
communicate clearly to the American public a basic distinction about 
the differences in these systems: the need for a human in any portion 
of the driving task. If a human driver seated in the vehicle must 
supervise the system or complete any portion of the driving task at any 
time while the driving automation system is engaged, then the system 
should be branded as a ``driver assistance technology,'' not 
``autonomous'' or ``self-driving''.
    To illustrate, technologies classified as Levels 1 and 2 driving 
automation systems, including ADAS, are driver support features and are 
widely available in vehicles sold in the U.S. market today. These 
technologies, including automatic emergency braking and lane-keeping 
assistance systems, require constant supervision by the human driver in 
order to maintain safety at all times. Technologies classified as Level 
3 ADS are conditional driving automation, meaning that while the human 
driver does not need to supervise the driving automation system while 
it is engaged, they are still expected to intervene and respond 
appropriately when the system requests so or a performance-relevant 
system failure occurs. On the other hand, AVs operate with a Level 4 or 
5 ADS, meaning when the ADS is engaged, a human seated in the vehicle 
is a passenger and will not be required to take over the driving task 
in any situation.
    The language and definitions USDOT uses in regulations, orders, and 
guidance will drive the public discourse and need to be clear for all 
stakeholders. Consistent definitions for driving automation technology 
are incredibly important to ensure neither regulations nor the public 
conflate vehicles using Levels 1, 2, and 3 technology with those using 
Levels 4 and 5. In addition, industry must support educating the public 
on these distinct technologies and the extent of their capabilities. 
For its part, Aurora will continue investing in an elevated public 
discourse on these topics. For example, Aurora is a founding member of 
PAVE, the Partnership for Automated Vehicle Education, a coalition of 
industry, nonprofits, and academics aimed at educating the public and 
policymakers on autonomous technologies, because we believe engagement 
and education regarding levels of driving automation is so important 
for all stakeholders. We are also members of the Autonomous Vehicle 
Industry Association, American Trucking Associations, Consumer 
Technology Association, TechNet, and other trade associations in order 
to engage on these matters across industries.
    Thank you again for the opportunity. We look forward to continued 
work with the Subcommittee as it addresses these important issues and 
supports safety, innovation, and jobs across the United States.

  Questions from Hon. Rick Larsen to Chris Spear, President and Chief 
           Executive Officer, American Trucking Associations

    Question 1. As we consider the development of autonomous trucks and 
potential federal legislation, we must ensure that any framework does 
not interfere with the movement of goods across our borders.
    Have your member organizations begun working with regulators or AV 
companies in Canada or Mexico? How should federal regulations deal with 
autonomous trucks that may be following different national standards?
    Answer. ATA's membership includes AV trucking developers based in 
Canada, and ATA's members have been working with the Commercial Vehicle 
Safety Alliance (CVSA) on law enforcement inspection standards for 
automated trucks that could be applied consistently within the U.S., 
Canada, or Mexico. However, more work is needed to coordinate with 
Canadian and Mexican regulators to establish a framework for crossing 
jurisdictions. Several ATA members are engaging with the U.S. Border 
Patrol due to their automated truck operations near the U.S.-Mexico 
border, and this may help the AV industry learn if/how regulations 
impact what is feasible.

    Questions from Hon. Rick Larsen to Catherine Chase, President, 
                 Advocates for Highway and Auto Safety

