    [Senate Hearing 119-421]
    [From the U.S. Government Publishing Office]

                                                            S. Hrg. 119-421

                        NOMINATION TO THE FEDERAL MOTOR
                    CARRIER SAFETY ADMINISTRATION, NATIONAL
                     HIGHWAY TRAFFIC SAFETY ADMINISTRATION,
         AND THE PIPELINE AND HAZARDOUS MATERIALS SAFETY ADMINISTRATION

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

                                    HEARING

                                   before the

                             COMMITTEE ON COMMERCE,
                          SCIENCE, AND TRANSPORTATION
                              UNITED STATES SENATE

                        ONE HUNDRED NINETEENTH CONGRESS

                                 FIRST SESSION

                                   __________

                                 JULY 16, 2025

                                   __________

        Printed for the use of the Committee on Commerce, Science, and
                                 Transportation

                     [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

                    Available online: http://www.govinfo.gov

                                   ______

                     U.S. GOVERNMENT PUBLISHING OFFICE

    63-852 PDF                WASHINGTON : 2026

           SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION

                        ONE HUNDRED NINETEENTH CONGRESS

                                 FIRST SESSION

                           TED CRUZ, Texas, Chairman

    JOHN THUNE, South Dakota             MARIA CANTWELL, Washington,
    ROGER WICKER, Mississippi                Ranking
    DEB FISCHER, Nebraska                AMY KLOBUCHAR, Minnesota
    JERRY MORAN, Kansas                  BRIAN SCHATZ, Hawaii
    DAN SULLIVAN, Alaska                 EDWARD MARKEY, Massachusetts
    MARSHA BLACKBURN, Tennessee          GARY PETERS, Michigan
    TODD YOUNG, Indiana                  TAMMY BALDWIN, Wisconsin
    TED BUDD, North Carolina             TAMMY DUCKWORTH, Illinois
    ERIC SCHMITT, Missouri               JACKY ROSEN, Nevada
    JOHN CURTIS, Utah                    BEN RAY LUJAN, New Mexico
    BERNIE MORENO, Ohio                  JOHN HICKENLOOPER, Colorado
    TIM SHEEHY, Montana                  JOHN FETTERMAN, Pennsylvania
    SHELLEY MOORE CAPITO, West Virginia  ANDY KIM, New Jersey
    CYNTHIA LUMMIS, Wyoming              LISA BLUNT ROCHESTER, Delaware

                     Brad Grantz, Republican Staff Director
               Nicole Christus, Republican Deputy Staff Director
                       Lila Harper Helms, Staff Director
                     Melissa Porter, Deputy Staff Director

                                C O N T E N T S

                                  ----------
                                                                       Page
    Hearing held on July 16, 2025....................................     1
    Statement of Senator Cruz........................................     1
        Statement from Zero Emission Transportation Association......   243
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Timothy A. Blubaugh, Truck and Engine
          Manufacturers Association..................................   244
        Letter dated April 14, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Scott F. Belcher, Executive Director, ACES
          Mobility Coalition.........................................   245
        Prepared statement from Anne Reinke, President and CEO,
          Intermodal Association of North America....................   245
        Letter dated June 2, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Chris Spear, President and CEO, American
          Trucking Associations......................................   246
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Anne Forristall Luke, President and CEO, U.S.
          Tire Manufacturers Association.............................   247
        Letter dated July 8, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Jonathan Adkins, Chief Executive Officer,
          Governors Highway Safety Association.......................   247
        Letter dated June 11, 2025 to Hon. John Thune, Hon. Charles
          E. Schumer, Hon. Ted Cruz and Hon. Maria Cantwell from Ken
          A. Walker, IACP President..................................   248
        Letter dated June 17, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Gary J. Shapiro, CEO and Vice Chair, Consumer
          Technology Association.....................................   248
        Letter dated July 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from John O'Leary, President and CEO, Daimler
          Truck North America........................................   249
        Letter dated July 14, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from John Bozzella President and CEO, Alliance for
          Automotive Innovation......................................   250
        Letter dated June 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Laura Chace, President and CEO, Intelligent
          Transportation Society of America..........................   250
        Letter dated July 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Chris Spear, President and CEO, American
          Trucking Associations......................................   251
        Letter dated July 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Andrew Poliakoff, Executive Director,
          Commercial Vehicle Training Association....................   252
        Letter dated July 10, 2025 Hon. Ted Cruz and Hon. Maria
          Cantwell from Chris Burroughs, President and CEO,
          Transportation Intermediaries Association (TIA)............   252
        Letter to Chairman Ted Cruz and Ranking Member Maria Cantwell
          from American Gas Association, American Fuel &
          Petrochemical Manufacturers, American Petroleum Institute,
          American Public Gas Association, GPA Midstream Association,
          Interstate Natural Gas Association of America, Liquid
          Energy Pipeline Association................................   253
        Letter dated July 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Fred Ferguson, President and CEO, American
          Bus Association............................................   254
        Letter dated July 14, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Jennifer Hedrick, President and CEO, Women In
          Trucking Association.......................................   255
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Kylla Lanier, Deputy Director/Senior Director
          of External Affairs, Truckers Against Trafficking..........   256
        Letter dated June 13, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Avery Ash, Executive Director, Coalition for
          Reimagined Mobility (ReMo), Senior Vice President of
          Government Affairs and Special Initiatives, SAFE and Ashley
          Simmons, Deputy Director, Coalition for Reimagined Mobility
          (ReMo).....................................................   257
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Leslie Kimball, Executive Director,
          Responsibility.org.........................................   258
        Letter dated July 15, 2025 to Senator Ted Cruz from David
          Chislea, NAPSR National Chair..............................   258
        Letter dated July 14, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Todd Spencer, President and CEO, Owner-
          Operator Independent Drivers Association, Inc..............   259
        Letter dated July 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Ryan Streblow, President and CEO, National
          Tank Truck Carriers (NTTC).................................   260
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Sheriff Chris West, Canadian County, OK,
          President, National Sheriffs' Association..................   261
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Mike Stanton, President and CEO, National
          Automobile Dealers Association.............................   261
        Letter dated May 30, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Jim Ward, President, Truckload Carriers
          Association................................................   262
        Letter dated June 29, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Megan Noland, Executive Director, Major
          County Sheriffs of America.................................   262
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Stacey D. Stewart, CEO, Mothers Against Drunk
          Driving (MADD).............................................   263
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Jerry Golden, Chief Policy Officer, Lyft.....   264
        Letter dated July 1, 2025 to Hon. Tammy Baldwin from Mark
          Rourke, President and CEO, Schneider National, Inc.........   265
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Nile Elam, Vice President of Government
          Affairs, National Asphalt Pavement Association.............   265
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Mark Doughty, President and CEO, PrePass
          Safety Alliance............................................   266
        Letter dated July 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Sean T. Waters, Vice President, Product
          Intergrity, Daimler Truck North America....................   267
        Letter dated July 16, 2025 to Chairman Ted Cruz and Ranking
          Member Maria Cantwell from Sarah K. Magruder Lyle,
          Executive Director, Damage Prevention Action Center........   267
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Alix Miller, Ph.D., President and CEO,
          Florida Trucking Association...............................   268
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Lane Kidd, Managing Director, Alliance for
          Driver Safety & Security...................................   269
        Letter dated January 28, 2025 to Secretary Sean Duffy from
          Chris Spear, President and CEO, American Trucking
          Associations; Jim Ward, President and CEO, Truckload
          Carriers Association; and Ryan Streblow, President and CEO,
          National Tank Truck Carriers...............................   269
        Letter dated February 21, 2025 to Hon. Donald J. Trump from
          Mark Doughty, President and CEO, PrePass Safety Alliance...   270
        Letter dated July 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Collin B. Mooney, MPA, CAE, Executive
          Director, Commercial Vehicle Safety Alliance...............   271
        Letter dated July 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Brian Mofford, SVP, Drivewyze Infrastructure
          Solutions, Drivewyze by Fleetworthy........................   271
        Letter dated July 10, 2025 to Hon. Ted Cruza and Hon. Maria
          Cantwell from Jeff Farrah, Chief Executive Officer,
          Autonomous Vehicle Industry Association....................   272
        Letter dated July 10, 2025 to Hon. Ted Cruza and Hon. Maria
          Cantwell from Jeff Farrah, Chief Executive Officer,
          Autonomous Vehicle Industry Association....................   273
        Prepared statement from AVIA entitled ``AVIA Congratulates
          Derek Barrs on Nomination to Lead FMCSA''..................   274
        Letter dated July 15, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Tim Wagner, Executive Director, American
          Pipeline Contractors Association...........................   275
        Letter dated March 4, 2025 to Chairman Ted Cruz and Ranking
          Member Maria Cantwell from Jeffrey D. Shoaf, Chief
          Executive Officer, Associated General Contractors of
          America....................................................   276
        Letter dated May 9, 2025 to Hon. Tim Sheehy from Christopher
          Dorrington, Director, Montana Department of Transportation.   276
        Letter dated July 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Zach Cahalan, Executive Director, Truck
          Safety Coalition (TSC).....................................   278
        Letter dated July 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Jim Ward, President, Truckload Carriers
          Association................................................   294
        Letter dated July 16, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Chris Jahn, President and CEO, American
          Chemistry Council..........................................   295
    Statement of Senator Cantwell....................................     2
    Statement of Senator Blackburn...................................   220
    Statement of Senator Klobuchar...................................   221
    Statement of Senator Moreno......................................   223
    Statement of Senator Lujan.......................................   225
    Statement of Senator Peters......................................   227
    Statement of Senator Markey......................................   229
    Statement of Senator Fetterman...................................   231
    Statement of Senator Young.......................................   232
    Statement of Senator Rosen.......................................   234
    Statement of Senator Hickenlooper................................   238

                                   Witnesses

    Hon. Rick Scott, U.S. Senator from Florida.......................     3
    Hon. Sheldon Whitehouse, U.S. Senator from Rhode Island..........     4
    Derek Barrs, Nominee to be Administrator, Federal Motor Carrier
      Safety Administration..........................................     5
        Prepared statement...........................................     7
        Biographical information.....................................     8
    Jonathan Morrison, Nominee to be Administrator, National Highway
      Traffic Safety Administration..................................    22
        Prepared statement...........................................    24
        Biographical information.....................................    25
    Paul Roberti, Nominee to be Administrator, Pipeline and Hazardous
      Materials Safety Administration................................    35
        Prepared statement...........................................    37
        Biographical information.....................................    37

                                    Appendix

    Response to written questions submitted to Derek Barrs by:
        Hon. Jerry Moran.............................................   297
        Hon. Ted Budd................................................   297
        Hon. Tim Sheehy..............................................   298
        Hon. Maria Cantwell..........................................   298
        Hon. Edward Markey...........................................   301
        Hon. Gary Peters.............................................   301
        Hon. Ben Ray Lujan...........................................   302
        Hon. John Hickenlooper.......................................   302
    Response to written questions submitted to Jonathan Morrison by:
        Hon. John Thune..............................................   303
        Hon. Jerry Moran.............................................   303
        Hon. Marsha Blackburn........................................   304
        Hon. Ted Budd................................................   304
        Hon. Eric Schmitt............................................   305
        Hon. Maria Cantwell..........................................   306
        Hon. Edward Markey...........................................   308
        Hon. Gary Peters.............................................   310
        Hon. Ben Ray Lujan...........................................   311
        Hon. John Hickenlooper.......................................   313
        Hon. Lisa Blunt Rochester....................................   314
    Response to written questions submitted to Paul Roberti by:
        Hon. Jerry Moran.............................................   315
        Hon. Ted Budd................................................   315
        Hon. Maria Cantwell..........................................   316
        Hon. Edward Markey...........................................   317
        Hon. Gary Peters.............................................   318
        Hon. Ben Ray Lujan...........................................   319
        Hon. Lisa Blunt Rochester....................................   319

                        NOMINATION TO THE FEDERAL MOTOR
                    CARRIER SAFETY ADMINISTRATION, NATIONAL
                     HIGHWAY TRAFFIC SAFETY ADMINISTRATION,
         AND THE PIPELINE AND HAZARDOUS MATERIALS SAFETY ADMINISTRATION

                                  ----------

                            WEDNESDAY, JULY 16, 2025

                                           U.S. Senate,
            Committee on Commerce, Science, and Transportation,
                                                        Washington, DC.
        The Committee met, pursuant to notice, at 10:06 a.m., in
    room SR-253, Committee Hearing Room, Russell Office Building,
    Hon. Ted Cruz, Chairman of the Committee, presiding.
        Present: Senators Cruz [presiding], Sullivan, Blackburn,
    Young, Moreno, Sheehy, Scott (guest), Cantwell, Klobuchar,
    Markey, Peters, Rosen, Lujan, Hickenlooper, Fetterman, and
    Whitehouse (guest).

                  OPENING STATEMENT OF HON. TED CRUZ,
                        U.S. SENATOR FROM TEXAS

        The Chairman. Good morning. The Senate Committee on
    Commerce, Science, and Transportation will come to order.
        Today, we are considering the President's nominees to lead
    three safety agencies within the Department of Transportation.
        With us today are: Mr. Derek Barrs, nominee for
    Administrator of the Federal Motor Carrier Safety
    Administration; Mr. Jonathan Morrison, nominee for
    Administrator of the National Highway Traffic Safety
    Administration; and Mr. Paul Roberti, nominee for the
    Administrator of the Pipeline and Hazardous Materials Safety
    Administration.
        Americans want a transportation system that is fast,
    convenient, and reliable, but above all, safe. President Trump
    and Secretary Duffy have made safety the top priority of the
    Department of Transportation, and the three nominees before us
    intend to make it theirs as well.
        As a young deputy sheriff in Florida, Mr. Barrs responded
    to a nighttime collision between a logging truck and a car full
    of young adults. Ever since, he has spent his career working to
    improve large truck and motor carrier safety. Mr. Barrs served
    for nearly three decades in law enforcement, rising from deputy
    sheriff to Head of Florida's Department of Highway Safety and
    Motor Vehicles. He is deeply familiar with the FMCSA, having
    enforced Federal motor vehicle regulations and managed FMCSA
    grants in the state. As administrator of FMCSA, he hopes to
    modernize the regulations governing the Nation's trucking and
    busing industries.
        Mr. Morrison is equally dedicated to the mission of NHTSA,
    ensuring that cars on our road are safe and reliable. This will
    not be his first time at the agency. Mr. Morrison served as
    NHTSA's Chief Counsel during the first Trump administration,
    and having worked at a leading tech company over the last four
    years, he recognizes that NHTSA safety standards must keep up
    with automotive innovation.
        Our third nominee, Mr. Roberti, is ready to manage PHMSA,
    which oversees transport of hazardous materials. This includes
    the movement of oil, natural gas, and other critical American
    energy products, over three million miles of pipeline in this
    country. That is in addition to hazardous materials that we
    move by truck, rail, water, or air. I am hopeful that Ranking
    Member Cantwell and I can broker an agreement on an overdue
    PHMSA reauthorization that can be implemented by the new PHMSA
    administrator.
        Like Mr. Morrison, Mr. Roberti served during the first
    Trump administration as Chief Counsel at the agency to which he
    has been nominated. In that role, he cleared backlogs of
    hundreds of enforcement matters at PHMSA, and in various roles
    in Rhode Island State Government, Mr. Roberti modernized the
    state's pipelines, increased their safety, and shared what he
    learned with other states. I am excited to hear what he can
    bring to the Federal agency this time around.
        I look forward to hearing from all our nominees.
        And now turn to Ranking Member Cantwell.

                   STATEMENT OF HON. MARIA CANTWELL,
                      U.S. SENATOR FROM WASHINGTON

        Senator Cantwell. Thank you, Mr. Chairman. As you stated,
    we are here to consider these three nominees: Mr. Barrs to be
    the Federal Motor Carrier Safety Administration, Mr. Roberti to
    lead the Pipeline Hazardous Material Safety Administration, Mr.
    Morrison to lead the National Highway Safety Administration.
    Each of these agencies has an important responsibility to
    protect the health and safety of the traveling public, the
    movement of goods, and our environment.
        Unfortunately, since January, we have seen a significant
    drop in oversight and enforcement actions across these
    agencies, potentially letting bad actors get away with
    violating safety and consumer protection laws. So I hope our
    nominees will share today their thoughts about those numbers
    and what specific plans we need to have in place.
        First, Mr. Barrs, the Federal Motor Carrier Administration
    is responsible for enforcing truck safety laws and vetting more
    carriers operating on our roads and highways. Our trucking
    industry is essential to the movement of goods across the
    country with 70 percent of the total value of commodities
    shipped in the United States traveling by truck, so a big
    responsibility. Over 5,000 people are tragically killed in
    large truck crashes each year.
        The Federal Motor Carrier Safety Administration has closed
    78 percent fewer cases this year compared to last year. So we
    will want to ask about that. Since FMCSA can shut down bad
    trucking companies, this lack of action mean--could mean, could
    mean unsafe trucking companies may be continuing to operate, or
    fraudulent actors, or people scamming consumers or businesses.
    So I hope you agree that a plan to address this decline is a
    serious issue.
        Mr. Roberti, the Hazardous Material Safety Administration
    is the Federal watchdog responsible for ensuring that explosive
    and toxic materials are transported safely across the country,
    whether by pipeline, by truck, or train. Accidents involving
    hazardous materials have severe consequences. Over the last 20
    years, pipeline incidents have resulted in 257 deaths and more
    than 1,000 injuries and over $11 billion in damages.
        Earlier this month, two trains derailed in Northern
    Mississippi during the same weekend, both resulting in
    hazardous material spills. One derailment caused a large fire
    that forced the evacuation of more than 100 residents and the
    other required 50 fire trucks from 12 different departments to
    respond.
        PHMSA has opened the fewest pipeline enforcement cases
    during the first 6 months of this administration than any other
    administration over the past two decades. So we want to
    understand what is going on here. We want to make sure that we
    have strong pipeline safety laws on the books and they are
    being enforced.
        I wrote to the Deputy Administrator in May sounding an
    alarm about this trend and I hope to get further information
    about this.
        Finally, Mr. Morrison, the National Highway Traffic Safety
    Administration, NHTSA, is responsible for enforcing Federal
    motor carrier safety standards to ensure Americans in the cars
    that they buy and drive are safe. Its investigations are
    responsible for initiating nearly 2,000 vehicle recalls
    affecting over 300 million people in the last 20 years.
        So we want you to continue to play an aggressive oversight
    role. This includes recalling things such as the Takata airbag
    malfunctions which killed 28 people when they exploded;
    however, NHTSA has opened 25 percent fewer investigations into
    vehicle safety this year. Do not know why, but let us find out.
        And this is especially concerning since Consumer Report
    found investigations have already hit an all-time low. So we
    need to understand what this trend is about and reverse it to
    make sure we are focusing on safety.
        So Mr. Chairman, look forward to asking these nominees, the
    need to make sure we have hardworking inspectors,
    investigators, and agencies that are doing their job, not
    taking shortcuts on safety.
        And I certainly welcome our former colleague, Senator
    Scott, for being here. We do miss him on the Committee. But
    maybe someday, maybe someday he will be back.
        The Chairman. Well, thank you. And now I would like to
    recognize our colleague and friend from the great State of
    Florida, Senator Rick Scott.