    Question 1. Currently, autonomous vehicle manufacturers are only 
required to disclose to the Department of Transportation when their 
``driver'' is engaged and involved in a crash. NHTSA and FMCSA have 
launched several voluntary information sharing efforts. Greater 
transparency improves public confidence and helps identify problematic 
trends earlier.
    Question 1.a. What information should autonomous vehicle 
manufacturers be required to disclose to the government and make 
available to the public?
    Answer. Advocates for Highway and Auto Safety (Advocates) has been 
at the forefront of furthering proven and lifesaving technologies to 
prevent crashes and reduce the motor vehicle crash fatality and injury 
toll since our founding over three decades ago. Automated, or 
autonomous, vehicles (AVs) and automated commercial motor vehicles 
(ACMVs) may be able to contribute to this goal in the future. However, 
this outcome will not be achieved in the absence of effective 
regulations setting minimum performance standards, as well as thorough 
transparency, strong government oversight, and AV and ACMV industry 
accountability.
    Advocates supports the National Highway Traffic Safety 
Administration (NHTSA) obtaining valuable data involving vehicles 
equipped with Level 2 advanced driver assistance systems (ADAS) and 
automated driving systems (ADS) through Standing General Order 2021-01 
(SGO). The agency indicates that it believes the frequency of crashes 
equipped with these systems will increase. This unique information can 
help the agency identify common problems or systemic issues with 
certain vehicles and/or equipment. According to data collected by the 
SGO (as of October 13, 2023), there have been approximately 382 crashes 
involving ADS and 1,076 with ADAS. These include 28 crashes resulting 
in a fatality. While it is important that NHTSA continues to collect 
this data, Advocates supports enhancing the SGO as outlined by several 
Members of Congress in the two attached letters sent to the agency on 
February 28, 2023, and September 19, 2023.
    Furthermore, the U.S. Department of Transportation (DOT) must 
establish a database for ACMVs that includes such information as the 
vehicle's identification number; manufacturer, make, and the level of 
automation of each automated driving system with which the vehicle is 
equipped; the operational design domain (ODD) of each automated driving 
system; and, the Federal Motor Vehicle Safety Standard (FMVSS), if any, 
from which the vehicle has been exempted.
    The fact remains that there is scant independently verifiable data 
that ACMVs can operate safely on any road or help to address any of the 
Nation's longstanding supply chain issues. Furthermore, we already know 
from real world experience the limitations, mistakes, defects, 
failings, and faults of self-driving technologies currently in 
passenger vehicles. It would be irresponsible and an abrogation of 
safety to allow self-driving trucks, weighing 80,000 pounds and 
traveling at high speeds to operate on streets and highways with cars, 
motorcycles, and other road users without U.S. DOT first collecting the 
requisite data and meeting basic minimum performance requirements 
established with federal government standards.

                              Attachments

                     Congress of the United States,
                                      Washington, DC 20515,
                                                 February 28, 2023.
Ann Carlson,
Acting Administrator,
National Highway Traffic Safety Administration, 1200 New Jersey Avenue, 
        SE, Washington, DC 20590.
    Dear Acting Administrator Carlson:
    Congratulations on the announcement that President Biden intends to 
nominate you as the National Highway Traffic Safety Administration 
(NHTSA) Administrator. We share your commitment to keeping people safe 
on our nation's roads and highways. We appreciate the work of NHTSA to 
protect consumer safety as new vehicle technologies and innovations 
emerge. The Standing General Order (SGO) 2021-01 issued in June 2021 is 
a good first step, and we urge you to take further action at a time 
when far too many lives are lost on America's roads each year.
    Data obtained through the SGO from July 2021 to January 2023 have 
revealed at least 18 crashes resulting in a fatality involving 
Automated Driving Systems (ADS) or Advanced Driver Assistance Systems 
(ADAS). It is essential that NHTSA continues to collect and evaluate 
data involving these technologies to keep the public safe. Furthermore, 
stakeholders, including the public, must have the opportunity to review 
this data without unnecessary opaqueness which can significantly hamper 
its usefulness. As such, we encourage NHTSA to take the following 
actions to strengthen the effectiveness of the SGO:
      The SGO expires in 2024 and a change in leadership at 
NHTSA could result in the SGO being rescinded. Therefore, the agency 
should eliminate the expiration date of the SGO.
Data Integrity
      Many of the crash reports provided to the public include 
numerous missing or ``unknown'' data points. This information is 
important to fully understand and evaluate an incident, because it 
includes, for example, roadway surface condition, lighting, crash 
partner description, and highest injury severity. Manufacturers must be 
required to review independent resources such as police accident 
reports to obtain this missing information and submit it to NHTSA. In 
addition, all available visual evidence involving these crashes 
including photographs and videos must be included in the reports. In 
gathering such additional data necessary for NHTSA to comply with its 
motor vehicle safety mandate, NHTSA must ensure that appropriate 
privacy safeguards are in place to protect personal information from 
misuse.

      NHTSA should require manufacturers to record (and make 
available to NHTSA in a standardized format) privacy-preserving, 
anonymized data that characterizes driver and vehicle performance 
before and during an ADS- or Level 2 ADAS-involved crash that must be 
reported pursuant to the SGO. Such data should enable automatic 
notification of these crashes to the manufacturer, which should be 
immediately reported to NHTSA.

      NHTSA should establish performance standards for, and 
require all new vehicles to include, driver monitoring systems that 
will minimize driver disengagement, prevent automation complacency, and 
account for foreseeable misuse of L2+ automation systems. Vehicles 
equipped with L2+ automation systems should record data related to the 
performance of driver monitoring systems to enable research on and 
improvement of L2+ systems.\1\ Such data recording should protect 
personal information from misuse.
---------------------------------------------------------------------------
    \1\ These suggestions are in line with recommendations from the 
National Transportation Safety Board (NTSB) in the report on the March 
23, 2018 Mountain View, California crash.

      NHTSA should combine records for each crash enabling more 
ready access to and processing of the data. Currently, crashes in the 
database can have multiple records as more information is obtained 
about the incident. While it is important that NHTSA provide as much 
information as possible about each crash, these multiple records can 
lead to confusion.
Transparency
      The crash narratives provided to the public are heavily 
redacted and it appears that the redactions may not be limited to 
information that is confidential business information (CBI). Other 
variables in the dataset are also heavily redacted including whether 
the ADAS/ADS was operating within its operational design domain (ODD), 
the ADAS version, and crash location specific information. Information 
which is essential to evaluating the performance of Level 2 ADAS / ADS 
equipped vehicles should not be withheld from the public because 
industry alleges it is CBI. NHTSA needs to reevaluate its process for 
determining what information should be redacted from crash narratives 
and other publicly available information, including its process for 
determining whether information is CBI. The agency should establish 
objective criteria that increase transparency and should create clear 
timelines for CBI determinations. These determinations musts be timely, 
and the public should be provided transparent updates on the status of 
the determinations as well as explanations of the results. The agency 
should appoint a lead expert, separate from the Chief Counsel, to be in 
charge of the process who is responsible for the careful review and 
analysis of all data elements including narratives.

      The SGO data as presented are not comparable to any other 
crash data sets available from the agency. This lack of context not 
only impedes the ability for the public to contextualize the 
information being provided but also can and already has led to 
misleading reporting. The agency must work with other agencies (such as 
the Federal Highway Administration) or organizations (such as the 
Transportation Research Board), and manufacturers to collect some form 
of exposure data (such as vehicle miles traveled or ODD) to complete 
the picture for the public.

      Additionally, with the proliferation of unregulated ADAS 
systems into the vehicle fleet and increasing testing of ADS, it will 
benefit safety research for the existing crash data collection systems 
utilized by NHTSA to better identify ADAS and ADS vehicles involved in 
crashes to enable the analysis of the performance and/or failures of 
such systems.
Compliance
      The SGO should include and identify all companies 
employing remote drivers during any point in the operation.

      NHTSA must regularly review and update the list of 
companies subject to the SGO. The agency must ensure compliance with 
the SGO by all subjected companies.

      If companies are not complying with the SGO, NHTSA must 
use its statutory authority to rectify this issue. Mandatory compliance 
by companies should also include any follow-up information requested by 
the agency.