                     STATEMENT OF HON. RICK SCOTT,
                       U.S. SENATOR FROM FLORIDA

        Senator Scott. Thank you. Chairman Cruz, Ranking Member
    Cantwell, Members of the Committee, I am honored today to
    introduce Chief Derek Barrs, President Trump's nominee for
    Administrator of the Federal Motor Carrier Safety
    Administration. He is a fourth-generation Floridian, an amazing
    father to two kids, Brett and Bentley, and he is also a
    dedicated public servant.
        He joined the Madison County Sheriff's Office in 1991 and
    spent the next 30 years serving his community, 20 of which were
    focused on commercial motor vehicle safety, before retiring as
    Chief of the Florida Highway Patrol. Now, President Trump has
    wisely called on him to serve his fellow citizens once again.
        I have known the Chief for several years, having met him
    when I was Governor of Florida. One particular memory I have is
    of touring Quincy, Florida, a small town just north of
    Tallahassee, together in 2018 when we visited homes and
    Floridians impacted by Hurricane Michael. Chief Barrs showed
    then and now his dedication to improving the lives and safety
    of those around him. He is a proven leader, problem solver who
    works to understand both people and the issues they face.
        In 2019, the Chief partnered with the Florida Trucking
    Association, establishing the Troopers and Truck Drivers
    Initiative. As part of the Initiative, a trooper would spend a
    workday in a truck with an experienced commercial motor vehicle
    driver, while a new truck driver would spend a day on patrol
    with an experienced trooper. This exchange facilitated a deeper
    understanding of both the roles and responsibilities,
    ultimately making the highway safer for truckers, citizens, and
    law enforcement personnel alike.
        He also worked directly with FMCSA throughout his career
    and with other transportation partners such as the Florida
    Trucking Association and the Florida State Legislature to help
    develop statutory language to successfully enact laws aimed at
    aligning Florida with Federal safety standards.
        Chief Barrs has a passion--is passionate about safety on
    our Nation's highway systems, and proud to count him as a
    friend. I look forward to seeing what he will do with Secretary
    Duffy and President Trump to improve American roadways and make
    traveling across them safer for everyone.
        Derek, you have my support. I urge my colleagues to advance
    your nomination quickly. You will not be disappointed in your
    vote.
        And thank you, Chairman and Ranking Member.
        The Chairman. Thank you. I would now like to recognize our
    colleague from the great State of Rhode Island, Senator
    Whitehouse, to introduce Mr. Roberti.

                 STATEMENT OF HON. SHELDON WHITEHOUSE,
                     U.S. SENATOR FROM RHODE ISLAND

        Senator Whitehouse. Thank you, Chairman Cruz and Ranking
    Member Cantwell. I am here today to introduce Paul Roberti of
    North Kingstown, Rhode Island, for his hearing on his fitness
    to serve as the Administrator of the Pipeline and Hazardous
    Material Safety Administration at the Department of
    Transportation.
        I had the good fortune of working with Paul in the Rhode
    Island Attorney General's Office where he was an Assistant
    Attorney General, and Chief of the Regulatory Division,
    supervising matters that I once had in earlier years. He served
    in that role under both Democratic and Republican Attorneys
    General with distinction, dedication and a strong work ethic.
    Paul now manages risk consulting at Ernst & Young LLP, where he
    provides consulting services to public utilities, focusing on
    compliance with legislative and regulatory mandates.
        Before joining Ernst & Young, Paul was Chief Economic and
    Policy Adviser at the Rhode Island Division of Public Utilities
    and Carriers, where he advised on energy policies and grid
    modernization. This would be a second stint at PHMSA for Mr.
    Roberti as he served as Chief Counsel there during the first
    Trump administration. I hope Paul will honor PHMSA's
    fulfillment of its obligations to protect public safety and the
    environment.
        There is work to be done. In January, DOT failed to
    finalize a rule to update safety requirements for repairing
    leaks in natural gas pipelines. A rule developed in consensus
    with industry directed by bipartisan legislation signed by
    President Trump himself in his first term. Leaks can be deadly,
    as the Bellingham Disaster showed, not to mention the economic
    cost of hundreds of thousands of tons more methane spewed from
    pipelines and regulated facilities across the country.
        The Trump administration also withdrew a draft rule on
    CO2 pipeline safety. Another very bipartisan measure
    that came through the Senate which will delay the buildout of
    nationwide carbon capture infrastructure contrary to solid
    bipartisan support in this body. I sincerely hope that Paul,
    should he be confirmed, will ensure that PHMSA honors its
    mandate to protect safety and the environment and finalize much
    needed updates to national gas leak repair and CO2
    pipeline safety standards.
        I wish him all the best. And appreciate the opportunity to
    introduce him today.
        The Chairman. Thank you. We appreciate you coming and
    joining our Committee this morning.
        And I now recognize Mr. Barrs for his opening statement.

                       STATEMENT OF DEREK BARRS,

                      NOMINEE TO BE ADMINISTRATOR,

              FEDERAL MOTOR CARRIER SAFETY ADMINISTRATION

        Mr. Barrs. Thank you. Chairman Cruz, Ranking Member
    Cantwell, and Members of the Committee, thank you for the
    opportunity to appear before you today as the President's
    nominee for Administrator of Federal Motor Carrier Safety
    Administration, I am honored by the trust placed in me by
    President Trump and Secretary Duffy to serve in this critical
    safety role.
        I would like to thank my family, friends, and colleagues
    for their unwavering support, and especially grateful for my
    parents for their long-life encouragement. I wish my mother
    could be here today, but I know she is watching proudly in
    heaven.
        The trucking industry touches all of our lives. Commercial
    drivers transport over 70 percent of our Nation's freight and
    share the road with us every day. These professionals are the
    backbone of our economy. They work long hours, often away from
    their families, to ensure that we have the goods we rely on.
        I deeply respect the dedication and understand the delicate
    balance between enhancing safety and enabling efficient freight
    movement. I salute and value the American truck driver and
    thank them for their work.
        I am a multigenerational Floridian raised in rural Madison
    County, which is in North Florida. That upbringing instilled in
    me the values of faith, family, community, responsibility, and
    service.
        My journey in public service began as a teenager with the
    Madison County Sheriff's Office driven by a deep desire to
    serve my community. I am incredibly grateful to the many
    individuals who invested in me over the years whose guidance
    shaped my path, strengthened my commitment to service, that
    commitment has led to a 34-year career spanning both in public
    and private sectors, with nearly 25 years dedicated to
    commercial motor vehicle safety.
        I retired as a Chief of the Florida Highway Patrol in 2020,
    but the experiences and lessons learned from my decade spent in
    law enforcement continue to be a cornerstone in my life.
        Today, I remain committed to serving my community through
    my appointment to the Flagler County School Board, where we
    operate a successful commercial vehicle driver training school,
    contributing to workforce development, and helping prepare the
    next generation of safe and professional drivers.
        I have witnessed the devastating aftermath of crashes,
    stood beside first responders, comforted grieving families, and
    seen how a single moment can ripple through an entire
    community.
        In 2023, approximately 5,000 lives were lost in large truck
    and bus crashes, including 900 commercial drivers. These are
    not just statistics. They are parents, children, colleagues,
    and friends. Every life lost is one too many. No one should
    have to see the horrific aftermath of a crash like what I and
    so many first responders have seen. No family should have to
    endure that kind of loss.
        If confirmed, I will make roadway safe--roadway safety my
    top priority. My work has always emphasized open communication
    and collaboration with the industry, law enforcement, and
    safety organizations. I understand with FMCSA's actions what
    they do impact the entire industry, and I am committed to
    ensuring that agency decisions are informed, balanced, and
    transparent.
        If confirmed, I will continue to strengthen relationships
    between government stakeholders working together on our shared
    goal of improving roadway safety as well as addressing critical
    safety issues.
        During my time with the Highway Patrol, I served the FMCSA
    lead with Motor Carrier Safety Assistance Program where our
    troopers work diligently to make a positive difference on our
    roadways. Through this work, I witnessed the importance of
    strong partnerships to advance safety.
        At the national level, I served as a Chairman of the
    Commercial Vehicle Safety Alliance Enforcement and Industry
    Modernization, and the President of the Transportation Industry
    Membership. There I helped advance initiatives in connected and
    automated vehicle technologies, and data sharing, in cross-
    jurisdictional collaboration.
        I am grateful for the dedicated FMCSA employees who work
    tirelessly to improve commercial vehicle safety. If confirmed,
    I would be honored to lead this team in fulfilling the FMCSA
    mission to reduce crashes, injuries, and fatalities involving
    large trucks and buses. I will ensure the agency operates with
    integrity, transparency, accountability, and efficiency.
        So I want to thank you for your time and consideration, and
    if confirmed, I look forward to working with you and your teams
    to advance our shared goals of roadway safety and the efficient
    transportation of goods.
        And from President Roosevelt, ``I am ready to be the man in
    the arena''. And I am prepared to get to work. And I welcome
    your questions. Thank you, sir.
        [The prepared statement and biographical information of Mr.
    Barrs follow:]

      Prepared Statement of Chief Derek Barrs, Nominee for Administrator,
                  Federal Motor Carrier Safety Administration
        Chairman Cruz, Ranking Member Cantwell, and Members of the
    Committee:

        Thank you for the opportunity to appear before you today as the
    President's nominee for Administrator of the Federal Motor Carrier
    Safety Administration (FMCSA). I am honored by the trust placed in me
    by President Trump and Secretary Duffy to serve in this critical safety
    role.
        I would like to thank my family, friends, and colleagues for their
    unwavering support. I am especially grateful to my parents for their
    lifelong encouragement. I wish my mother could be here today, but I
    know she is watching proudly from heaven.
        The trucking industry touches all our lives. Commercial drivers
    transport over 70 percent of our Nation's freight and share the road
    with us every day. These professionals are the backbone of our economy,
    working long hours--often away from their families--to ensure we have
    the goods we rely on. I deeply respect their dedication and understand
    the delicate balance between enhancing safety and enabling efficient
    freight movement. I salute and value the American truck driver and
    thank them for their work.
        I'm a multi-generational Floridian, raised in rural Madison County,
    located in North Florida. That upbringing instilled in me the values of
    faith, family, community, responsibility, and service.
        My journey in public service began as a teenager with the Madison
    County, -Sheriff's Office, driven by a deep desire to serve my
    community. I'm incredibly grateful to the many individuals who have
    invested in me over the years, whose guidance shaped my path and
    strengthened my commitment to service. That commitment has led to a 34-
    year career spanning both the public and private sectors, with nearly
    25 years dedicated to commercial motor vehicle safety. I retired as
    Chief of the Florida Highway Patrol in 2020, but the experiences and
    lessons learned from my decades spent in law enforcement continue to be
    a cornerstone of my life.
        Today, I remain committed to serving my community through my
    appointment to the Flagler County School Board where we operate a
    successful commercial vehicle driver training school, contributing to
    workforce development, and helping prepare the next generation of safe
    and professional drivers.
        I have witnessed the devastating aftermath of crashes--stood beside
    first responders, comforted grieving families, and seen how a single
    moment can ripple through entire communities. In 2023, approximately
    5,730 lives were lost in large truck and bus crashes including around
    900 commercial drivers. These are not just statistics--they are
    parents, children, colleagues, and friends. Every life lost is one too
    many.
        No one should have to see the horrific aftermath of a crash like
    what I and so many first responders have seen. No family should have to
    endure that kind of loss. If confirmed, I will make roadway safety my
    highest priority.
        My work has always emphasized open communication and
    collaboration--with industry, law enforcement, and safety
    organizations. I understand that FMCSA's actions impact an entire
    industry, and I am committed to ensuring that agency decisions are
    informed, balanced, and transparent. If confirmed, I will continue to
    strengthen relationships between government and stakeholders, working
    together on our shared goal of improving roadway safety, as well as
    addressing critical safety issues.
        During my time with the Florida Highway Patrol, I served as the
    FMCSA lead for the Motor Carrier Safety Assistance Program (MCSAP),
    where our troopers worked diligently to make a positive difference on
    our roadways. Through this work, I witnessed the importance of strong
    partnerships to advance safety.
        At the national level, I served as the chairman of the Commercial
    Vehicle Safety Alliance's Enforcement and Industry Modernization
    Committee and President of the Transportation Industry membership.
    There, I helped advance initiatives in connected and automated vehicle
    technologies, data sharing, and cross-jurisdictional collaboration.
        I am grateful for the dedicated FMCSA employees who work tirelessly
    to improve commercial vehicle safety. If confirmed, I would be honored
    to lead this team in fulfilling the FMCSA mission to reduce crashes,
    injuries, and fatalities involving large trucks and buses. I will
    ensure the agency operates with integrity, transparency,
    accountability, and efficiency.
        Thank you for your time and consideration. If confirmed, I look
    forward to working with you and your teams to advance our shared goals
    of roadway safety and the efficient transportation of goods. From
    President Roosevelt, ``I am ready to be the Man in the Arena.'' I am
    prepared to get to work and welcome your questions.
                                     ______

                          a. biographical information
        1. Name (Include any former names or nicknames used): Derek D.
    Barrs.
        2. Position to which nominated: Administrator for Federal Motor
    Carrier Safety Administration.
        3. Date of Nomination: March 24, 2025.
        4. Address (List current place of residence and office addresses):

            Residence: Information not released to the public.
            Office: Information not provided.

        5. Date and Place of Birth: Valdosta, Georgia.
        6. Provide the name, position, and place of employment for your
    spouse (if married) or domestic partner, and the names and ages of your
    children (including stepchildren and children by a previous marriage).

       Not Married.
       Children: Brett Barrs, 27; Bentley Barrs, 23.

        7. List all college and graduate schools attended, whether or not
    you were granted a degree by the institution. Provide the name of the
    institution, the dates attended, the degree received, and the date of
    the degree.

       Bachelor of Science--Public Administration, Flagler College,
            Saint Augustine, Florida: 2010-2012.

       Associate of Science--Criminal Justice, North Florida
            College, Madison, Florida: 1991-1997.

        8. List all post-undergraduate employment, including the job title,
    name of employer, and inclusive dates of employment, and highlight all
    management-level jobs held and any non-managerial jobs that relate to
    the position for which you are nominated. All management positions are
    indicated with an *.

       *Flagler County School Board

         School Board Member District 1

         November 30, 2024 to present

       *HNTB Corporation

         Deputy Program Director/Associate Vice President

         Transportation Consultant

         January 13, 2020 to present

       *Florida Department of Highway Safety and Motor Vehicle/
            Division of the Florida Highway Patrol

         Law Enforcement Chief--Chief of the Florida Highway
                Patrol/Office of Commercial Vehicle Enforcement

         November 3, 2017, to January 12, 2020

       *Florida Department of Highway Safety and Motor Vehicle/
            Division of the Florida Highway Patrol

         Law Enforcement Major--Troop Commander for Troop J/
                Office of Commercial Vehicle Enforcement

         October 30, 2015, to November 2, 2017

       *Florida Department of Highway Safety and Motor Vehicle/
            Division of the Florida Highway Patrol

         Law Enforcement Captain--Jacksonville and Ocala
                Commercial Vehicle Enforcement District Commander

         July 1, 2011, to October 29, 2015

       *Florida Department of Transportation Office of Motor
            Carrier Compliance Law Enforcement Operations; Jacksonville,
            Florida

         Law Enforcement Captain (Field Operations, Regional
                Commander, Region 2/Region 6 Commander

         August 8, 2008, to June 30, 2011

       *Florida Department of Transportation Motor Carrier
            Compliance Office, Law Enforcement Operations; DeLand, Florida

         Law Enforcement Lieutenant (Field Operations, Field
                Commander

         August 15, 2003, to August 7, 2008

       State Law Enforcement Officer

         Florida Department of Transportation Motor Carrier
                Compliance Office, Law Enforcement Operation; Lake City,
                Florida and Tallahassee, Florida

         January 5, 2001, to August 14, 2003

       Deputy Sheriff

         Madison County Sheriff's Office, Madison, Florida

         February 20, 1991--January 4, 2001

        9. Attach a copy of your resume. Attached.
        10. List any advisory, consultative, honorary, or other part-time
    service or positions with Federal, State, or local governments, other
    than those listed above after 18 years of age. None.
        11. List all positions held as an officer, director, trustee,
    partner, proprietor, agent, representative, or consultant of any
    corporation, company, firm, partnership, or other business, enterprise,
    educational, or other institution.
    Current:
       Flagler County Sheriffs Employee Assistance Trust--Board of
            Director

       Flagler County School Board--School Board Member

       Madison County Senior Citizens Board

       American Trucking Association Law Enforcement Advisory Board
    Prior:
       CVSA, President of Associate Membership: 2022-2024

       CVSA, Vice President of Associate Membership: 2021-2022

       St. Johns County School District Advisory Board for \1/2\
            Cent Sales Tax: 2018-2021

       Committee Chairman for Enforcement and Industry
            Modernization: 2016-2020

       Co-Chair, Central Florida Domestic Security Task Force
            Mutual Aid Committee: 2005-2008

       Vice President, Whisper Ridge Homeowners Association, St.
            Augustine, FL: 2005-2006 Madison Rotary Club, Served as
            Treasurer: 1994-2001

       American Cancer Society Florida Division, Logistics Co-
            Chair: 1998

       Vice President, Madison County Athletic Booster Club: 1997-
            1999

        12. List all memberships you have had after 18 years of age or
    currently hold with any civic, social, charitable, educational,
    political, professional, fraternal, benevolent or religiously
    affiliated organization, private club, or other membership organization
    (You do not have to list your religious affiliation or membership in a
    religious house of worship or institution). Include dates of membership
    and any positions you have held with any organization. Please note
    whether any such club or organization restricts membership on the basis
    of sex, race, color, religion, national origin, age, or disability.
        The below are all approx. year.
    Current Involvements
       Madison Masonic Lodge #11: 1996 to present

       Member, Anastasia Baptist Church, St. Augustine, FL: 2004 to
            present

       Commercial Vehicle Safety Alliance (CVSA): 2011 to present

       Rotary Club of Flagler Beach: Approx. 2021 to present

       Board of Director--Flagler County Sheriff's Employees Trust:
            Approx. 2021 to present

       American Trucking Association Law Enforcement Advisory
            Board: 2021 to present

       Madison County Senior Citizens Board: 2023 to present

       Flagler County Educational Foundation: 2025
    Past Involvements
       President of Associate Membership, CVSA: 2022-2024

       Vice President of Associate Membership, CVSA: 2021-2022

       St. Johns County School District Advisory Board for \1/2\
            Cent Sales Tax: 2018-2021

       Rotary Club-St. Augustine: 2018-2021

       Committee Chairman for Enforcement and Industry
            Modernization: 2016-2020

       Southern State Law Enforcement Partners Safe DRIVE
            initiative: 2014-2020

       Transportation Club of Jacksonville: 2015-2020

       International Association of Chiefs of Police: 2015-2020

       State Law Enforcement Chief Association: 2006-2020

       Northeast Florida Law Enforcement Executive Association:
            2009-2020

       Volusia-Flagler County Police Chiefs Association: 2015-2017
            (also 2007-2008)

       Chairman for Operation ROADCHECK: 2013-2017

       Co-Chairman for Operation ROADCHECK: 2013

       St. Augustine Kiwanis Club: 2010-2013

       L.E.A.D. (Let's Eliminate Aggressive Driving) Steering
            Committee: 2007-2008

       Volusia-Flagler County Police Chiefs Association: 2007-2008

       Co-Chair, Central Florida Domestic Security Task Force
            Mutual Aid Committee: 2005-2008

       Central Florida Domestic Security Task Force: 2004-2008

       St. Augustine Sunrise Rotary Club: 2003-2008

       Vice President, Whisper Ridge Homeowners Association, St.
            Augustine, FL: 2005-2006

       Little League Baseball Coach, Madison & St. Johns Counties:
            2002 and 2004

       Partners for Success, Mentor Program: 1997-2001

       National Association of School Resource Officers: 1996-2001

       Board of Director, Florida Association of School Resource
            Officers: 1996-2001

       Florida Association of School Resource Officers: 1996-2001

       Offensive Line Coach, Madison County High School: 1996-2001

       Madison Rotary Club, Served as Treasurer: 1994-2001

       American Cancer Society Florida Division, Logistics Co-
            Chair: 1998

       Vice President, Madison County Athletic Booster Club: 1997-
            1999

       Deacon, Fellowship Baptist Church, Madison, FL: 1997

        13. Have you ever been a candidate for and/or held a public office
    (elected, non-elected, or appointed)? If so, indicate whether any
    campaign has any outstanding debt, the amount, and whether you are
    personally liable for that debt.
        Yes.
        There is no outstanding debt.
        14. List all memberships and offices held with and services
    rendered to, whether compensated or not, any political party or
    election committee within the past ten years. If you have held a paid
    position or served in a formal or official advisory position (whether
    compensated or not) in a political campaign within the past ten years,
    identify the particulars of the campaign, including the candidate, year
    of the campaign, and your title and responsibilities.
        I have not held any positions paid or unpaid with a political party
    or election committee.
        15. Itemize all political contributions to any individual, campaign
    organization, political party, political action committee, or similar
    entity of $200 or more for the past ten years.