    Thank for your attention to this important matter. We respectfully 
request that you provide a response within 30 days detailing actions 
the agency will take to strengthen the SGO.
            Sincerely,
                                            Jan Schakowsky,
       Ranking Member, House Subcommittee on Innovation, Data, and 
                  Commerce, House Committee on Energy and Commerce.
                                              Kathy Castor,
      Member, House Subcommittee on Innovation, Data, and Commerce,
                            House Committee on Energy and Commerce.
                                               Lori Trahan,
      Member, House Subcommittee on Innovation, Data, and Commerce,
                            House Committee on Energy and Commerce.
                               __________
                     Congress of the United States,
                                      Washington, DC 20515,
                                                September 19, 2023.
The Honorable Ann Carlson,
Acting Administrator,
National Highway Traffic Safety Administration, 1200 New Jersey Avenue, 
        SE, Washington, DC 20590.
    Dear Administrator Carlson,
    We write to you today because we have serious safety concerns about 
the lack of data being collected by the Federal government with respect 
to autonomous vehicles (AVs) now operating freely on the streets of San 
Francisco, California, and elsewhere around the country. We 
respectfully ask the National Highway Traffic Safety Administration 
(NHTSA) to improve its data collection requirements on automobile 
manufacturers so that policymakers and regulators have the information 
they need to keep our constituents safe and minimize disruptions to 
their daily lives, and so that the American people can feel confident 
in this exciting and important new technology.
    Over the past several years, technology companies and automobile 
manufacturers have made tremendous strides toward a future where safe 
and reliable AVs are a reality. But we are not there yet. As 
sophisticated as such software is becoming, AVs on the streets of San 
Francisco, which we both represent, have been having challenges in 
addressing complex real-world situations, such as navigating road work 
zones and reacting to the temporary outage of signals. When AVs 
malfunction, they frequently shut down in place, which has resulted in 
the vehicles obstructing public transit routes, blocking intersections 
and the normal flow of traffic, and preventing first responders from 
reaching people in need.
    On August 10, 2023, the California Public Utilities Commission 
(CPUC) voted to allow Cruise and Waymo to operate and charge for on-
demand paid rides in driverless vehicles (dubbed ``robotaxis'') at all 
times in San Francisco,\1\ thereby expanding their use dramatically 
throughout the city. Even before then, almost 600 incidents had been 
reported to San Francisco officials since the launch of robotaxis, but 
the city and county believes this is a fraction of actual incidents. In 
the months before the CPUC decision, such incidents had skyrocketed 
from no more than about 30 per month to more than 120 in June 2023 
alone (the last month for which data is available).\2\ AV car companies 
do not fully disclose the location, number of, or duration of these 
incidents, but San Francisco reports, and independent reporting has 
verified, that they can last up to several hours and have occurred not 
only throughout the city but also in San Mateo County and in other 
counties in the Bay Area.\3\
---------------------------------------------------------------------------
    \1\ ``CPUC Approves Permits for Cruise and Waymo To Charge Fares 
for Passenger Service in San Francisco,'' California Public Utilities 
Commission, August 10, 2023, https://www.cpuc.ca.gov/news-and-updates/
all-news/cpuc-approves-permits-for-cruise-and-waymo-to-charge-fares-
for-passenger-service-in-sf-2023.
    \2\ ``CPUC Status Conference: Safety Issues Regarding Driverless AV 
Interactions with First Responders,'' City and County of San Francisco, 
August 7, 2023, https://www.sfmta.com/sites/default/files/reports-and-
documents/2023/08/2023.08.07_cpuc_status_conference_8.7.2023_
final.pdf.
    \3\ Harsha Devulapalli, ``Map shows every crash involving 
driverless cars in San Francisco,'' San Francisco Chronicle, August 29, 
2023, https://www.sfchronicle.com/projects/2023/self-driving-car-
crashes/.
---------------------------------------------------------------------------
    AV incidents are not merely an inconvenience; they endanger the 
lives of passengers, other drivers, pedestrians, and even individuals 
with no proximity to the vehicles who require emergency services. Just 
eight days after the CPUC-approved expansion, on August 18, the 
California Department of Motor Vehicles ordered Cruise to cut its fleet 
in half following a crash involving a fire truck that resulted in the 
hospitalization of a Cruise passenger. The San Francisco Fire 
Department (SFFD) has also logged about 50 incidents in 2023 alone 
where AVs were obstructing fire station ingress and egress, came in 
contact with or nearly missed personnel or equipment, or were intruding 
on or exhibiting unpredictable operations near an SFFD response zone. 
SFMTA has also reported incidents of Muni vehicles being unable to pass 
obstructing AVs, which hinders the normal functioning of the transit 
system and disrupts the schedules of countless riders in the process.
    Neither CPUC nor any other state or Federal agency has the data it 
needs to evaluate the safety of AVs overall, between manufacturers, or 
as compared to manually operated motor vehicles. We are pleased that 
NHTSA issued a General Standing Order (SGO) on this issue in June 2021, 
and most recently amended it on April 5, 2023, requiring manufacturers 
of Levels 3 through 5 Automated Driving Systems to report crash 
information to the agency.\4\ However, there are several limitations to 
this data. Incidents that did not end in a ``crash'' but did involve 
downstream individuals are not accounted for in the current SGO. So, 
for example, a vehicle that shuts down in the middle of a street, 
blocking first responders from being able to reach an individual whose 
life is threatened need not be reported, despite likely resulting in 
``deaths and injuries resulting from traffic accidents.'' \5\ Moreover, 
NHTSA has not asked for sufficient information from manufacturers to be 
able to do data normalization to compare systems, so it is currently 
impossible to accurately evaluate the relative safety of different 
manufacturers. They are not required to submit how many of their 
vehicles are on the road, the number of vehicles operating, or the 
miles traveled.\6\
---------------------------------------------------------------------------
    \4\ Standing General Order 2021-01, Second Amended, April 5, 2023.
    \5\ 49 U.S.C. Sec.  30101.
    \6\ ``Summary Report: Standing General Order on Crash Reporting for 
Automated Driving Systems,'' National Highway Traffic Safety 
Administration, Department of Transportation, June 2022, https://
www.nhtsa.gov/sites/nhtsa.gov/files/2022-06/ADS-SGO-Report-June-
2022.pdf.
---------------------------------------------------------------------------
    NHTSA has statutory authority to proactively require motor vehicle 
manufacturers to hand over data to prevent personal injury, death, and 
property damage.\7\ Meanwhile, AVs already collect detailed information 
about every moment they operate and, for the most part, that data is 
sent to manufacturers' computer systems for analysis and aggregation. 
We believe NHTSA should require companies to report incident 
information on a detailed and standardized basis so that the safety 
record of these vehicles is fully understood and so that companies may 
be evaluated relative to each other and held accountable. For example, 
NHTSA could require manufacturers to submit reports on vehicle 
retrieval events, emergency response interference events, and lane 
obstruction events that affect public roads but also bike lanes and 
lanes designated for transit vehicles. The agency should also collect 
information on the response of vehicles to events that are infrequent 
but likely to occur at least several times over the course of a 
vehicle's operational lifetime, such as traffic signal outages, 
cellular network outages, and disaster situations.
---------------------------------------------------------------------------
    \7\ 49 U.S.C. Sec.  30166(g)(l)(A); 49 U.S.C. Sec.  30166(e), (g); 
49 C.F.R. Part 510.
---------------------------------------------------------------------------
    NHTSA has acknowledged in briefings that the data the agency is 
currently requiring from manufacturers is insufficient to determine the 
broader safety of AV technology or to evaluate the safety of specific 
AV models as compared to manually operated motor vehicles. We urge you 
to go further than your most recent SGO amendment to enable the 
comparison of companies' safety records, and to ask for information 
that would allow for regulators and the public to draw broader safety 
conclusions.
    If you do have new plans to issue an updated standing order, please 
share them with us and the public so we can be confident that NHTSA is 
taking action. We believe you have the authority you need, but if for 
some reason you do not feel you have the authority to act, please share 
with us what changes in the law you would need to take appropriate 
action.
    The improved collection of safety data would provide regulators at 
all levels of government with the clearer picture needed to further 
implement safeguards--and it could provide the public with more 
confidence in the safety of this new and important technology. We 
believe AVs will one day provide safe transportation to millions of 
people and dramatically reduce traffic and pedestrian deaths, both of 
which are needlessly high. In the meantime, we need to bring more 
transparency to this groundbreaking sector.
    On behalf of our constituents, thank you for your attention to this 
matter of concern.
            Best regards,
Kevin Mullin,
  Member of Congress.
Nancy Pelosi,
  Member of Congress.