       Derek Barrs For Flagler County, Fl. School Campaign--Non-
            Partisan: Loan to Campaign $20,000.

       Rick Staly for Flagler County, Fl Sheriff--Republican:
            Approx $3,000.

       Rob Hardwick for St. Johns County, Fl Sheriff--Republican:
            Approx $3,000.

        16. List all scholarships, fellowships, honorary degrees, honorary
    society memberships, military medals, and any other special recognition
    for outstanding service or achievements.

       Leadership Awards--Commercial Vehicle Safety Alliance--2024
            & 2020

       Recognized by HNTB for contracts to advance overall
            enhancement in highway safety in Florida, Louisiana, and
            Kansas--2022 President's Award from Commercial Vehicle Safety
            Alliance--2020

       Honored with Proclamation from Volusia County Board of
            County Commission for ``Chief Derek Barrs Day''--2020

       Honored with Proclamation from Madison County Board of
            County Commission ``Derek Barrs Day''--2020

       Distinguished Service Citation from Okaloosa County Board of
            County Commission--2020

       Safety First Award from FMCSA--2019

       Florida Inspectors Challenge Championship Recognition--2017,
            2018, 2019

       Community Service Award from the St. Augustine Beach Police
            Department--2017

       Special Recognition from Transportation Club of
            Jacksonville--2015 & 2016

       Honorary Kentucky Colonel from the State of Kentucky--2015

       Certificate of Appreciation for Hands Across the Border--
            2014

       Live Saving Award--2010

       Nominee for Law Enforcement Officer of the Year--State Law
            Enforcement Chiefs Association--2006

       Outstanding Alumni of North Florida Community College--2006

       Florida Department of Transportation Law Enforcement Officer
            of the Year Award--2006

       Nominee for Law Enforcement Officer of the Year--Florida
            Attorney General--2005

       School Related Personnel of the Year Award as a School
            Resource Deputy--2000

       Builder for Florida Sheriff's Youth Ranches--1999

       Outstanding Community Service from Madison Rotary Club--1998

       Distinguished Service Award from the Florida Council on
            Crime and Delinquency in Juvenile Justice--1998

       School Resource Officer Practitioner--1997

       Safe Driving Award Florida Sheriff's Association--1997-2000

       Outstanding Student in Criminal Justice, North Florida
            Community College--1993

       Numerous Commendations and letters of appreciation from law
            enforcement career--1991-2021

        17. List all books, articles, columns, letters to the editor,
    Internet blog postings, or other publications you have authored,
    individually or with others. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    publication when available. None.
        18. List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        In my official capacity as a law enforcement leader, I have
    presented and participated in panel discussions, public forums, and
    educational outreach initiatives focused on commercial vehicle safety,
    transportation policy, regulatory compliance, and community engagement.
    These presentations have been delivered to a wide range of audiences,
    including industry stakeholders, government agencies, and the general
    public.
        My contributions have included keynote addresses, PowerPoint
    presentations, and participating in panel discussions aimed at
    enhancing commercial motor vehicle safety and fostering collaboration
    between enforcement agencies, the trucking industry, and other
    stakeholders.
        Please note that many of these events were conducted in official
    capacities where recordings or presentation materials were not archived
    or made publicly available and are not publicly available via a web
    search. Below is a list events:

       June 2, 2015--Operation Roadcheck Kick-Off Event

       April 29, 2017--CVSA Enforcement and Industry Modernization
            Committee meeting

       December 6, 2017--Tallahassee Community College Driver
            Training School: CMV education session

       January 26, 2018--Rotary Club of St. Johns: Commercial
            vehicle safety presentation

       February 20, 2018--Speaker for Northeast Florida Law
            Enforcement Executive Association on CMV safety

       April 11, 2018--CVSA Enforcement and Industry Modernization
            Committee meetings

       April 24, 2018--Speaker at Bradford, FL Law Enforcement
            Memorial

       April 25, 2018--Welcome presentation for Federal and State
            agencies at FMCSA MCSAP and ITD Workshop

       May 2, 2018--Guest speaker at Columbia County, FL Law
            Enforcement Memorial

       May 9, 2018--Six-city Florida tour with FDOT and FLHSMV: CMV
            education outreach to the trucking industry

       June 9, 2018--Florida Inspectors Challenge and Florida Truck
            Driving Championship

       June 26, 2018--Outreach to public school teachers through
            Florida Trucking Association on CMV safety

       July 11, 2018--Madison Rotary Club presentation

       July 25, 2018--Operation SAFE DRIVE educational and
            enforcement efforts presentation

       July 30, 2018--St. Augustine Rotary Club: Overview of CMV
            and traffic safety topics

       September 30, 2018--Enforcement and Industry Modernization
            Committee presentation at CVSA

       October 2, 2018--Roundtable discussion with Amazon, FMCSA,
            ATA, and FTA

       December 3, 2018--Florida Automated Vehicle Summit: Panel on
            emerging technologies

       March 16, 2019--Guest Speaker for Concerns of Police
            Survivors

       July 19, 2019--Update to Florida Trucking Association on FHP
            and FLHSMV issues

       August 1, 2019--Transportation Club of Jacksonville:
            Transportation and CMV safety discussion

       September 23, 2019--IFTA/IRP Managers Meeting: Welcome and
            Florida FLHSMV overview

       September 29, 2019--Presided over CVSA Enforcement and
            Industry Modernization Committee

       November 6, 2019--Truckers Against Human Trafficking
            Coalition event

       November 21, 2019--Florida Automated Vehicle Summit: Panel
            discussion

       October 25, 2020--Sunshine State Towing Association:
            Presentation on size/weight issues and screening tech

       November 16, 2020--2nd Annual Bearing the Burden Summit:
            First Responder panel

       June 16, 2021--Madison Rotary Club: Transportation topics

       July 20, 2021--Flagler Beach Rotary Club: CMV safety
            presentation

       October 19, 2022--ATA/LEAB goals presentation to Florida
            Trucking Association membership

       March 2, 2023--Specialized Transportation Symposium

       March 28, 2023--Electronic Roadside Inspection Forum

       April 25, 2023--CVSA Associate Members Meeting: Membership
            updates

       September 23, 2023--CVSA Associate Members Meeting:
            Membership updates

       November 23, 2023--Southern States SAFE DRIVE Committee:
            Advanced screening technology presentation

       April 17, 2024--Electronic Roadside Inspection Update to
            CVSA

       August 22, 2024--Florida Technology Innovation Solution
            Summit: Florida Chamber panel discussion

       September 10, 2024--Electronic Roadside Inspection Update to
            CVSA

       November 13, 2024--Presentation to Texas BTAC Committee:
            HB4422 safety and security findings

        19. List all public statements you have made during the past ten
    years, including statements in news articles and radio and podcasts and
    television appearances, which are on topics relevant to the position
    for which you have been nominated, including dates. Include a link to
    each statement when possible. If a link is not available, provide a
    digital copy of the statement when available.
        Over the past ten years, I have made public statements related to
    commercial motor vehicle safety, enforcement, and transportation
    policy, primarily in my official capacity as a law enforcement officer
    and agency leader. These included media interviews, radio appearances,
    press events, and public outreach, often tied to safety initiatives or
    agency operations.
        While I do not have access to all recordings or transcripts, I have
    provided links to available statements where possible:

       https://truckingfwd.medium.com/there-is-a-need-for-
            understanding-of-each-
            others-roles-and-responsibilities-207198d1bab

       ELD Violations Won't Count Against CSA Scores During
            Transition Period--Safety--Automotive Fleet

       Florida cracks down on aggressive driving | FleetOwner

       Former St. Augustine Beach Police Deputy Marshal Ron
            Parker's legacy honored

       Dave Nemo Show on Sirius Radio for Operation Roadcheck--No
            Link

       Troopers and Truck Drivers: https://www.facebook.com/share/
            1BdMkjV8kZ/
            ?mibextid=wwXIfr

       Hurricane Dorian Radio Appearance St. Johns County https://
            www.facebook
            .com/share/v/19EYXa9mLb/?mibextid=wwXIfr

       Hurricane Dorian-Flagler County response https://
            www.facebook.com/share/
            v/1AK9chMzJH/?mibextid=wwXIfr

       Working Together for A Safer Florida https://
            www.facebook.com/share/p/
            1BaLYjurJo/?mibextid=wwXIfr

       Hurricane Preparation: https://www.facebook.com/share/v/
            15G4sH4Zjf/?mib
            extid=wwXIfr

        20. List all digital platforms (including social media and other
    digital content sites) on which you currently or have formerly operated
    an account, regardless of whether or not the account was held in your
    name or an alias. Include the full name of an ``alias'' or ``handle'',
    including the complete URL and username with hyperlinks, you have used
    on each of the named platforms. Indicate whether the account is active,
    deleted, or dormant. Include a link to each account if possible.

       https://facebook.com/barrs.derek (Active);

       https://www.facebook.com/share/1AbbNmSGvF/?mibextid=wwXIfr
            (Active);

       http://www.derekbarrs4flaglerschools.com/ (deleted);

       https://www.instagram.com/chiefderekbarrs/?hl=en (Active);

       https://www.instagram.com/derekbarrs_fl/ (Active);

       https://twitter.com/BarrsDerek (Dormant);

       https://snapchat.com/t/W5r25i5X (Active); and

       https://www.linkedin.com/in/
            chiefderekbarrs?utm_source=share&utm_
            campaign=share_via&utm_content=profile&utm_medium=ios_
            app (Active).

        21. Please identify each instance in which you have testified
    orally or in writing before Congress in a governmental or non-
    governmental capacity and specify the date, committee, and subject
    matter of each testimony. None.
        22. Given the current mission, major programs, and major
    operational objectives of the department/agency/commission/corporation
    to which you have been nominated, what in your background or employment
    experience do you believe affirmatively qualifies you for appointment
    to the position for which you have been nominated, and why do you wish
    to serve in that position?
        Given the current mission of the Federal Motor Carrier Safety
    Administration (FMCSA) to reduce crashes, injuries, and fatalities
    involving large trucks and buses, I believe my 34+ years of combined
    law enforcement and private sector experience, including over two
    decades focused specifically on commercial vehicle safety and
    enforcement, affirmatively qualify me for appointment to this position.
        Throughout my career, I have consistently advanced safety
    initiatives through strategic leadership, technical expertise, and
    collaborative partnerships. I have overseen large numbers of personnel
    and managed multi-million-dollar operational budgets, including formula
    Motor Carrier Safety Program (MCSAP) and High Priority grants.
        I have also played a key role in shaping legislation to enhance
    commercial vehicle safety. Working closely with FMCSA, the Florida
    Legislature, the Florida Trucking Association, and other stakeholders,
    I developed statutory language that led to the successful enactment of
    laws aimed at aligning Florida with Federal safety standards. I was
    responsible not only for their implementation, but also for educating
    internal and external stakeholders and ensuring effective enforcement.
        My operational and organizational leadership includes managing
    complex transformations and driving cultural integration, such as
    during the legislative merger of the Florida Department of
    Transportation's Office of Motor Carrier Compliance with the Florida
    Highway Patrol. I built and maintained high morale and retention by
    uniting diverse teams under a shared mission, earning statewide
    recognition for my leadership.
        At the national level, I chaired the Industry Modernization
    Committee, where I helped pioneer the North American Standard Level
    VIII Electronic Inspection. I've contributed to policy and programmatic
    advancements in areas such as connected and automated vehicle
    technologies, data sharing, and cross-jurisdictional collaboration.
        In the private sector, I've continued to champion commercial
    vehicle safety by aligning public and private stakeholders, and guiding
    state departments of transportation on strategic safety and operations
    planning and projects.
        I am deeply motivated by the opportunity to serve in this position
    because I am committed to protecting lives on our roadways. My career
    has been defined by an unwavering dedication to highway safety, data-
    informed decision-making, and strong partnership development across
    sectors. I believe in FMCSA's mission, and if confirmed, I will bring
    the vision, experience, and collaborative leadership needed to help the
    agency continue driving innovation and saving lives.
        23. What do you believe are your responsibilities, if confirmed, to
    ensure that the department/agency/commission/corporation has proper
    management and accounting controls, and what experience do you have in
    managing a large organization?
        If confirmed, I believe it is my responsibility to ensure that
    FMCSA operates with the highest levels of integrity, transparency,
    accountability, and efficiency. This includes upholding proper
    management and accounting controls, ensuring effective stewardship of
    Federal resources, and maintaining strong internal oversight mechanisms
    to support the agency's mission of reducing crashes, injuries, and
    fatalities involving large trucks and buses.
        My qualifications for carrying out these responsibilities are
    extremely engrained in my 34+ years of public service and private
    sector experience--more than 20 which have been specifically focused on
    commercial motor vehicle enforcement and transportation safety and
    efficiency. I have consistently led large, complex organizations with
    significant operational, financial, and regulatory responsibilities.
        As Chief of the Florida Highway Patrol's Office of Commercial
    Vehicle Enforcement, I was responsible for managing large numbers of
    personnel and the oversight of multi-million-dollar annual operating
    budget, which included MCSAP and High Priority grant funding from
    FMCSA. I ensured those funds were used responsibly, aligned with
    Federal requirements, and directly supported our safety goals.
        I was directly responsible for implementing internal controls to
    manage field operations, training programs, size and weight
    enforcement, compliance reviews, safety audits, and post-crash
    investigations. I routinely evaluated program effectiveness using
    performance metrics and crash data and reallocated resources to
    maximize impact. I also played a key role in preparing and presenting
    budget requests, analyzing legislation, and ensuring that programs
    remained compliant with state and Federal regulations.
        In addition to managing field operations and financial oversight, I
    led efforts to modernize enforcement practices and prepare the agency
    for emerging technologies such as autonomous vehicles and truck
    platooning. These initiatives required thoughtful planning,
    coordination with state and Federal partners, and a clear understanding
    of the intersection between innovation, public safety, and regulatory
    frameworks.
        My experience extends to managing regional and statewide operations
    at multiple levels. In these roles, I supervised large numbers of sworn
    and non-sworn personnel per region, enforced Federal and state safety
    regulations, oversaw weigh station operations using advanced
    technology, and maintained strict accountability for the storage and
    documentation of evidence and property.
        In the private sector, I have continued to advise on commercial
    vehicle safety initiatives and help agencies across Florida and other
    states develop data-driven, collaborative strategies to improve highway
    safety and operational efficiency. Additionally, I manage large multi-
    million-dollar contracts to help deliver the needs of our clients,
    making sure operations are on time and within budget.
        Additionally, my recent service as a member of the Flagler County
    School Board in Florida further reflects my ability to operate in a
    governance role. In that role, I work closely with district staff,
    administrators, parents, teachers, and the broader community as well as
    the Florida Legislature to support and guide the mission of Flagler
    County Schools with transparency, collaboration, and public
    accountability. The position demands thoughtful leadership, decorum,
    and consensus-building to address complex challenges while keeping the
    needs of students and families at the forefront. This experience
    reinforced my commitment to public service, fiscal responsibility, and
    principled leadership; the values that would continue to guide my work
    at FMCSA.
        If confirmed, I will bring a proven record of managing large-scale
    operations, overseeing multi-million-dollar budgets, working across
    jurisdictions and sectors, and building trust through action and
    accountability. I will bring the same level of drive each day to
    deliver positive results, uphold fiscal discipline, and lead with
    operational integrity and a safety-first mindset. I understand the
    gravity of managing public resources and remain deeply committed to
    maintaining the public's trust, fostering transparency, and ensuring
    that every program, policy, and partnership under FMCSA's purview
    advances the core mission of saving lives on our Nation's highways.
        24. What do you believe to be the top three challenges facing the
    department/agency/commission/corporation, and why?
        Continued Crashes and Fatalities on Our Highways: Despite efforts
    to improve roadway safety, crashes involving commercial motor vehicles
    remain a serious and ongoing challenge. These incidents often result in
    significant loss of life and economic impact. FMCSA must continue to
    focus on data-driven enforcement, driver education, and improved
    vehicle technologies to drive down these numbers. Enhancing
    collaboration with state and local agencies to use real-time data to
    predict and prevent high-risk behaviors will be crucial to remove the
    bad actors from our roadways. We must take a hard look at the impacts
    that passenger vehicles continue to play in commercial motor vehicle
    related crashes. We must look for new ways to significantly reduce
    crashes on our roadways, thinking outside the box and collaborating
    with all stakeholders.
        Advancement of Technology: The rapid evolution of technology
    including artificial intelligence, automation, and advanced driving
    assistance systems presents both immense potential and new challenges
    for the FMCSA. Areas such as cybersecurity, AI integration, and data
    privacy must be at the forefront to ensure these tools are deployed
    safely and responsibly. A critical part of this effort includes
    modernizing FMCSA's internal systems to ensure they can effectively
    support new technologies and withstand cyber threats.
        Fraud and Identity Theft: Fraudulent activities, including identity
    theft, CDL testing fraud, and manipulation of safety records, pose a
    serious threat to the integrity of commercial vehicle operations. These
    actions undermine the FMCSA's safety mission and can allow unqualified
    or unsafe operators onto the road.
                       b. potential conflicts of interest
        1. Describe all financial arrangements, deferred compensation
    agreements, and other continuing dealings with business associates,
    clients, or customers. Please include information related to retirement
    accounts, such as a 401(k) or pension plan.
        My arrangements are fully described in Part 3 of my Public
    Financial Disclosure Report.
        A list of these arrangements and agreements is detailed below.

       HNTB Corporation, ESOP account: Current Retirement Account
            with current employer.

       HNTB Corporation, 401(k): Current Retirement Account with
            current employer.

       State of Florida Pension: Receive a monthly pension from the
            State of Florida for my law enforcement career.

       State of Florida, deferred compensation: Deferred
            compensation while I was employed with the State of Florida.

       Madison County, deferred compensation: Deferred compensation
            while I was employees with the Madison County Sheriff's Office,
            Florida.

        2. Do you have any commitments or agreements, formal or informal,
    to maintain employment, affiliation, or practice with any business,
    association, or other organization during your appointment? If so,
    please explain. None.
        3. Indicate any investments, obligations, liabilities, or other
    relationships which could involve potential conflicts of interest in
    the position to which you have been nominated. Explain how you will
    resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any other potential conflicts of interest.
        4. Describe any business relationship, dealing, or financial
    transaction which you have had during the last ten years, whether for
    yourself, on behalf of a client, or acting as an agent, that could in
    any way constitute or result in a possible conflict of interest in the
    position to which you have been nominated. Explain how you will resolve
    each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any other potential conflicts of interest.
        5. Identify any other potential conflicts of interest and explain
    how you will resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered with the Department's Designated Agency Ethics Official
    and that has been provided to this Committee. I am not aware of any
    other potential conflicts of interest.
        6. Describe any activity during the past ten years, including the
    names of clients represented, in which you have been engaged for the
    purpose of directly or indirectly influencing the passage, defeat, or
    modification of any legislation or affecting the administration and
    execution of law or public policy. None.
                                c. legal matters
        1. Have you ever been disciplined or cited for a breach of ethics,
    professional misconduct, or retaliation by, or been the subject of a
    complaint to, any court, administrative agency, the Office of Special
    Counsel, an Inspector General, professional association, disciplinary
    committee, or other professional group? No.
        If yes:

      a.  Provide the name of the court, agency, association, committee, or
            group;

      b.  Provide the date the citation, disciplinary action, complaint, or
            personnel action was issued or initiated;

      c.  Describe the citation, disciplinary action, complaint, or
            personnel action;

      d.  Provide the results of the citation, disciplinary action,
            complaint, or personnel action.

        2. Have you ever been investigated, arrested, charged, or held by
    any Federal, State, or other law enforcement authority of any Federal,
    State, county, municipal, or foreign government entity, other than for
    a minor traffic offense? If so, please explain. No.
        3. Have you or any business or nonprofit of which you are or were
    an officer ever been involved as a party in an administrative agency
    proceeding, criminal proceeding, or civil litigation? If so, please
    explain. No.
        4. Have you ever been convicted (including pleas of guilty or nolo
    contendere) of any criminal violation other than a minor traffic
    offense? If so, please explain. No.
        5. Have you ever been accused, formally or informally, of sexual
    assault, sexual harassment, or discrimination on the basis of sex,
    race, religion, or any other basis? If so, please explain. No.
        6. Please advise the Committee of any additional information,
    favorable or unfavorable, which you feel should be disclosed in
    connection with your nomination. None.
                         d. relationship with committee
        1. Will you ensure that your department/agency/commission/
    corporation complies with deadlines for information set by
    congressional committees, and that your department/agency/commission/
    corporation endeavors to timely comply with requests for information
    from individual Members of Congress, including requests from members in
    the minority?
        YES. I will ensure that my office responds to such requests for
    information as appropriate.
        2. Will you ensure that your department/agency/commission/
    corporation does whatever it can to protect congressional witnesses and
    whistleblowers from reprisal for their testimony and disclosures? Yes.
        3. Will you cooperate in providing the Committee with requested
    witnesses, including technical experts and career employees, with
    firsthand knowledge of matters of interest to the Committee?
        Yes. I will ensure the agency provides witnesses as appropriate.
        4. Are you willing to appear and testify before any duly
    constituted committee of the Congress on such occasions as you may be
    reasonably requested to do so?
        Yes. I will ensure to appear as appropriate.
                                     ______

                                 DEREK D. BARRS
    OBJECTIVE: To leverage my 34+ years of diverse experience in public
    safety, transportation, law enforcement, and educational leadership to
    contribute to commercial vehicle safety.

    EXECUTIVE & TECHNICAL QUALIFICATIONS: Strategic, executive-level leader
    with over 34 years of law enforcement and private sector experience, of
    which over 24 years were specifically in commercial vehicle
    enforcement. I used my diverse and distinguished background in local/
    state law enforcement and experience first performing, and later
    leading and overseeing, training, safety investigations, commercial
    vehicle inspections, size & weight compliance, and new entrant safety
    audit programs to enhance safety and save lives. My ability to form
    lasting personal and professional relationships and partnerships from
    nonprofit and private sector to public sector has enabled cooperative
    problem solving. I am a motivated, disciplined, relationship builder
    with strong character and a passion for serving others.

       As Chief of the Florida Highway Patrol, I led the Office of
            Commercial Vehicle Enforcement--a diverse team of over 300
            sworn and non-sworn professionals--in carrying out the agency's
            mission through responsible management of a $34 million
            operational budget, of which $12 million was Motor Carrier
            Safety Assistance Program (MCSAP) and High Priority grant
            monies, resulting in a reduction of large truck and bus
            fatalities in the state by over 22 percent from 2019 to 2020--
            over double the national average (based on FMCSA Analysis &
            Information Online).

       Also, while Chief, I developed the statutory language that
            led to the successful passage and enactment of a variety of
            Florida commercial vehicle legislation, by working
            cooperatively with The Us Department of Transportation, Florida
            Trucking Association, Florida Department of Highway Safety and
            Motor Vehicles, Florida Department of Transportation, and
            Florida state legislature to ensure compliance with Federal
            regulations. Following enactment, I led the education of
            internal and external stakeholders, and was responsible for
            ensuring proper enforcement of these new laws implemented to
            save lives on our highways.

       Throughout my career, I have led teams through many types of
            transformations. First, as a new Lieutenant, I revitalized a
            field office from having the lowest employee satisfaction to
            that with the highest in employee satisfaction within one year
            and maintained these employee survey results through my entire
            five-year tenure in this role, for which I received the
            agency's Law Enforcement Officer of the year award in 2006.
            Second, in 2011, as a Captain with the Florida Department of
            Transportation Office of Motor Carrier Compliance, I
            demonstrated resilience and flexibility when the entire office
            was absorbed into the Florida Highway Patrol through
            legislative action. Not only was this an operational shift, but
            it was also a culture change and merger of diverse visions.
            Through my proactive communication efforts and the trust of
            those under my command, I affirmed a unified mission while
            emphasizing each individual's value, resulting in my region
            being highlighted to others as an example to model due to our
            high staff retention and morale.

       I served as Chair of the Commercial Vehicle Safety
            Alliance's (CVSA's) Enforcement and Industry Modernization
            Committee from 2016-2020 to identify technological advancements
            that can improve commercial motor vehicle safety, including the
            development of the North American Standard Level VIII
            Electronic Inspection during my tenure. I continued to
            collaborate with public and private organizations on state
            initiatives such as platooning, citation systems, automated and
            connected vehicles, and data sharing throughout the
            southeastern United States. Because of my work above, I was
            awarded a Safety-First award from the Federal Motor Carrier
            Safety Administrator in 2019.

       I have experience solving complex problems and working with
            stakeholders from private industry, enforcement, and
            legislative positions up to the executive branch. For example,
            I have used my professional expertise to have commercial
            vehicle safety legislation passed which would improve overall
            safety. Similarly, I consistently communicated in many
            different forms with Florida state legislators, as well as
            local and state agencies, to keep the Florida Department of
            Highway Safety and Motor Vehicles and the Florida Highway
            Patrol's vision and the safety of the motoring public at the
            forefront of their minds. Consequently, Florida is continually
            recognized as a leader in highway safety.

       When autonomous vehicle developers began testing on public
            roads in Florida, I identified social impacts and public risks.
            I then responded strategically and formed relationships with
            them to assist them in their development and execution of
            testing plans and influenced state legislators in the revision
            of regulations governing this new technology (FSS 316.85).

       I gained tremendous experience leading a diverse group of
            professionals from across the country when I chaired Operation
            Safe DRIVE, a safety initiative designed to eliminate traffic
            fatalities that began with only four southern states and gained
            national attention and support. While leading this program, I
            coordinated and communicated operational plans and gained input
            from all supporting and opposing views from stakeholders
            involved, including national, state, and local authorities, and
            private commercial vehicle industry, and used data collection
            and analysis to support my decisions. I was instrumental in
            developing the current MOU for data sharing between two states
            (Florida and Georgia), and with FMCSA's support, we have seen a
            remarkable reduction in CMV crashes over the years.
    EMPLOYMENT HISTORY
    Constitutional Officer, Flagler County Fl. School Board Member District
    1 | October 30, 2024, to Present

       ADVOCATE FOR EDUCATIONAL POLICY AND FUNDING: Advocate for
            policies that enhance educational opportunities and secure
            funding for Flagler County's public schools, ensuring alignment
            with both state and local educational goals.

       SUPPORT STUDENT SAFETY INITIATIVES: Collaborate with local
            law enforcement and community organizations to improve school
            safety, including implementing proactive safety measures and
            crisis management plans.

       ENGAGE IN LONG-TERM EDUCATIONAL PLANNING: Participate in
            strategic planning sessions to evaluate current educational
            needs and develop forward-thinking solutions to improve
            curriculum delivery, teacher development, and student outcomes.

       BUILD COMMUNITY PARTNERSHIPS: Foster relationships with
            local stakeholders, including parents, teachers, and government
            entities, to address concerns and ensure that the needs of
            students and families are met.

       MONITOR BUDGET ALLOCATIONS: Ensure the efficient use of the
            school district's budget by reviewing and approving
            expenditures to support student success and operational
            efficiency.

    HNTB Corporation, Associate Vice President | January 13, 2020, to
    Present

       USED RELATIONSHIPS TO INFLUENCE SAFETY DEVELOPMENT: Utilized
            my professional network to align multiple industry and agency
            stakeholders to advance automated commercial vehicle safety as
            this new technology emerges. Formed a partnership group to help
            FDOT provide a collaborative venue to bring awareness within
            the group, identify opportunities to enhance commercial motor
            vehicle safety cooperatively, and promote a unified message
            related to commercial vehicles.

       COORDINATED INTERSTATE SAFETY PROJECTS: Coordinated MOU
            between Florida and Georgia for data collection and sharing
            project opportunities and developed strategic plan for
            improving safety and promoting economic growth for many other
            states. Lead Florida Department of Transportation/Motor Carrier
            Size and Weight (FDOT/MCSAW) and the Commercial Vehicles
            Operations general services contracts.

       COORDINATION OF TRUCK PARKING ENHANCEMENT STUDIES:
            Coordinate with various stakeholders to evaluate the truck
            parking needs to increase safety of the highway system. Hours
            of Service (HOS) compliance for commercial vehicle operators is
            state law and federally regulated to reduce safety issues
            resulting from fatigued driving. To meet specified HOS
            regulations, commercial vehicle operators need safe parking
            locations. Identified immediate implementable solutions to
            increase the number of publicly available truck parking spaces
            and to fully utilize current available spaces. This may be
            accomplished through the incorporation of private parking
            facilities into TPAS and the exploration and development of
            alternative parking solutions.

       MANAGE CONSULTANT CONTRACTS: Manage and maintain multiple
            consultant contracts with highway safety agencies.

       BUILD AND MAINTAIN RELATIONSHIPS: Develop and maintain
            relationships across the United States to strategically plan
            from for the safe and efficient movements good through all
            modes of travel.

    Florida Highway Patrol, Law Enforcement Chief | November 3, 2017-
    January 12, 2020

       LED OFFICE OF COMMERCIAL VEHICLE ENFORCEMENT (CVE):
            Responsible for law enforcement patrol and commercial vehicle
            operations, oversight, direction, and control of 2 law
            enforcement troops and a Special Operations Command with over
            300 personnel. Managed and directed the overall operations of
            the Office of Commercial Vehicle Enforcement, to include
            overall commercial vehicle training and post-crash
            investigations, compliance investigations, and New Entrant
            Safety Audits. Coordinated implementation of CVE programs.
            Served in the capacity as staff commander for staff operations
            such as natural disasters, security functions, and criminal
            task force operations.

       APPLIED DOMAIN AND TECHNICAL EXPERTISE TO ADVANCE SAFETY
            THROUGH STRATEGIC PRACTICES: Assisted and Analyzed proposed
            legislation. Ensured compliance to Departmental policies,
            procedures, and accreditation practices. Utilized crash,
            inspection, and vehicle screening data to deploy resources to
            reduce CMV related crashes. Liaison for emerging advanced
            driving technologies (i.e., Platooning, and Autonomous
            Vehicles).

       MANAGED ADMINISTRATIVE & FINANCIAL OPERATIONS: Managed and
            directed the overall operations of the Office of Commercial
            Vehicle Enforcement, Motor Carrier Safety Assistance Program
            grant from the Federal Motor Carrier Safety Administration.
            Assisted in the preparation of the budget and the presentation
            of the budget request. Assisted in the preparation of documents
            necessary to changing Department programs. Controlled and
            approved all division field command operation expenses.

       BUILT RELATIONSHIPS TO SUPPORT MISSION OF THE AGENCY:
            Rendered advice and assistance on operational issues within the
            Florida Highway Patrol. Maintained liaison and cooperative
            working relationship with other law enforcement, criminal
            justice, emergency management, government officials and
            personnel. Liaison with the Florida Highway Patrol Advisory
            Council. Conducted public educational outreach and education.

    Florida Highway Patrol, Law Enforcement Major | October 30, 2015-
    November 2, 2017

       LED TROOP & TRAINING OPERATIONS: Controlled and directed
            enforcement activities of the Office of Commercial Vehicle
            Enforcement (CVE) for Northeast and South Florida areas.
            Utilized and analyzed commercial vehicle data to deploy
            resources to reduce crashes. Commanded commercial vehicle
            training section.

       DEVELOPED STRONG TEAM TO CARRY OUT MISSION OF THE TROOP:
            Overall management and control of the law enforcement function
            and activities within the Troop for commercial vehicle
            operations, to include the training section. Manpower allotment
            of approximately 120 sworn and non-sworn personnel. Developed
            and communicated work performance standards. Monitored and
            maintained working files of subordinates' performance.

       LEVERAGED PARTNERSHIPS WITH OTHER LAW ENFORCEMENT AGENCIES
            AND STAKEHOLDERS: Conducted public outreach and education with
            law enforcement partners, trucking industry, and other
            government disciplines. Support law enforcement agencies,
            including those outside of Florida, in joint efforts to combat
            many like concerns.

    Florida Department of Transportation and Florida Highway Patrol, Law
    Enforcement Captain | August 8, 2008-October 29, 2015

       LED OFFICE DISTRICT OPERATIONS: Controlled and directed
            enforcement activities of the Commercial Vehicle Enforcement
            District personnel in the, enforcing weight, safety, size,
            traffic, fuel tax, registration laws, transportation of
            hazardous materials, non-public sector bus laws, and other
            traffic related activities. Supervised and participated in
            investigations of stolen vehicles and illegal drugs, while
            performing related enforcement activities.

       MENTORED TEAM: Observed personnel in the field, accompanied
            them on patrol and at fixed scale facilities, and devices and
            assisted with enforcement problems. Conducted and reviewed
            performance evaluations, and counseled assigned personnel when
            necessary.

       BUILT STRONG PARTNERSHIPS: Through deliberate efforts and
            outreach, developed a professional network of industry,
            regional and state partners to form an alliance promoting
            highway safety.

    Florida Department of Transportation--Law Enforcement Operations, Law
    Enforcement Lieutenant | August 15, 2003-August 7, 2008

    Florida Department of Transportation--Law Enforcement Operations, Law
    Enforcement Officer | January 5, 2001-August 14, 2003

    Madison County Florida Sheriff's Office, Deputy Sheriff | February,
    1991-January 4, 2001

    Communications Officer, Correctional Deputy, Patrol Deputy, and School
    Resource Deputy.