                           [End attachments]

    Question 1.b. Your organization has conducted several public 
opinion polls on autonomous vehicles. How would greater transparency 
improve public confidence and understanding of this technology?
    Answer. Advocates has commissioned opinion polls over the last 
several years in 2018, 2022 and earlier this year. These polls have 
consistently revealed that Americans are concerned with driverless cars 
and trucks on our roadways. The most recent poll results clearly 
illustrate that people care deeply about road safety and the growing 
effects of AVs on public roads, and they are highly supportive of rules 
and protections for this developing technology. While there is 
widespread concern about the use and deployment of driverless vehicles, 
64 percent of Americans feel that their concerns could be adequately 
addressed by minimum government safety requirements.
    Advocates spearheaded the compilation of the ``AV Tenets,'' a 
people-and-safety-first approach to AV development and deployment that 
identifies policy positions which should be a foundational part of any 
AV policy. This comprehensive approach is based on expert analysis, 
real world experience, and public opinion and is supported by 65 
stakeholders representing safety, consumer, public health, labor, 
bicyclists, pedestrians, disability rights, smart growth, and others. 
It has four main, commonsense categories including: 1) prioritizing 
safety of all road users; 2) guaranteeing accessibility and equity for 
all individuals including those with disabilities; 3) preserving 
consumer and worker rights; and, 4) ensuring local control and 
sustainable transportation.
    One of the provisions of the AV Tenets is that consumers must be 
provided with accurate information on AVs. This type of transparency 
can boost consumer confidence in the ability of the technology to 
perform safely, if it is, in fact, doing so. Consumer information 
regarding AVs should be available at the point of sale, in the owner's 
manual including publicly accessible electronic owner's manuals, and in 
any over-the-air (OTA) updates.

    Question 2. To date, autonomous trucks have not traveled enough 
miles to give us a representative data sample proving their safety, and 
the decision on when to launch fully autonomous service is largely left 
to each individual company.
    How can we ensure commercial AVs are safe, and should there be 
independent or governmental approval prior to these vehicles operating 
in full self-driving mode on public roadways?
    Answer. The emergence of experimental ACMVs and their interactions 
with conventional motor vehicles, trucks, buses and all road users for 
the foreseeable future demand an enhanced level of federal and state 
oversight to ensure public safety. It is imperative that CMVs, 
including those with ADS, be regulated by U.S. DOT with enforceable 
safety standards and subject to adequate oversight.
    The potential of an 80,000 pound truck equipped with unregulated 
and inadequately tested technology on public roads is a very real and 
dangerous scenario if these vehicles are only subject to voluntary 
guidelines. In addition, automated passenger carrying CMVs which have 
the potential to carry as many as 53 passengers will need additional 
comprehensive federal rules specific to this mode of travel.
    At a minimum, ACMVs must be subject to the following essential 
provisions:
      In the near term, rulemakings must be promulgated for 
elements of ACMVs that require performance standards including but not 
limited to the ADS, human machine interface, sensors, privacy, software 
and cybersecurity. ACMVs must also be subject to a ``vision test'' to 
guarantee they properly detect and respond to other vehicles, all 
people and objects in the operating environment. Also, a standard to 
ensure ACMVs do not go outside of their operational design domain (ODD) 
should be issued.
      Drivers operating an ACMV must have an additional 
endorsement or equivalent certification on their commercial driver's 
license (CDL) to ensure they have been properly trained to monitor and 
understand the ODD of the vehicle and, if need be, to operate an ACMV. 
This training must include a minimum number of hours of behind-the-
wheel training.
      Each manufacturer of an ACMV must be required to submit a 
safety assessment report that details the safety performance of 
automated driving systems and automated vehicles. Manufacturers must be 
required to promptly report to NHTSA all crashes involving ACMVs 
causing fatalities, injuries and property damage.
      ACMVs that do not comply with Federal Motor Vehicle 
Safety Standards (FMVSS) must not be introduced into commerce nor be 
subject to large-scale exemptions from such.
      Any safety defect involving the ACMV must be remedied 
before the ACMV is permitted to return to operation. The potential for 
defects to infect an entire fleet of vehicles is heightened because of 
the connected nature of AV technology. Therefore, manufacturers must be 
required to promptly determine if a defect affects an entire fleet. 
Those defects which are fleet-wide must result in notice to all such 
owners and an immediate suspension of operation of the entire fleet 
until the defect is remedied.
      The DOT Secretary must establish a database for ACMVs 
that includes such information as the vehicle's identification number; 
manufacturer, make, and the level of automation of each automated 
driving system with which the vehicle is equipped; the ODD of each 
automated driving system; and the FMVSS, if any, from which the vehicle 
has been exempted. Also, when ACMVs move beyond testing into 
deployment, they should be required to comply with the SGO.
      For the foreseeable future, regardless of their level of 
automation, ACMVs must have an operator with a valid CDL in the vehicle 
at all times. Drivers will need to be alert to oversee not only the 
standard operations of the truck but also the ADS. Therefore, the 
Secretary must issue a mandatory safety standard for driver engagement. 
In addition, critical safety regulations administered by Federal Motor 
Carrier Safety Administration (FMCSA) such as those that apply to 
driver hours-of-service rules, licensing requirements, entry level 
training and medical qualifications must not be weakened.
      Motor carriers using ACMVs must be required to apply for 
additional operating authority.
      FMCSA must consider the additional measures that will be 
needed to ensure that ACMVs respond to state and local law enforcement 
authorities and requirements, and what measures must be taken to 
properly evaluate an ACMV during roadside inspections. In particular, 
the safety impacts on passenger vehicle traffic of several large ACMVs 
platooning on bridges, roads and highways must be assessed.
      NHTSA must be given imminent hazard authority to protect 
against potentially widespread catastrophic defects with ACMVs, and 
criminal penalties to ensure manufacturers do not willfully and 
knowingly put defective ACMVs into the marketplace.
      NHTSA and FMCSA must be given additional resources, 
funding, and personnel, in order to meet demands being placed on the 
agencies due to the advent of AV technology.