    EDUCATION
    Bachelor of Science--Public Administration, Flagler College, Saint
    Augustine, Florida: 2012

    Associate of Science--Criminal Justice, North Florida College, Madison,
    Florida: 1997

    PROFESSIONAL ASSOCIATIONS
       Commercial Vehicle Safety Alliance (CVSA)--2011 to present

       Florida Trucking Association

       S.L.E.C.A--State Law Enforcement Chief Association 2006-2020

       International Association of Chiefs of Police

       Florida Police Chiefs Association

       Volusia--Flagler County Police Chiefs Association 2007-2008
            and 2015-2017

       Florida Sheriff's Association

       Northeast Florida Law Enforcement Executive Association
            2009-2020

       Committee Chairman for Enforcement and Industry
            Modernization with CVSA 2016-2020

       American Trucking Association Law Enforcement Advisory Board
            2021 to Present (Industry Outreach Advisor)

       Chairman for Operation ROADCHECK with CVSA 2013-2017

       Co-Chairman for Operation ROADCHECK within CVSA 2013

       Southern State Law Enforcement Partners Safe DRIVE
            initiative 2014 to Present (Pat Chair)

       President of Associate Membership CVSA 2021-2024

       Transportation Club of Jacksonville 2015 to present

       Concerns of Police Survivors 2015 to present

       Central Florida Domestic Security Task Force 2004-2008

       Co-Chair Central Florida Domestic Security Task Force Mutual
            Aid Committee 2005-2008

       L.E.A.D. Let's Eliminate Aggressive Driving Steering
            Committee 2007-2008

       Florida Trucking Association

       Ad Hoc Chair CVSA Electronic Inspections Initiative

    ACCOMPLISHMENTS
       Florida Inspectors Championship Recognition

       Safe Driving Award

       Outstanding Alumni of NFCC

       BUILDER for Florida Sheriff's Youth Ranches

       School Resource Officer Practitioner

       Outstanding Student in Criminal Justice

       Numerous commendations & letters of appreciation

    HONORS AND AWARDS
       Safety First Award from FMCSA

       Florida Department of Transportation Law Enforcement Officer
            of the Year Award

       Distinguished Service Citation from Okaloosa County Board of
            County Commission

       Distinguished Service Award from the Florida Council on
            Crime and Delinquency in Juvenile Justice

       Nominee for Law Enforcement Officer of the Year, Florida
            Attorney General

       Nominee for Law Enforcement Officer of the Year State Law
            Enforcement Chiefs Association

       Outstanding Community Service from Madison Rotary Club

       School Related Personnel of the Year Award as a School
            Resource Deputy

       Community Service Award from the St. Augustine Beach Police
            Department

       Live Saving Award

       Honored with Proclamation from Volusia County Board of
            County Commission for ``Chief Derek Barrs Day''

       Honored with Proclamation from Madison County Board of
            County Commission ``Derek Barrs Day''

       Freedom Square Award-Madison County Chamber of Commerce

    ADDITIONAL TRAINING
       FBI Executive Leadership Training

       North American Standard Inspection Vehicle Examination

       Cargo Tank/Bulk Packaging Inspection

       Commercial Vehicle Crash Inspection

       Covered Farm Vehicles for Law Enforcement

       FEMA ICS 300

       FEMA IS 100

       FEMA--National Incident Management Systems

       National response Plan IS 800

       Basic Incident Command System IS-195

       ICS for Single Resources IS 200

       Advanced Incident Command System Command and General Staff:
            Complex Incidents G 400

       Law Enforcement Response to WMD incidents

       Hazardous Materials Emergency Response Training

       North American Standard Inspection Driver Examination

       Motor coach Inspection Examination

       Commercial Vehicle Criminal and Terrorism Interdiction
            Course

       Identifying and Investigating Human Trafficking Training

       Leadership Training

       Learning to be a Legacy Leader

       FDOT Management Academy

       Developing Law Enforcement Managers

       Human Relations

       Media Relations

       Narcotics Identification and Investigation

       Florida Medical Marijuana Training

       Testifying Made Easy Training

       Advanced Interviews and Interrogations

       Size and Weight Enforcement Training

       General Hazardous Material Inspection

       Commercial Vehicle Counterterrorism

       Working with Elected Officials Training

       Police Internal Affairs

       Amtrak Passenger Train Emergency Response

       Stress Management and Mental Health Training

       Instructor Techniques

       Electronic Monitoring and Mapping Technology

       Cyber Security

       DUI Enforcement

       School Resource Officer Supervisor

       Program Management

    VOLUNTEER WORK & COMMUNITY INVOLVEMENT
       Madison Masonic Lodge # 11

       Rotary Club (Madison, St. Johns, and Flagler Counties)

       St. Augustine Kiwanis Club

       Member Anastasia Baptist Church

       Partners for Success Mentor Program

       American Cancer Society Florida Division Logistics Co-Chair

       Flagler County Sheriff's Office Employee Trust Fund Board of
            Directors

       Take Stock in Children

       St. Johns County School District Advisory Board for \1/2\
            Cent Sales Tax

       St. Johns County Education Foundation Mentor Program

       Madison County Senior Citizen Board of Directors

        The Chairman. Thank you. Mr. Morrison, you are recognized
    for your opening statement.
        Please push the button on your microphone.

                    STATEMENT OF JONATHAN MORRISON,

                      NOMINEE TO BE ADMINISTRATOR,

             NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

        Mr. Morrison. I will start over again. Good morning,
    Chairman Cruz, Ranking Member Cantwell, and distinguished
    Members of the Committee, it is a distinct honor to appear
    before you today as a nominee for Administrator of the National
    Highway Traffic Safety Administration, or NHTSA.
        I am deeply grateful for the trust President Trump and
    Secretary Duffy placed in me with this nomination. I want to
    recognize my parents, Norene and Charlie, who are watching this
    morning from the town of Cool, California. I would also like to
    thank my family, friends, colleagues, and mentors for their
    support and guidance over the years. Most importantly, however,
    I want to recognize my wife, Fernanda Morrison, who is here
    with me today. She has been my constant foundation,
    inspiration, and motivator, and I would like to thank her for
    her support and sacrifice.
        I have spent my entire career in the automotive and
    technology fields. After being the first in my family to
    graduate from college and then law school. I started my career
    at the California New Car Dealers Association where I worked on
    legal and policy issues affecting the automotive industry. I
    later led an automotive compliance consulting company that
    worked directly with industry clients to implement regulatory
    requirements.
        I was then appointed as chief counsel to the agency I am
    now nominated to lead, where I worked shoulder-to-shoulder with
    NHTSA's fantastic team of highway safety attorneys, engineers,
    economists, and other researchers and professionals. After
    President Trump's first term, I was hired by Apple, where I
    worked closely with leadership and a host of amazing engineers
    and designers on a range of issues, including working through
    regulatory implications of cutting-edge technologies, I humbly
    believe that the culmination of my experiences qualifies me to
    be NHTSA's next administrator.
        Why am I passionate about this role? I believe that the
    motor vehicle has been instrumental to the success of the
    American public over the last century. Ready access to a car or
    truck greatly expands our personal, professional, and
    recreational horizons well beyond any other transportation
    technology, and has so much to do with the ability to achieve
    the American dream through upward economic mobility.
        But our Nation's relationship with the automobile is facing
    several critical challenges, as is the automotive industry
    itself. I would briefly like to mention three. First, this
    personal mobility comes at a great cost. Each year we see
    approximately six million crashes, millions of injuries, and
    tens of thousands of fatalities. And with the pandemic, our
    Nation saw an increase from 2019's 36,000 crash fatalities,
    already unacceptably high, to over 43,000 fatalities in 2021.
    While fatalities have trickled down since, we are still several
    thousand fatalities higher than just before the pandemic. Each
    number represents a parent, a child, a sibling, a spouse, or
    friend, and everybody in this room has likely been affected by
    a crash where somebody has been severely injured or killed.
        Despite this, every year, 50 percent of those killed in
    crashes chose not to wear a seatbelt. One-third involved a
    driver who chose to use drugs or have that extra drink or two
    and drive impaired. Thirty percent involved a driver who chose
    to speed, reducing reaction times and massively increasing
    crash forces. And far too many involved drivers who chose to
    drive distracted.
        Since the vast majority of these crashes have been caused
    by human choice or error, we need to double down on successful
    countermeasures to driver behavioral risks. And that starts
    with reinvigorating the Agency's partnership with states and
    law enforcement to emphasize the critical importance of traffic
    enforcement action and removing unsafe drivers from the road.
        And second, today's vehicles are safer than ever, but not
    enough people are buying them. This is resulting in the oldest
    fleet in U.S. history, averaging nearly 13 years. Not
    coincidentally, today's vehicles are far more expensive than
    ever. Ensuring a supply of affordable vehicles that meet
    consumer needs and wants is critical to addressing our safety
    crisis. NHTSA can support this by ensuring our regulations meet
    the need for motor vehicle safety without imposing undue costs
    or design restrictions that hamper innovation. This means
    identifying unintended barriers to innovation and pursuing
    robust yet design-neutral performance standards.
        And third, providing room for continued safety innovation
    is a hallmark of the Vehicle Safety Act, and is critical to
    enabling safety improvements in the fleet of tomorrow.
    Technologies such as software-defined vehicles, zonal
    architectures, alternative powertrains, and especially
    automated vehicles, or AVs, pose potential benefits in terms of
    safety and efficiency, but are complex and introduce risks
    unique to each application. NHTSA cannot sit back and wait for
    problems to arrive with such developing technologies, but must
    demonstrate strong leadership.
        For AVs in particular, this means deep and sustained
    engagement with industry, state and local governments and
    technical safety experts. It also means creation of a safety
    framework consisting of guidance, and yes, regulation.
    Realization of the mobility and safety benefits from AVs
    depends entirely upon consumer trust and that trust must be
    rooted in safety.
        The technical and policy challenges surrounding these new
    technologies must be addressed. Failure to do so will result in
    products that the public will not accept and the agency will
    not tolerate.
        I look forward to today's hearing and hope to earn your
    support.
        [The prepared statement and biographical information of Mr.
    Morrison follow:]

     Prepared Statement of Jonathan Morrison, Nominee to be Administrator,
                 National Highway Traffic Safety Administration
        Good morning, Chairman Cruz, Ranking Member Cantwell, and
    distinguished Members of the Committee:

        It is a distinct honor to appear before you today as the nominee
    for Administrator of the National Highway Traffic Safety Administration
    (NHTSA). I am deeply grateful for the trust President Trump and
    Secretary Duffy placed in me with this nomination.
        I want to recognize my parents Norene and Charlie, who are watching
    this morning from the town of Cool, CA. I would also like to thank my
    family, friends, colleagues, and mentors for their support and guidance
    over the years. Most importantly, however, I want to recognize my wife
    Fernanda Morrison, who is here with me today. She has been my constant
    foundation, inspiration, and motivator, and I would like to thank her
    for her support and sacrifice.
        I have spent my entire career in the automotive and technology
    fields. After being the first from my family to graduate from college,
    and then law school, I started my career at the California New Car
    Dealers Association, where I worked on legal and policy issues
    affecting the automotive industry. I later led an automotive compliance
    consulting company that worked directly with industry clients to
    implement regulatory requirements. I was then appointed as Chief
    Counsel to the agency I'm now nominated to lead, where I worked
    shoulder to shoulder with NHTSA's fantastic team of highway safety
    attorneys, engineers, economists, and other researchers and
    professionals. After President Trump's first term, I was hired by
    Apple, where I worked closely with leadership and a host of amazing
    engineers and designers on a range of issues, including working through
    regulatory implications of cutting-edge technologies. I humbly believe
    that the culmination of my experiences qualifies me to be NHTSA's next
    Administrator.
        Why am I passionate about this role? I believe the motor vehicle
    has been instrumental to the success of the American public over the
    past century. Ready access to a car or truck greatly expands our
    personal, professional, and recreational horizons well beyond any other
    transportation technology, and has much to do with the ability to
    achieve the American Dream through upward economic mobility.
        But our Nation's relationship with the automobile is facing several
    critical challenges, as is the automotive industry itself. I'd briefly
    like to mention three.
        First, this personal mobility comes at a great cost. Each year, we
    see approximately six million crashes, millions of injuries, and tens
    of thousands of fatalities. And with the pandemic, our Nation saw an
    increase from 2019's 36,000 crash fatalities--already unacceptably
    high--to over 43,000 fatalities in 2021. While fatalities have trickled
    downward since, we are still several thousand higher than just before
    the pandemic. Each number represents a parent, child, sibling, spouse,
    or friend. Everybody in this room has likely been affected by a crash
    where somebody has been seriously injured or killed.
        Despite this, every year 50 percent of those killed in crashes
    chose not to wear a seatbelt, a third involved a driver who chose to
    use drugs or have that extra drink or two and drive impaired, 30
    percent involved a driver who chose to speed, reducing reaction times
    and massively increasing crash forces, and far too many involved
    drivers who chose to drive distracted. Since the vast majority of
    crashes is driven by human choice or error, we need to double down on
    successful countermeasures to driver behavioral risks. That starts with
    reinvigorating the agency's partnership with States and law enforcement
    to emphasize the critical importance of traffic enforcement action and
    removing unsafe drivers from the road.
        Second, today's vehicles are safer than ever, but not enough people
    are buying them, resulting in the oldest fleet in U.S. history--
    averaging nearly 13 years. Not coincidentally, today's vehicles are far
    more expensive than ever. Ensuring a supply of affordable vehicles that
    meet consumer needs and wants is critical to addressing our safety
    crisis. NHTSA can support this by ensuring our regulations meet the
    need for motor vehicle safety without imposing undue costs or design
    restrictions that hamper innovation. This means identifying unintended
    barriers to innovation and pursuing robust yet design-neutral
    performance standards.
        Third, providing room for continued safety innovation is a hallmark
    of the Vehicle Safety Act and is critical to enabling safety
    improvements in the fleet of tomorrow. Technologies such as software-
    defined vehicles, zonal architectures, alternative powertrains, and
    especially automated vehicles (AVs), offer potential benefits in terms
    of safety and efficiency, but are complex and introduce risks unique to
    each application. NHTSA cannot sit back and wait for problems to arise
    with such developing technologies, but must demonstrate strong
    leadership. For AVs, this means deep and sustained engagement with
    industry, State and local governments, and technical safety experts. It
    also means the creation of a Safety Framework consisting of guidance
    and, yes, regulation. Realization of the mobility and safety benefits
    from AVs depends entirely upon consumer trust, which must be rooted in
    safety. The technical and policy challenges surrounding these new
    technologies must be addressed. Failure to do so will result in
    products that the public will not accept and the agency will not
    tolerate.
        I look forward to today's hearing and hope to earn your support.
                                     ______

                          a. biographical information
        1. Name (Include any former names or nicknames used):

            Jonathan Charles Morrison (Jon was a nickname through high
            school).

        2. Position to which nominated: Administrator of the National
    Highway Traffic Safety Administration.
        3. Date of Nomination: February 11, 2025.
        4. Address (List current place of residence and office addresses):

            Residence: Information not released to the public.
            Office: Information not provided.
        5. Date and Place of Birth: Sacramento, CA.
        6. Provide the name, position, and place of employment for your
    spouse (if married) or domestic partner, and the names and ages of your
    children (including stepchildren and children by a previous marriage).

            Fernanda Morrison, homemaker
            No children

        7. List all college and graduate schools attended, whether or not
    you were granted a degree by the institution. Provide the name of the
    institution, the dates attended, the degree received, and the date of
    the degree.

       Cosumnes River College

         January 1996-May 1998

         AA, Music (May 1998)

       University of Pittsburgh

         August 1998-January 2001

         BPhil, Music & Philosophy (January 2001)

       California State University Sacramento (non-matriculating)

         January 2001-May 2001

       University of Notre Dame

         August 2001-May 2004

         JD (May 2004)

       University College London

         October 2004-September 2005

         LL.M., International Business Law (November 2005)

        8. List all post-undergraduate employment, including the job title,
    name of employer, and inclusive dates of employment, and highlight all
    management-level jobs held and any non-managerial jobs that relate to
    the position for which you are nominated.

       First Global Community College (Nong Khai, Thailand)
         Music and English Teacher
         Summer 2001

       Tilleke & Gibbins (Bangkok, Thailand)
         Summer Associate
         Summer 2002

       Chandler & Thong-Ek (Bangkok, Thailand)
         Summer Associate
         Summer 2003

       Exclusively Legal
         Contract Attorney
         October 2005

       Copart (Fairfield, CA)
         Contract Attorney
         November 2005-January 2006
         Non-management, but related to position

       California New Car Dealers Association (Sacramento, CA)
         Staff Counsel; Director of Legal & Regulatory Affairs
                (Management)
         January 2006-Feburay 2014

       Auto Advisory Services, LLC (Irvine, CA)
         President (Management)
         March 2014-October 2017

       National Highway Traffic Safety Administration (Washington,
            DC)
         Chief Counsel (Management)
         November 2017-January 2021

       Apple, Inc. (Cupertino, CA)
         Legal, Regulatory, Government Affairs, and Policy Lead
                (Management)
         March 2021 to Present

        9. Attach a copy of your resume. Attached.
        10. List any advisory, consultative, honorary, or other part-time
    service or positions with Federal, State, or local governments, other
    than those listed above after 18 years of age.

       California Bureau of Automotive Repair Advisory Group Member
         Appointed by Chief of the Bureau of Automotive Repair
         2014-2017

        11. List all positions held as an officer, director, trustee,
    partner, proprietor, agent, representative, or consultant of any
    corporation, company, firm, partnership, or other business, enterprise,
    educational, or other institution.

       Director, California Automotive Business Coalition
         2015-2017

       Co-Chair of the Regulatory Compliance Practice Group,
            National Association of Dealer Counsel
         2015-2017

       Director, Automated Vehicle Industry Association
         2021-2024

        12. List all memberships you have had after 18 years of age or
    currently hold with any civic, social, charitable, educational,
    political, professional, fraternal, benevolent or religiously
    affiliated organization, private club, or other membership organization
    (You do not have to list your religious affiliation or membership in a
    religious house of worship or institution). Include dates of membership
    and any positions you have held with any organization. Please note
    whether any such club or organization restricts membership on the basis
    of sex, race, color, religion, national origin, age, or disability.

       Member, Pitt Alumni Association
         2001 to Present

       Member, Notre Dame Alumni Association
         2004 to Present

       Member, Notre Dame Club of San Jose/Silicon Valley
         2023 to Present

       Member, Notre Dame Club of Washington, DC
         2018-2021

       Member, Notre Dame Club of Orange County
         2015-2017

       Member, Notre Dame Law Association
         2004 to Present

       Member, St. Thomas More Society
         2023 to Present

       Member, University College London Alumni
         2005 to Present

       Member, Federalist Society
         2017-2020; 2023 to Present

       Member, Society for Benefit Cost Analysis
         2024 to Present

       Member, State Bar of California
         2005 to Present

       Member, United States Supreme Court Bar
         2018 to Present

       Member, Rotary Club of North Sacramento
         2008-2012

       Member, Phi Sigma Tau International Honor Society in
            Philosophy, University of Pittsburgh
         1999-2001 (President, 2000)

       Member National Association of Dealer Counsel
         2007-2017 (Co-Chair of Regulatory Practice Group,
                2015-2017)

       Member, California Bureau of Automotive Repair Advisory
            Group (2014-2017)

        13. Have you ever been a candidate for and/or held a public office
    (elected, non-elected, or appointed)? If so, indicate whether any
    campaign has any outstanding debt, the amount, and whether you are
    personally liable for that debt.
        I was appointed as Chief Counsel of the National Highway Traffic
    Safety Administration in the U.S. Department of Transportation, and
    served from November 2017-January 2021.
        14. List all memberships and offices held with and services
    rendered to, whether compensated or not, any political party or
    election committee within the past ten years. If you have held a paid
    position or served in a formal or official advisory position (whether
    compensated or not) in a political campaign within the past ten years,
    identify the particulars of the campaign, including the candidate, year
    of the campaign, and your title and responsibilities. None.
        15. Itemize all political contributions to any individual, campaign
    organization, political party, political action committee, or similar
    entity of $200 or more for the past ten years. None.
        16. List all scholarships, fellowships, honorary degrees, honorary
    society memberships, military medals, and any other special recognition
    for outstanding service or achievements.

            Secretary of Transportation's Distinguished Service Award for
            Leading DOT's Response to the COVID-19 National Public Health
            Emergency, 2020

            University College London, London, United Kingdom LL.M., with
            Merit, International Business Law, 2005

            Dean's List, International Trade Law, Notre Dame Law School,
            2003 International Moot Court, Notre Dame Law School, London,
            2003
                    Best Speaker, Round One
                    Competition Speaker of Note

            University of Pittsburgh, Pittsburgh, Pennsylvania
            Bachelor of Philosophy, Magna Cum Laude, Philosophy & Music,
            2001

            University Honors College Brackenridge Research Fellow,
            Philosophy/History & Philosophy of Science, University of
            Pittsburgh, 2000

            President, Phi Sigma Tau International Honor Society in
            Philosophy, University of Pittsburgh, 2000

            Cosumnes River College, Sacramento, California Associate of
            Arts, with Highest Honors, Music, 1998

        17. List all books, articles, columns, letters to the editor,
    Internet blog postings, or other publications you have authored,
    individually or with others. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    publication when available.

       National Highway Traffic Safety Administration
         While at NHTSA, I issued several orders, notices,
                rulemaking documents, and interpretation letters in my
                capacity as Chief Counsel. These are available at: https://
                www.nhtsa.gov/nhtsa-interpretation-file-search#search-tool
                or in the Federal Register

       California New Car Dealers Association (CNCDA):

         Dealer Management Guides (Editing & Drafting Portions)
         F&I Compliance Manuals (Editing & Drafting Portions)
         Registration Professional's Toolkit
         CNCDA Monthly Dealer Bulletin Articles (2006-2014)
            Note: these are resources made available to members; I do not
            have access to the publications

       Auto Advisory Services (AAS):
         CNCDA Service Drive Compliance Manual and Reference
                Guide (2017)
            Note: CNCDA hired AAS to provide a seminar series and draft
            this publication, which was provided to CNCDA members and
            attendees. This is a CNCDA member resource, and I do not have
            access to the publication.

       Auto Dealer Law Quarterly Updates (2014-2017)
         -Rocky Recall Road, (Found reprinted in Illinois
                Automobile Dealer News at https://illinois-auto-dealer-
                news.thenewslinkgroup.org/flippingbooks/Pub6-2016-Issue3/
                14/) (2016)
            Note: Auto Dealer Law was a compliance guidebook and quarterly
            newsletter service provided jointly by AAS and the law firm
            Charapp & Weiss--neither of which exist today. I wrote several
            articles for the quarterly newsletter, but, aside from the
            article linked above, I do not have access to those
            newsletters.

       Monthly Transmission Newsletter (2014-2017)
            Note: This Newsletter was a subscription service provided to
            AAS clients. I wrote or edited many articles for the
            publication while President of AAS. AAS was sold to KPA in
            2018, and I do not have access to the publications.

        18. List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        Note: I have given many speeches, panel presentations, and other
    presentations in my career--mostly relating to legal and public policy
    matters not directly relevant to the National Highway Traffic Safety
    Administration or the position of Administrator, and primarily prior to
    my time in the Federal government.
        The following is the most complete list I could recall of my
    speeches, panel presentations, and presentations relevant to the
    nomination:

       National Highway Traffic Safety Administration (presented in
            my official capacity as Chief Counsel):

         Discussion, NADA Regulatory Affairs Meeting,
                Washington, DC (April 2018) (no digital copy found)

         Announcement of vehicle recall safety pilot program
                with Maryland Department of Transportation and Maryland
                Motor Vehicle Administration, pursuant to grant from the
                National Highway Traffic Safety Administration (April 2018)
                (no digital copy found)

         Presentation, Self-Driving Coalition for Safer Streets
                (Estimated 2019) (no digital copy found)

         Presentation, National Association of Motor Vehicle
                Boards and Commissions Fall Workshop (September 2018) (no
                digital copy found)

         Speech, Association for Safe International Road Travel
                (November 2018) (no digital copy found)

         Panel Discussion, American Bar Association Emerging
                Issues in Motor Vehicle Product Liability Litigation
                Conference (April 2019) (no digital copy found)

         Governors Highway Safety Association Annual Meeting
                (August 2019) (no digital copy found)

         Speech, National Automobile Dealers Association
                Washington Conferencee (September 2019) (no digital copy
                found)

         Presentation, National Association of Dealer Counsel
                Fall Conference (October 2019) (no digital copy found)

         Presentation, National Sheriffs Association (Estimated
                2019) (no digital copy found)

         Speech, National Independent Automobile Dealers
                Association (Estimated 2019) (no digital copy found)

         Interview with Magazine (Estimated 2019 or 2020) (no
                digital copy found)

                    Note: I recall a written interview with an automotive
                    periodical related to repairs, tires, or the automotive
                    aftermarket, but I can't recall which one.

         Virtual Panel Presentation at The Autonomous' Safety
                and Regulation Chapter Event, July 2020 (https://www.the-
                autonomous.com/news/tackling-regu
                lation-at-the-fourth-chapter-event/)

         Presentation before the Japan Automobile Standards
                Internationalization Center (December 2020) (https://
                www.jasic.org/meeting_docs_admin/con
                tents/uploads/doc/meeting3/
                6%E3%80%80NHTSA%20Symposium%20Decem
                ber%202020.pdf)

       Auto Advisory Services:

         Presentation, Dealer Perspectives from the Early
                Stages of the Plug-In Presentation, The California Zero
                Emission Vehicle Mandate: Legal and Market Expectations
                Intertwined, National Association of Motor Vehicle Boards
                and Commissions Annual Conference (2014) (found online at:
                https://www
                .sambuz.com/doc/national-association-of-motor-vehicle-
                boards-and-ppt-presen
                tation-613040)

         Panel Discussion, Vehicle Finance: An Evolving Market/
                Subprime & Negative Equity: How to Stop the Pot from
                Bubbling Over, National Association of Motor Vehicle Boards
                and Commissions Annual Conference (2014) (no digital copy
                found)

         Electric Vehicle Market, Department of Energy Annual
                Merit Review (June 2014) (no digital copy found)

         Panel Presentation, Legal Ramifications of Vendor
                ``Solutions'' Peddled to Dealers, National Association of
                Dealer Counsel (2017) (no digital copy found)

         Presentation, Industrywide Safety Recall Difficulties,
                California New Motor Vehicle Board (2016) (no digital copy
                found)

         Several Presentations, Service Drive Compliance,
                California New Car Dealers Association (2017) (no digital
                copy found)

         Presentation, Auto Repair Compliance, Independent
                Automotive Professionals Association (2016) (no digital
                copy found)

       California New Car Dealers Association:
         Various seminars on compliance and new laws (2006-
                2014) (no digital copy found)

        19. List all public statements you have made during the past ten
    years, including statements in news articles and radio and podcasts and
    television appearances, which are on topics relevant to the position
    for which you have been nominated, including dates. Include a link to
    each statement when possible. If a link is not available, provide a
    digital copy of the statement when available.

       Automotive News SHIFT: A Podcast About Mobility: USDOT
            Sketches Road Rules Ahead for Self-Driving Vehicles (episode
            74) (2020) https://www.auto
            news.com/shift-podcast-about-mobility/usdot-sketches-road-
            rules-ahead-self-dri
            ving-vehicles-episode-74/

        20. List all digital platforms (including social media and other
    digital content sites) on which you currently or have formerly operated
    an account, regardless of whether or not the account was held in your
    name or an alias. Include the full name of an ``alias'' or ``handle'',
    including the complete URL and username with hyperlinks, you have used
    on each of the named platforms. Indicate whether the account is active,
    deleted, or dormant. Include a link to each account if possible.

       LinkedIn: https://www.linkedin.com/in/jonathan-morrison-
            45b1181/ (active)

       X: https://x.com/jbomott38574 (active, no posts)

       Myspace: https://myspace.com/jbomott (long inactive)

        21. Please identify each instance in which you have testified
    orally or in writing before Congress in a governmental or non-
    governmental capacity and specify the date, committee, and subject
    matter of each testimony. None.
        22. Given the current mission, major programs, and major
    operational objectives of the department/agency/commission/corporation
    to which you have been nominated, what in your background or employment
    experience do you believe affirmatively qualifies you for appointment
    to the position for which you have been nominated, and why do you wish
    to serve in that position?
        I believe I am qualified to serve as Administrator of the National
    Highway Traffic Safety Administration because I have spent my entire
    career working in the automotive and technology fields, including
    service as Chief Counsel to the agency from November 2017 through
    January 2021. Should I be confirmed, I would apply lessons learned from
    my experiences in each role to drive agency efforts to improve highway
    safety.
        California New Car Dealers Association (CNCDA): At CNCDA I grew
    familiar with the legal, policy, and market issues affecting the
    automotive industry, including safety, fuel economy, environmental,
    finance, transactional, and distributional.
        Auto Advisory Services: Running Auto Advisory Services gave me the
    ability to understand automotive legal, policy, and market issues on a
    more intimate basis by providing compliance guidance directly with
    dealer, repair facility, and technology company clients.
        National Highway Traffic Safety Administration (NHTSA): As NHTSA
    Chief Counsel, I led all regulatory, enforcement, and other legal
    activities within NHTSA's jurisdiction, working closely with the
    agency's incredible team of automotive safety attorneys, engineers,
    economists, statisticians, human factors specialists, and other
    researchers on all aspects of NHTSA's mission.
        My work at NHTSA gave me intimate knowledge of the areas of NHTSA
    jurisdiction, and recent experience working to address the ongoing
    highway safety crisis.
        Apple: At Apple, I led a cross-functional legal, regulatory,
    government affairs, and policy team to provide strategic counsel to
    leadership, product design, industrial design, and human interface
    teams on regulatory, product liability, and safety implications of
    various technological designs and features. This experience of applying
    regulation to cutting edge technologies would serve me well as
    Administrator, should I be confirmed.
        23. What do you believe are your responsibilities, if confirmed, to
    ensure that the department/agency/commission/corporation has proper
    management and accounting controls, and what experience do you have in
    managing a large organization?
        Should I be confirmed as Administrator of the National Highway
    Traffic Safety Administration, my responsibilities will be to lead and
    represent the agency on all matters within its jurisdiction in
    accordance with the directions, policies, and priorities of the
    Secretary of Transportation and President of the United States. This
    includes properly and efficiently managing all programs, functions,
    offices, and activities of the agency within the Administrator's
    statutory authorities in accordance with the law and the Constitution.
        Critically, my responsibilities will involve planning and
    overseeing budgets, spending plans, and audits, and implementing
    internal controls consistent with mandates from the Office of
    Management and Budget, Department of Transportation, and Congress to
    ensure accountability.
        While serving as Chief Counsel to the agency, I assisted the Deputy
    Administrator in management of the agency, working closely with the
    Associate Administrator for Administration and CFO. I also gained
    executive managerial experience from running a business when serving as
    President of Auto Advisory Services.
        24. What do you believe to be the top three challenges facing the
    department/agency/commission/corporation, and why?

       Our highway fatality crisis has continued at an unacceptably
            elevated rate, especially since the onset of the COVID-19
            pandemic. Over the past several years, we have suffered
            fatality rates our country hasn't seen since the mid-2000s. The
            characteristics common to these fatal crashes have remained
            consistent for decades: speeding, alcohol and/or drug use,
            distraction, and not wearing seat belts. The agency must
            redouble its efforts on proven safety countermeasures.

       While today's new vehicles are the safest ever sold, the
            average age of a vehicle in the United States fleet is older
            than ever and now approaches 13 years--meaning an increasingly
            large proportion of our society is driving older and less safe
            vehicles. The reason for this aging fleet is multifaceted, but
            much can be attributed to regulatory mandates in the United
            States, Europe, and China that push design decisions away from
            what consumers want and need and continually push vehicle
            prices out of reach for everyday Americans. Pursuing smart
            regulation that focuses on robust, design-agnostic, performance
            requirements will allow automakers to design and sell
            innovative vehicles that consumers and businesses desire, and
            at a lower price point.

       Automotive technology, and American use and acceptance of
            such technology, is evolving at an incredibly rapid pace.
            Alternative fuel powertrains, software-defined vehicles, and
            automated driving systems are extraordinarily complicated, and
            development is unique to each company. Appropriate oversight
            and regulation of these new technologies requires that the
            agency continuously develop its own expertise and familiarity
            with new technologies and their costs and benefits. The agency
            must engage with industry, State and local governments, and
            safety experts to establish robust performance requirements
            that meet the need for motor vehicle safety in a way that does
            not hamper innovation.
                       b. potential conflicts of interest
        1. Describe all financial arrangements, deferred compensation
    agreements, and other continuing dealings with business associates,
    clients, or customers. Please include information related to retirement
    accounts, such as a 401(k) or pension plan.

       Apple:

         Severance: Upon leaving Apple on April 28th, I will
                receive a lump sum severance payment, and up to six months
                of COBRA premiums pursuant to Apple's severance plan.

         Bonus: Conditioned upon fulfilling my employment
                obligations and remaining an employee in good standing on
                April 28th, I will receive a cash bonus.

         ESPP Refund: I have continued to have a portion of my
                salary withheld pursuant to Apple's Employee Stock Purchase
                Plan. Since I will leave Apple prior to the next stock
                purchase date, all amounts withheld will be cashed out upon
                my leaving the company on April 28th.

         Accrued vacation payout: Pursuant to Apple's
                employment plan, all accrued vacation time will be cashed
                out to me upon my departure on April 28th.

         401(k): I have an Apple-sponsored 401(k) account
                through Fidelity Netbenefits. I will keep this account open
                for some period of time. If I am confirmed, I will consider
                rolling the funds in this account over to the Federal
                Thrift Savings Plan.

       Federal Government:
         Thrift Savings Plan: I have retained my Thrift Savings
                Plan account from my time in the Federal Government.

        2. Do you have any commitments or agreements, formal or informal,
    to maintain employment, affiliation, or practice with any business,
    association, or other organization during your appointment? If so,
    please explain. No.
        3. Indicate any investments, obligations, liabilities, or other
    relationships which could involve potential conflicts of interest in
    the position to which you have been nominated. Explain how you will
    resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (``DOT'') Designated Agency Ethics Official to identify potential
    conflicts of interest. Any potential conflicts of interest will be
    resolved consistent with the terms of an ethics agreement I have
    entered into with the DOT Designated Agency Ethics Official, which has
    been provided to this Committee. I am not aware of any other conflicts
    of interest.
        4. Describe any business relationship, dealing, or financial
    transaction which you have had during the last ten years, whether for
    yourself, on behalf of a client, or acting as an agent, that could in
    any way constitute or result in a possible conflict of interest in the
    position to which you have been nominated. Explain how you will resolve
    each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (``DOT'') Designated Agency Ethics Official to identify potential
    conflicts of interest. Any potential conflicts of interest will be
    resolved consistent with the terms of an ethics agreement I have
    entered into with the DOT Designated Agency Ethics Official, which has
    been provided to this Committee. I am not aware of any other conflicts
    of interest.
        5. Identify any other potential conflicts of interest and explain
    how you will resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (``DOT'') Designated Agency Ethics Official to identify potential
    conflicts of interest. Any potential conflicts of interest will be
    resolved consistent with the terms of an ethics agreement I have
    entered into with the DOT Designated Agency Ethics Official, which has
    been provided to this Committee. I am not aware of any other conflicts
    of interest.
        6. Describe any activity during the past ten years, including the
    names of clients represented, in which you have been engaged for the
    purpose of directly or indirectly influencing the passage, defeat, or
    modification of any legislation or affecting the administration and
    execution of law or public policy.
        Until resigning in February 2024, I served as a Director of the
    Autonomous Vehicle Industry Association, which advocated for policies
    in support of the safe testing and deployment of highly automated
    vehicles.
        While President of Auto Advisory Services, I attended the
    California New Car Dealers Association's annual legislative conferences
    and accompanied dealer clients to visits with members of the California
    legislature.
        Until joining the National Highway Traffic Safety Administration in
    November 2017, I served as a Director of the California Automotive
    Business Coalition, which advocated for policies in support of the
    larger automotive repair industry.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (``DOT'') Designated Agency Ethics Official to identify potential
    conflicts of interest. Any potential conflicts of interest will be
    resolved consistent with the terms of an ethics agreement I have
    entered into with the DOT Designated Agency Ethics Official, which has
    been provided to this Committee. I am not aware of any other conflicts
    of interest.
                                c. legal matters
        1. Have you ever been disciplined or cited for a breach of ethics,
    professional misconduct, or retaliation by, or been the subject of a
    complaint to, any court, administrative agency, the Office of Special
    Counsel, an Inspector General, professional association, disciplinary
    committee, or other professional group? If yes:
        No.

      a.  Provide the name of the court, agency, association, committee, or
            group;

      b.  Provide the date the citation, disciplinary action, complaint, or
            personnel action was issued or initiated;

      c.  Describe the citation, disciplinary action, complaint, or
            personnel action;

      d.  Provide the results of the citation, disciplinary action,
            complaint, or personnel action.

        2. Have you ever been investigated, arrested, charged, or held by
    any Federal, State, or other law enforcement authority of any Federal,
    State, county, municipal, or foreign government entity, other than for
    a minor traffic offense? If so, please explain. No.
        3. Have you or any business or nonprofit of which you are or were
    an officer ever been involved as a party in an administrative agency
    proceeding, criminal proceeding, or civil litigation? If so, please
    explain. No.
        4. Have you ever been convicted (including pleas of guilty or nolo
    contendere) of any criminal violation other than a minor traffic
    offense? If so, please explain. No.
        5. Have you ever been accused, formally or informally, of sexual
    assault, sexual harassment, or discrimination on the basis of sex,
    race, religion, or any other basis? If so, please explain. No.
        6. Please advise the Committee of any additional information,
    favorable or unfavorable, which you feel should be disclosed in
    connection with your nomination. None.
                         d. relationship with committee
        1. Will you ensure that your department/agency/commission/
    corporation complies with deadlines for information set by
    congressional committees, and that your department/agency/commission/
    corporation endeavors to timely comply with requests for information
    from individual Members of Congress, including requests from members in
    the minority?
        Yes, I will ensure that my office responds to such requests for
    information as appropriate.
        2. Will you ensure that your department/agency/commission/
    corporation does whatever it can to protect congressional witnesses and
    whistleblowers from reprisal for their testimony and disclosures? Yes.
        3. Will you cooperate in providing the Committee with requested
    witnesses, including technical experts and career employees, with
    firsthand knowledge of matters of interest to the Committee? Yes.
        4. Are you willing to appear and testify before any duly
    constituted committee of the Congress on such occasions as you may be
    reasonably requested to do so? Yes.
                                     ______

                         Resume of Jonathan C. Morrison
    EXPERIENCE
    Apple, Inc, Cupertino, California
    Special Projects Group Legal 2021-Present
    Apple, Inc. is one of the world's largest technology companies,
    blending hardware, software, and services to create unrivaled consumer
    products and experiences.

       Led intersectional team of legal, engineering, and
            government affairs professionals for Apple's Special Projects
            Group, overseeing and directing legal, regulatory, government
            affairs, and policy development activities.