    Without these necessary safety protections, commercial drivers and 
those sharing the road with them are at unacceptable risk. Allowing 
technology to be deployed without rigorous testing, vigilant oversight, 
and comprehensive safety standards is a direct and unacceptable threat 
to the motoring public which is exacerbated by the sheer size and 
weights of large ACMVs.

    Question from Hon. Greg Stanton to Catherine Chase, President, 
                 Advocates for Highway and Auto Safety

    Question 1. Ms. Chase, you note in your testimony that new advanced 
driver assistance systems like automatic emergency braking can save 
lives. New technology like autonomous vehicles generally requires new 
training and potentially new skill sets for workers operating and 
maintaining this equipment. As new equipment is being introduced to our 
commercial fleet, how much of the benefit of that technology is 
dependent on investments in workforce training to properly repair and 
maintain those new systems?
    Answer. Advocates for Highway and Auto Safety (Advocates) has 
always supported investing in workforce training. For decades, 
Advocates supported a federal regulation establishing minimum training 
requirements for entry-level commercial motor vehicle (CMV) drivers. In 
2015, Advocates was a member of the Entry-Level Driver Training 
Advisory Committee (ELDTAC) of the Federal Motor Carrier Safety 
Administration (FMCSA). The ELDTAC was established to conduct a 
negotiated rulemaking on entry-level driver training for drivers of 
CMVs. Advocates continues to urge policy makers to include a minimum 
number of hours of behind-the-wheel training as part of the standards 
established by FMCSA in 2016.
    Advocates supports workforce training to ensure that CMVs equipped 
with autonomous driving technology (ACMVs) are properly maintained. In 
fact, such training is essential to ensuring ACMVs can safely operate 
on our Nation's roads. As outlined in my written testimony to the 
Committee, drivers operating an ACMV must have an additional 
endorsement or equivalent certification on their commercial driver's 
license (CDL) to ensure they have been properly trained to monitor and 
understand the operational design domain (ODD) of the vehicle and, if 
need be, to operate an ACMV. This training must include a minimum 
number of hours of behind-the-wheel training.
    Motor carriers using ACMVs must be required to apply for additional 
operating authority to ensure the carrier and its employees are 
qualified to operate ACMVs. In 2022, 22.5 percent of trucks were placed 
out-of-service (OOS) for maintenance issues. ACMVs will likely require 
additional inspections in order to ensure proper maintenance. In 
addition, these vehicles will need to be repaired by trained personnel 
to ensure they operate safely.


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