       Strategic Counsel:

         Guided product design, industrial design, and human
                interface teams on regulatory and product liability
                implications of various designs and features; worked
                collaboratively to modify designs to mitigate risk while
                meeting concept objectives

         Developed cross-functional Safety Action Committee
                organization to bring together relevant experts and project
                leadership to align on policy development and safety-
                critical decisionmaking

         Supported large operations infrastructure in achieving
                program objectives while meeting regulatory requirements
                and mitigating safety and liability risk

         Worked with Apple legal, government affairs, security,
                and communications teams to achieve alignment on supply
                chain, intellectual property, privacy, and other strategic
                objectives

       Policy Development:

         Worked cross-functionally to evaluate implications of
                alternative performance standards and potential suitability
                for anticipated regulatory requirements

         Adapted goal-structured notation approach for policy/
                process development through cross-functional safety case
                governance

         Developed policies, based upon regulatory, standards,
                and political research, designed to generate design-and-
                feature-specific engineering requirements

    National Highway Traffic Safety Administration (NHTSA), Washington,
    District of Columbia
    Chief Counsel 2017 to 2021

    NHTSA is the primary Federal automotive industry regulator, overseeing
    activities of automobile manufacturers, parts suppliers, automated
    driving system (ADS) developers, dealers, and alterers/modifiers.
    NHTSA's mission is to save lives, prevent injuries, and reduce economic
    costs due to vehicle crashes.

       Appointed by Secretary of Transportation to serve as the
            16th Chief Counsel in NHTSA's history to lead all regulatory,
            enforcement, and other legal activities within NHTSA's
            jurisdiction

       Engaged in detailed technical discussions with government
            and stakeholder attorneys, engineers, economists,
            statisticians, human factors specialists, and other researchers
            to inform policy and legal determinations

       Worked with NHTSA's Office of Defect Investigations and
            Office of Vehicle Safety Compliance to evaluate safety and
            compliance concerns based upon TREAD Act reporting, consumer
            complaints, and other information to determine whether
            investigations were necessary and appropriate, ensure due
            process, and evaluate the adequacy and timeliness of
            manufacturer recalls

       Oversaw negotiation of consent orders with manufacturers,
            importers, parts suppliers, and new car dealers

       Researched and issued authoritative legal interpretations of
            relevant statutes and regulations

       Oversaw Congressional affairs inquiries and led
            Congressional briefings on matters relating to cybersecurity,
            ADS, fuel economy, and odometer disclosure requirements

       Represented the United States in presentations before
            national and international government, trade association, and
            industry events

    Auto Advisory Services, Inc. (AAS), Irvine, California
    President 2014 to 2017

    AAS was a 40+ employee legal compliance consulting company that
    leveraged deep understanding of industry operations and expertise in
    technical State and Federal laws to provide compliance counsel to
    hundreds of new car dealer and technology company clients.

       Assisted clients in navigating industry issues in response
            to governmental activity and litigation threats

       Led team of attorneys, and former law enforcement officials
            to audit dealer activities for compliance with California and
            Federal sales, finance, privacy, advertising, and repair laws

       Leveraged automotive repair expertise to create automotive
            service compliance program

       Worked with State and Federal trade associations
            representing dealers, automakers, finance companies and other
            transportation-related sectors to develop and provide
            compliance guidance

       Fostered relationships with trade associations, regulatory
            agencies, automakers, finance companies and litigators to gauge
            compliance threats and provide targeted industry guidance

    California New Car Dealers Association (CNCDA), Sacramento, California
    Director of Legal & Regulatory Affairs 2006 to 2014

    CNCDA represents 1,200 California franchised new car and truck dealers
    in legal, regulatory, legislative and media advocacy.

       Led legal and regulatory advocacy efforts before all
            California courts and regulatory agencies, including the
            California Air Resources Board, Department of Motor Vehicles,
            Bureau of Automotive Repair, Department of Toxic Substances
            Control, and Board of Equalization

       Drafted legislation and regulations to implement favorable
            policy positions and strategies

       Testified before California legislature and Federal and
            State regulatory agencies on behalf of dealers

       Assisted dealers in navigating pressing industry events
            spurred by Federal or State laws

       Analyzed and monitored legislative and regulatory proposals
            to determine dealer impact

       Monitored legal trends in California and Federal courts;
            coordinated Amicus activity among businesses and trade
            associations; drafted and edited Federal and State Amicus
            briefs
    PROFESSIONAL QUALIFICATIONS
    Member, United States Supreme Court Bar, 2018 to present

    Member, State Bar of California, 2005 to present

    Director, Autonomous Vehicle Industry Association, 2021 to 2024

    Co-Chair, Regulatory Compliance Practice Group, National Association of
    Dealer Counsel, 2015 to 2017

    Director, California Automotive Business Coalition, 2014 to 2017

    Appointed Member, California Bureau of Automotive Repair Advisory
    Group, 2014 to 2017
    EDUCATION
    University College London, London, United Kingdom

    LL.M., with Merit (Honors), International Business Law, 2005

    The Notre Dame Law School, Notre Dame, Indiana

    Juris Doctor, 2004

    University of Pittsburgh, Pittsburgh, Pennsylvania

    Bachelor of Philosophy, Magna Cum Laude, Philosophy & Music, 2001

    Cosumnes River College, Sacramento, California

    Associate of Arts, with Highest Honors, Music, 1998

        The Chairman. Thank you. Mr. Roberti, you are now
    recognized.

                       STATEMENT OF PAUL ROBERTI,

               NOMINEE TO BE ADMINISTRATOR, PIPELINE AND

               HAZARDOUS MATERIALS SAFETY ADMINISTRATION

        Mr. Roberti. Chairman Cruz, Ranking Member Cantwell, and
    members of the Committee, thank you for the opportunity to be
    here today.
        It is a great honor to be nominated by President Trump, and
    I am equally grateful to Secretary Duffy for his trust and
    confidence in my ability to lead the Pipeline and Hazardous
    Material Safety Administration.
        I am pleased to be accompanied today by my three wonderful
    sons, twins, Christian and Ethan, and their younger brother,
    William; and my two brothers, Dino and Peter, and some very
    close friends and colleagues who traveled from New York, New
    England, today; my friend Jake Van Reen, my good friend Kim
    Baruti, and Paul Afonso from Massachusetts.
        I also want to thank Senator Whitehouse for his kind
    introduction and his commitment to public service and
    leadership on behalf of the citizens of Rhode Island.
        I come to Washington to serve the Nation from Rhode Island
    where I grew up as the son of school teachers who fostered a
    culture of learning, loyalty, and hard work so that each of my
    brothers and I could build a future called the American dream.
        My pathway to public service began 35 years ago, and
    through various positions in State and Federal Government, I
    always relied on an inner moral compass to do the right thing
    and to see that my actions and decisions reflected the
    interests of average everyday citizens who expected good
    government from those who were charged with serving the public
    interest.
        My career took me into energy and utilities. From very
    early on, I was amazed at the complexity of the energy systems
    that delivered vital services to society, powering our economy
    and way of life, and at the same time achieving reliability and
    affordability for the consumers who ultimately paid the bills.
        The vast network of pipelines in our Nation represents the
    cornerstone of our economy and our bright pathway to achieving
    energy independence. The energy products moving through
    pipelines keep us warm at night, drive manufacturing, and help
    ensure that the electric grid never fails. The reliability and
    safety of these systems, literally, can spell the difference
    between life and death.
        When I was a public utilities commissioner in Rhode Island
    and learned that some of our pipelines dated back to 1850,
    installed even before the Civil War when Abraham Lincoln was
    still a Member of Congress, and that these vintage cast iron
    systems ultimately resulted in preventable tragedies such as
    Allentown, Pennsylvania, and East Harlem, New York, it
    galvanized my drive to advance pipeline safety.
        To realize the President's vision for unleashing American
    energy, we must instill great confidence that our
    transportation systems are safe. Whether it be natural gas
    moving through pipelines, crude oil over railways, lithium
    batteries in airplanes, or the fireworks that mark our Fourth
    of July celebrations, ensuring the safe movement of hazardous
    materials throughout the Nation's transportation systems must
    always be PHMSA's top priority.
        I am honored to be considered to lead PHMSA's dedicated
    workforce as they strive to maintain and enhance the safe
    movement of hazardous materials across all modes of
    transportation, including pipelines.
        Today, we face many threats and challenges to our pipeline
    infrastructure, physical and cyber security threats from bad
    actors, whether individuals or nation states, pose a steady and
    growing risk to the safe and reliable operation of our pipeline
    systems. The best defense against these threats requires
    constant vigilance and close coordination with Federal, state,
    and local government partners, as well as collaboration with
    industry. And if a bad incident occurs, these same defensive
    measures are equally critical in the context of emergency
    response and recovery.
        Allow me to close on a positive note. New technologies,
    engineering advances, and innovation offer substantial
    opportunities to advance safety while lowering costs for the
    American consumer. For example, the power of advanced
    capabilities like artificial intelligence can be leveraged for
    obtaining higher quality risk assessments to evaluate the
    integrity of pipeline systems and harness toward the
    development of better technologies for containing hazardous
    materials.
        If confirmed as administrator, I not only commit to being a
    fair and effective regulator, but also will seek opportunities
    for unleashing American ingenuity to advance safety and bring
    us closer to the goal of zero incidents.
        Thank you, Chairman Cruz and Ranking Member Cantwell. I
    look forward to answering the Committee's questions.
        [The prepared statement and biographical information of Mr.
    Roberti follow:]

       Prepared Statement of Paul Roberti, Nominee to be Administrator,
             Pipeline and Hazardous Materials Safety Administration
        Chairman Cruz, Ranking Member Cantwell and Members of the
    Committee--

        Thank you for the opportunity to be here today. It is a great honor
    to be nominated by President Trump, and I am equally grateful to
    Secretary Duffy for his trust and confidence in my ability to lead the
    Pipeline and Hazardous Materials Safety Administration (PHMSA).
        I come to Washington to serve the Nation from Rhode Island, where I
    grew up as the son of schoolteachers, who fostered a culture of
    learning, loyalty and hard work so that each of my brothers and I could
    build a future called the American dream.
        My pathway to public service began 35 years ago, and through
    various positions in State and Federal government, I always relied on
    an inner moral compass to do the right thing, and to see that my
    actions and decisions reflected the interests of average, everyday
    citizens who expected ``good government'' from those who were charged
    with serving the public interest.
        My career took me into energy and utilities. From very early on, I
    was amazed at the complexity of the energy systems that delivered vital
    services to society, powering our economy and way of life, and at the
    same time achieving reliability and affordability for the consumers who
    paid the bills.
        The vast network of pipelines in our Nation represents the
    cornerstone of our economy and our bright pathway to achieving energy
    independence. The energy products moving through pipelines keep us warm
    at night, drive manufacturing and help ensure that the electric grid
    never fails. The reliability and safety of these systems literally can
    spell the difference between life and death.
        When I was a public utilities commissioner in Rhode Island and
    learned that some of our pipelines dated back to 1850--installed before
    the Civil War when Abraham Lincoln was still a Member of Congress--and
    that these vintage cast iron systems ultimately resulted in preventable
    tragedies such as Allentown, PA and East Harlem, NY, it galvanized my
    drive to advance pipeline safety.
        To realize the President's vision for unleashing American energy,
    we must instill great confidence that our transportation systems are
    safe. Whether it be natural gas moving through pipelines, crude oil
    over railways, lithium batteries in airplanes, or the fireworks that
    mark our Fourth of July celebrations, ensuring the safe movement of
    hazardous materials throughout our Nation's transportation systems must
    always be PHMSA's top priority. I am honored to be considered to lead
    PHMSA's dedicated workforce as they strive to maintain and enhance the
    safe movement of hazardous materials across all modes of
    transportation, including pipelines.
        Today, we face many threats and challenges to our pipeline
    infrastructure. Physical and cybersecurity threats from bad actors,
    whether individuals or nation states, pose a steady and growing risk to
    the safe and reliable operation of our pipeline systems. The best
    defense against these threats requires constant vigilance and close
    coordination with federal, state, and local government partners, as
    well as collaboration with industry. And if a bad incident occurs,
    these same defensive measures are equally critical in the context of
    emergency response and recovery.
        Allow me to close on a positive note. New technologies, engineering
    advances, and innovation offer substantial opportunities to advance
    safety while lowering costs for the American consumer. For example, the
    power of advanced capabilities like artificial intelligence can be
    leveraged for obtaining higher quality risk assessments to evaluate the
    integrity of pipeline systems and harnessed towards the development of
    better technologies for containing hazardous materials. If confirmed as
    Administrator, I not only commit to being a fair and effective
    regulator, but also will seek opportunities for unleashing American
    ingenuity to advance safety and bring us closer to the goal of zero
    incidents.
        Thank you, Chairman Cruz and Ranking Member Cantwell. I look
    forward to answering the Committee's questions.
                                     ______

                          a. biographical information
        1. Name (Include any former names or nicknames used): Paul Roberti.
        2. Position to which nominated: Administrator, Pipeline and
    Hazardous Materials Safety Administration.
        3. Date of Nomination: February 3, 2025.
        4. Address (List current place of residence and office addresses):

            Residence: Information not released to the public.
            Office: Information not provided.

        5. Date and Place of Birth: Warwick, RI.
        6. Provide the name, position, and place of employment for your
    spouse (if married) or domestic partner, and the names and ages of your
    children (including stepchildren and children by a previous marriage):

            Ethan Roberti (age 24)

            Christian Roberti (age 24)

            William Roberti (age 18)

        7. List all college and graduate schools attended, whether or not
    you were granted a degree by the institution. Provide the name of the
    institution, the dates attended, the degree received, and the date of
    the degree:

            College of the Holy Cross (9/83-5/87). B.A. Chemistry (5/87)
            Suffolk University School of law (9/87-6/90). Juris Doctorate
            (6/90)

        8. List all post-undergraduate employment, including the job title,
    name of employer, and inclusive dates of employment, and highlight all
    management-level jobs held and any non-managerial jobs that relate to
    the position for which you are nominated. (Management positions are in
    italics)

       law Clerk., Supreme Court of Rhode Island (9/90-8/91)

       Associate., Tillinghast Collins & Graham (9/91-9/92)

       Special Assistant Attorney General, R.I. Dept. of AG (9/92-
            1/97)

       Assistant Attorney General, R.I. Dept. of AG (1/97-7/09)

       Chief., Regulatory Unit, R.I. Department of AG (6/97-7/09)

       Commissioner., Rhode Island Public Utilities Commission (7/
            09-6/16)

       Executive Director, Ernst & Young (6/16-3/18)

       Chief Counsel, U.S. Pipeline and Hazardous Materials Safety
            Administration (3/18-1/21)

       President., Greene River Advisors LLC (7/21-12/24)

       Chief Economic and Policy Analyst, Rhode Island Division of
            Public Utilities and Carriers (3/22-9/24)

       Managing Director, Ernst & Young LLP (9/24 to present)

        9. Attach a copy of your resume. See attached pdf document.
        10. List any advisory, consultative, honorary, or other part-time
    service or positions with Federal, State, or local governments, other
    than those listed above after 18 years of age.

       Member, USDOE Electricity Advisory Committee (2013-17)

       Member, USDOE/NARUC Natural Gas Infrastructure Modernization
            Partnership (2016)

       Member, Special legislative Committee to Study and Evaluate
            Natural Gas Transmission and Distribution System Infrastructure
            (2021-2022)

       Member, Governor's Telecommunications Task Force

       Moderator, Pojac Point Fire District (2016-2020)

       Clerk, Pojac Point Fire District (2004-06)

       Road Commissioner, Pojac Point Fire District (2024-2025)

        11. List all positions held as an officer, director, trustee,
    partner, proprietor, agent, representative, or consultant of any
    corporation, company, firm, partnership, or other business, enterprise,
    educational, or other institution.

       Director, National Association of Regulatory Commissioners
            (NARUC) (2013-16)

       Chairman, NARUC Subcommittee on Pipeline Safety (2013-16)

       Chairman, NARUC Pipeline Safety Task Force (2011-13)

       Vice Chairman, NARUC Committee on Gas (2013-14)

       Director, National Regulatory Research Institute (2012-16)

       Director, University of Rhode Island Research Foundation
            (2022-2025)

       Chairman, New Mexico State University/Center for Public
            Utilities' Advisory Council (2013-15)

       Vice-Chairman, New England Power Pool (2021-24)

        12. List all memberships you have had after 18 years of age or
    currently hold with any civic, social, charitable, educational,
    political, professional, fraternal, benevolent or religiously
    affiliated organization, private club, or other membership organization
    (You do not have to list your religious affiliation or membership in a
    religious house of worship or institution). Include dates of membership
    and any positions you have held with any organization. Please note
    whether any such club or organization restricts membership on the basis
    of sex, race, color, religion, national origin, age, or disability.

       Member of the Bar, United States Supreme Court (2018 to
            present)

       Member of the Bar, United States Court of Appeals (1st and
            DC circuits) (1997 to present)
       Member of the Bar, United States District Court 1991
       Member of the Bar, Rhode Island (1990 to present)
       Member of the Bar, Massachusetts (1991-2008)
       Member of the Bar, Florida (1992-2008)
       Member, Rhode Island Bar Association (1990 to present)

       Member, Rhode Island Inns of Court (1994-96)

       Member, North American Energy Standards Board Advisory
            Council (2013-2025)

       Member, National Association of Regulatory Utility
            Commissioners (2009-16)

       Member, Public Interest Advisory Council, Gas Technology
            Institute (2014-16; 2022-24)

       Member, International Confederation of Energy Regulators
            (2015-16)

       Member, New England Conference of Public Utility
            Commissioners (2009-16)

       Member, Rhode Island Mineral Hunters Assoc. (1977-82; 2022
            to present)

       Member, Rhode Island Dahlia Society (2022 to present)

       Member, American Dahlia Society (2022 to present)

        13. Have you ever been a candidate for and/or held a public office
    (elected, non-elected, or appointed)? If so, indicate whether any
    campaign has any outstanding debt, the amount, and whether you are
    personally liable for that debt. Not Applicable.
        14. List all memberships and offices held with and services
    rendered to, whether compensated or not, any political party or
    election committee within the past ten years. If you have held a paid
    position or served in a formal or official advisory position (whether
    compensated or not) in a political campaign within the past ten years,
    identify the particulars of the campaign, including the candidate, year
    of the campaign, and your title and responsibilities. Not Applicable.
        15. Itemize all political contributions to any individual, campaign
    organization, political party, political action committee, or similar
    entity of $200 or more for the past ten years.

       12/31/2024, Ernst & Young Political Action Committee: $300

        16. List all scholarships, fellowships, honorary degrees, honorary
    society memberships, military medals, and any other special recognition
    for outstanding service or achievements.

       Award of Appreciation, Energy & Natural Resources Division,
            U.S. Department of Justice (2020)

       Terry Barnich Award, National Association of Regulatory
            Utility Commissioners (2016)

       Scholarship, Holy Cross Club of Rhode Island

       Executive Leadership Program, Harvard Business School (2017)

       National Institute of Trial Advocacy (1996)

       Leadership Rhode Island (2014)

       Outstanding Physics Student of the Year, North Kingstown
            High School (1983)

       Boys Nation, American Legion (1982)

       History Award, Daughters of the American Revolution (1981)

       Berger Anderson Award, Rhode Island Mineral Hunters
            Association (1978 & 1981)

        17. List all books, articles, columns, letters to the editor,
    Internet blog postings, or other publications you have authored,
    individually or with others. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    publication when available.

       ``Challenges of Aging Infrastructure,'' Public Utilities
            Fortnightly (2015)
       ``The Essential Role of State Engagement in Demand
            Response,'' Harvard Environmental Law Review (2016)

        (See attached pdf documents)
        18. List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        (See attached pdf documents related to the following list of
    speeches and presentations)

       American Bar Association (November 19, 2019)

       American Forest & Paper Association (April 24, 2019)

       American Gas Association (October 7, 2014)

       American Petroleum Institute (November 7, 2019)

       Dangerous Goods Advisory Council, (October 30, 2019)

       Iowa Utilities Commission (February 26, 2019)

       NARUC Committee on Gas (July 16, 2018)

       NARUC Committee on Gas (November 2019)

       Nat'l Assoc. of Pipeline Safety Representatives (October 15,
            2018)

       Nat'l Assoc. of Pipeline Safety Representatives (September
            15, 2020)

       Nat'l Assoc. of State Utility Consumer Advocates (November
            18, 2019)

       New England Conference of PUCs (June 2013)

       New Mexico State University (April 8, 2019)

       Northeast Gas Association (May 2013)

       Pipeline Research & Dev. Forum (September 11, 2018)

       Texas Railroad Commission (August 2019)

       Nat'l Assoc. of Regulatory Utility Commissioners (February
            14, 2016)

        19. List all public statements you have made during the past ten
    years, including statements in news articles and radio and podcasts and
    television appearances, which are on topics relevant to the position
    for which you have been nominated, including dates. Include a link to
    each statement when possible. If a link is not available, provide a
    digital copy of the statement when available.

            https://www.providencejournal.com/story/news/environment/2016/
            06/12/
            power-in-play-new-england-losing-generators-so-how-could-
            burrillville-plant
            -not-be-needed/ 27741442007/

        20. List all digital platforms (including social media and other
    digital content sites) on which you currently or have formerly operated
    an account, regardless of whether or not the account was held in your
    name or an alias. Include the full name of an ``alias'' or ``handle'',
    including the complete URL and username with hyperlinks, you have used
    on each of the named platforms. Indicate whether the account is active,
    deleted, or dormant. Include a link to each account if possible.

       LinkedIn: https://www.linkedin.com/in/paul-roberti-80631683
            (active)

       Facebook: https://facebook.com/paul.roberti.52 (active)

       Instagram proberti33 (deactivated)

        21. Please identify each instance in which you have testified
    orally or in writing before Congress in a governmental or non-
    governmental capacity and specify the date, committee, and subject
    matter of each testimony.

       United States Senate: Committee on Small Business and
            Entrepreneurship: ``How Small Businesses Benefit from Smart
            Rail Shipping Regulation;'' 115th Congress Second Session
            (November 16, 2018).

       United States Senate: Committee on Commerce, Science, and
            Transportation; ``Pipeline Safety in the Merrimack Valley:
            Incident Prevention and Response'' (November 26, 2018).

       United State House of Representatives: Committee on Energy
            and Commerce: ``State Perspectives: Questions Concerning EPA's
            Proposed Clean Power Plan'' (September 5, 2014).

        22. Given the current mission, major programs, and major
    operational objectives of the department/agency/commission/corporation
    to which you have been nominated, what in your background or employment
    experience do you believe affirmatively qualifies you for appointment
    to the position for which you have been nominated, and why do you wish
    to serve in that position?
        I have devoted thirty years of my career to public service across
    multiple positions at the federal, state, and local level. In my
    position as Assistant Attorney General, I represented and advocated for
    citizens, ratepayers, and consumers of regulated utility service
    providers. I carried out my duties with an unwavering commitment to
    achieve just outcomes for the citizens I represented, and at the same
    time to be fair and objective in holding industry accountable to
    regulators and the public at large. These efforts were recognized and
    led the Governor to appoint me to the Public Utilities Commission in
    Rhode Island, where I served as an economic and safety regulator with
    distinction for seven years.
        During my public service career, I developed a passion for
    advancing safety of pipeline systems, which remains so important for
    the energy security and prosperity of the American people. At the
    beginning of my career, Rhode Island's energy infrastructure was in
    severe need of modernization. By working collaboratively with the
    state's natural gas distribution utilities, we developed a proactive
    plan to replace aging cast iron and leak-prone pipelines that
    represented a growing risk to public safety. That program later served
    as a model for other states across the Nation. In my leadership roles
    at the National Association of Regulatory Utility Commissioners, I
    worked steadfastly to educate and assist public utility commissioners
    across the country about the inherent risks of the pipeline systems
    entrusted to their jurisdictional stewardship, particularly with the
    lessons learned in the aftermath of multiple pipeline incidents such as
    San Bruno CA, Marshall Ml, Allentown PA, and East Harlem NY. The loss
    of life, damage to property and the environment could have, and should
    have, been prevented. The impacts from these incidents are wired into
    my sense of duty in fulfilling the functions as Administrator, should I
    be confirmed by the Senate.
        Ultimately, my work and passion for safety led me to Washington DC,
    when I was appointed to serve as Chief Counsel of PHMSA. During these
    years, I developed a deep understanding of PHMSA's mission, which
    extends beyond pipelines to the risks associated with the movement of
    hazardous materials across our highways, waterways, railroads, and
    throughout aviation. As Chief Counsel, I brought my government
    experience to ensure the government serves the public and the regulated
    industries better through vigilant protection of public safety and the
    environment. Our efforts also focused on improving the effectiveness
    and efficiency of the enforcement process across the Pipeline and
    Hazardous Materials Divisions, which was streamlined to resolve cases
    more quickly so that the government delivered the necessary level of
    regulatory certainty to operators and industry stakeholders. During my
    time at PHMSA, the agency processed over 780 enforcement cases and
    thereby eliminated a significant backlog of pending cases, some dating
    back for more than six years.
        Based on my collective experience, and in particular, my leadership
    experience during my years as Chief Counsel of PHMSA, I believe that I
    possess the knowledge, competence, and trust of agency personnel, the
    industry, and the public at large to advance the critical mission of
    protecting people and the environment from the risk of hazardous
    materials across all modes of transportation, including pipelines.
        23. What do you believe are your responsibilities, if confirmed, to
    ensure that the department/agency/commission/corporation has proper
    management and accounting controls, and what experience do you have in
    managing a large organization?
        Advancing the public interest and ensuring that PHMSA's operations
    as a government agency are effective, efficient, and transparent in
    carrying out its assigned legislative mandates will always be the
    guiding principle for executing the duties and responsibilities of the
    Administrator. My career has spanned the public and private sectors, as
    well as internationally. The leadership capabilities I have developed
    during the course of my career, coupled with my substantial experience
    as former economic regulator and executive at Ernst & Young, position
    me very well to lead the agency and ensure proper fiscal management and
    internal controls.
        24. What do you believe to be the top three challenges facing the
    department/agency/commission/corporation, and why?

      1.  Striving for Zero Incidents--The top imperative for PHMSA
            leadership is to pursue an unwavering commitment to prevent the
            release of hazardous materials across all modes of
            transportation. This means more than just enforcement--it
            requires well written regulations; investment in research and
            development of new technologies; open and direct collaboration
            with the public and industry stakeholders; an effective
            inspection program that ensures proper accountability and an
            advancement of regulatory certainly to pipeline operators and
            the regulated community; and dedication to a systemic culture
            of safety which is best advanced through regulatory compliance
            and the adoption of safety management systems by all regulated
            entities.

      2.  Updating and Streamlining Regulations--The need to make
            regulations better remains as a continuing responsibility of
            PHMSA. Regulations should be as succinct and clear as possible.
            They must also be updated to leverage new technologies and new
            methods that achieve equal or greater safety outcomes, and some
            of the time at reduced cost. The pace of technology is
            accelerating. The development and leveraging of new detection
            and mitigation tools are vital to the mission of eliminating
            the risk of an accident, or in the case where an accident
            occurs, helping to mitigate the consequences stemming from a
            release of hazardous materials into the environment. PHMSA must
            rise to the challenge of streamlining regulations and advancing
            the development of new technologies that provide better
            containment of hazardous materials.

      3.  Safety and Security: The threats to our Nation's pipeline systems
            are significant and likely increasing. While it has taken more
            than a century to construct the elaborate network of pipeline
            systems that power our Nation's economy and advance the
            American way of life, malicious actors, whether domestic or
            foreign, could reap destruction and chaos if they were to
            successfully mount an attack on pipeline infrastructure. I will
            work steadfastly to ensure that PHMSA meets the growing
            challenge of improving the safety and security of the Nation's
            critical infrastructure by working with industry and federal,
            state, and local partners to expose threats and eliminate
            vulnerabilities that could be exploited by bad actors.
                       b. potential conflicts of interest
        1. Describe all financial arrangements, deferred compensation
    agreements, and other continuing dealings with business associates,
    clients, or customers. Please include information related to retirement
    accounts, such as a 401(k) or pension plan.
        I participate in a defined benefit plan with the state of Rhode
    Island and in a defined contribution plan with the state of Rhode
    Island. Based on my current employer's (Ernst & Young) bonus policy, I
    may also be eligible for a performance-based bonus at the end of the
    Fiscal Year in June 2025. I will be notified of my eligibility in
    August 2025 and will forfeit the right to my bonus if I am no longer at
    Ernst & Young at the date of the bonus payout.
        These arrangements are fully described in Part 3 of my Public
    Financial Disclosure Report.
        2. Do you have any commitments or agreements, formal or informal,
    to maintain employment, affiliation, or practice with any business,
    association, or other organization during your appointment? If so,
    please explain. No.
        3. Indicate any investments, obligations, liabilities, or other
    relationships which could involve potential conflicts of interest in
    the position to which you have been nominated. Explain how you will
    resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any other potential conflicts of interest.
        4. Describe any business relationship, dealing, or financial
    transaction which you have had during the last ten years, whether for
    yourself, on behalf of a client, or acting as an agent, that could in
    any way constitute or result in a possible conflict of interest in the
    position to which you have been nominated. Explain how you will resolve
    each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any other potential conflicts of interest.
        5. Identify any other potential conflicts of interest and explain
    how you will resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any other potential conflicts of interest.
        6. Describe any activity during the past ten years, including the
    names of clients represented, in which you have been engaged for the
    purpose of directly or indirectly influencing the passage, defeat, or
    modification of any legislation or affecting the administration and
    execution of law or public policy. Not Applicable.
                                c. legal matters
        1. Have you ever been disciplined or cited for a breach of ethics,
    professional misconduct, or retaliation by, or been the subject of a
    complaint to, any court, administrative agency, the Office of Special
    Counsel, an Inspector General, professional association, disciplinary
    committee, or other professional group? If yes:

      a.  Provide the name of the court, agency, association, committee, or
            group;

      b.  Provide the date the citation, disciplinary action, complaint, or
            personnel action was issued or initiated;

      c.  Describe the citation, disciplinary action, complaint, or
            personnel action;

      d.  Provide the results of the citation, disciplinary action,
            complaint, or personnel action.
        Not Applicable
        2. Have you ever been investigated, arrested, charged, or held by
    any Federal, State, or other law enforcement authority of any Federal,
    State, county, municipal, or foreign government entity, other than for
    a minor traffic offense? If so, please explain.
        In 1989, I was falsely charged with three misdemeanors that were
    subsequently dismissed by a state court judge.
        3. Have you or any business or nonprofit of which you are or were
    an officer ever been involved as a party in an administrative agency
    proceeding, criminal proceeding, or civil litigation? If so, please
    explain. Not Applicable.
        4. Have you ever been convicted (including pleas of guilty or nolo
    contendere) of any criminal violation other than a minor traffic
    offense? If so, please explain. Not Applicable.
        5. Have you ever been accused, formally or informally, of sexual
    assault, sexual harassment, or discrimination on the basis of sex,
    race, religion, or any other basis? If so, please explain. Not
    Applicable.
        6. Please advise the Committee of any additional information,
    favorable or unfavorable, which you feel should be disclosed in
    connection with your nomination.
        Please see prior responses to Biographical Information and
    Qualifications: Question Nos. 7-10; 11-12; 16-18; and 21-24.
                         d. relationship with committee
        1. Will you ensure that your department/agency/commission/
    corporation complies with deadlines for information set by
    congressional committees, and that your department/agency/commission/
    corporation endeavors to timely comply with requests for information
    from individual Members of Congress, including requests from members in
    the minority?
        Yes, I will ensure that my office responds to such requests for
    information as appropriate.
        2. Will you ensure that your department/agency/commission/
    corporation does whatever it can to protect congressional witnesses and
    whistleblowers from reprisal for their testimony and disclosures? Yes.
        3. Will you cooperate in providing the Committee with requested
    witnesses, including technical experts and career employees, with
    firsthand knowledge of matters of interest to the Committee? Yes.
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
                                     ______

      Addendum to the questionnaire submitted to the Senate Committee on
     Commerce, Science, and Transportation, 119th Congress by Paul Roberti.
    Upon further review, I have identified additional information that is
    responsive to the Committee's questionnaire. They are:

    In the initial submission of the questionnaire, I edited some of the
    questions where supplemental requests for information were not
    applicable to me. Please see attachment to address these revisions.

    A.8--Mr. Roberti's consulting firm, Greene River Advisors LLC, is
    spelled ``Greene'' on the OGE 278e and Questionnaire, and ``Green'' on
    the Ethics Agreement. In addition, the Ethics Agreement states that the
    company ceased doing business in 2021, yet Mr. Roberti states he was
    the president from 2021 to 2024.

    The dates employed by the Rhode Island Division of Public Utilities and
    Carriers differs between Mr. Roberti's resume and questionnaire.

    Please clarify these items, and supplement as appropriate.

    The Ethics Agreement has a typo, it should read Greene not Green.
    Pertaining to the dates employed, there is a typo on the resume, it
    should read 2024 and not 2014. Updated resume is attached.

    A.18--We have identified a set of remarks given by Mr. Roberti which
    were not disclosed. Please clarify this, determine if there are other
    responsive materials, and provide a supplement as appropriate. See
    Remarks on February 14, 2016--recipient of 2015 Terry Barnich Award:
    https://pubs.naruc.org/ pub/9CC790D6-AB8D-3DDA-14S1- CF9A7AA3F468

    Upon my initial submission, I did not believe that the written remarks
    related to PHMSA or pipeline safety. I have updated the questionnaire
    to reflect the inclusion of these remarks,

    A.19--Mr. Roberti said he had made no public statements over the last
    10 years relevant to the position for which he has been nominated. We
    have identified the following public statements from Mr. Roberti in
    2016 regarding a gas-fired power plant (http://
    www.providencejournal.com/ story/news/environment/2016/06/12/ power-in-
    play-new-england-losing- generators- so-how-could-burrillville-plant-
    not-be- needed/l7741442007/). Please clarify this, determine if there
    are other responsive materials, and provide a supplement as
    appropriate,

    Upon my initial submission, I did not believe that the cited article
    related to PHMSA or pipeline safety. I have updated the questionnaire
    to reflect the inclusion of this article.
                                     ______

                   ABA PANEL ON PERFORMANCE-BASED REGULATION
    Key Points:
    DOT Philosophy regarding PBR:
       One critical part of this philosophy is the adoption of
            performance-based objectives in our rules, instead of overly-
            prescriptive restrictions that inhibit innovation. Overly
            prescriptive rules--such as rules that mandate the use of
            established products and methods--tend to freeze in place
            existing technology and prevent the deployment of new and
            better solutions. By setting performance-based standards for
            safe operations without dictating precisely how operators must
            meet those standards, we leave private industry free to develop
            new ways to innovative. And that preserves the incentives for
            healthy competition and for the capital markets to invest in
            new technology.

       49 CFR 5.5(e): ``Regulations should be technologically
            neutral, and to the extent feasible, they should specify
            performance objectives rather than prescribing specific conduct
            that regulated entities must adopt.''
    PHMSA Application of PBR:
       While the pipeline safety regulations can be fairly
            characterized as a healthy mix of performance-based regulations
            and prescriptive regulations, it is the very nature of pipeline
            systems themselves that lends itself to performance-based
            regulation, because every pipeline system has different
            characteristics including age, material type, length and
            diameter, internal pressure, type of product being transported,
            terrain and population density along pipeline routes, among
            other factors.

       What we don't want are prescriptive regulations that can
            sometimes lead to a checklist mentality. We want operators to
            take a holistic approach to evaluating and addressing the risk
            of their systems, and to consider time-dependent safety threats
            and interacting threats including human factors.

       Operators are primarily responsible for safety, regulators
            can only provide oversight. Operators know their systems best
            and the regulations need to provide some flexibility in order
            for them to direct compliance resources to where they will
            provide the most safety benefit. A regulator like PHMSA does
            not have the resources to be everywhere.

       IM PBR: The pipeline integrity management regulations are
            probably the best example of performance-based regulations.
            They require operators to periodically perform risk
            assessments, prioritize risks, and mitigate risks. They were
            layered over the more prescriptive regulations that preceded
            them as opposed to replacing them.

       The IM regulations require operators to: 1) Identify and
            consider all relevant risks; 2) Integration of those risks into
            the overall portfolio of risks that the operator faces to
            understand the magnitude and importance of each new risk and
            the interplay between those risks; and 3) Execution--Mitigating
            those risks by adjusting operational & maintenance activities
            and reprioritization of investment decisions.

       PHMSA's performance-based regulatory scheme provides
            operators with substantial discretion and flexibility. However,
            with great flexibility comes great responsibility on the part
            of operators. Operators must have good internal management
            procedures and strong corporate governance and the burden
            remains on operators to execute. Risks that are not properly
            accounted for can result in major accidents and lead to massive
            costs for operators.

       Lest History Not Repeat Thyself: Those that do so by
            optimizing their risk assessment and management protocols will
            prosper, and those that don't may bear the downside
            consequences for failing to mitigate or eliminating the risk of
            a serious accident. One only has to look at history's wake of
            accidents, such as Bellingham, WA; Carlsbad, NM; San Bruno, CA;
            Marshall, MI, Refugio State Beach, CA; or most recently
            Columbia Gas of MA.

       Ultimately, Stakeholders--the public and in particular
            Congress must have confidence in the safety programs
            administered by an agency. So while we seek to achieve our
            regulatory objectives through flexible, performance-based
            regulations, we are always cognizant bad outcomes will
            undermine confidence in PBR in the eyes of the public and
            Congress, which may ultimately usher in more prescriptive
            requirements.

                                      ****
    Safety Management Systems:
       Safety Management Systems will play a key role in the
            future. The need for good corporate governance points to the
            need for Safety Management Systems (SMS). Operators need to
            consider systemic reinvestment in evaluating their long-term
            performance.
    ENFORCEMENT:
       Performance-based regulations can present enforcement
            challenges. Enforcement has to provide appropriate outcomes
            that hold operators accountable for their responsibility to
            effectively manage pipeline assets. The process should not
            incentivize bad outcomes in terms of safety or impacts to the
            environment, like we saw in a relatively recent case where the
            Fifth Circuit had the opportunity to review PHMSA's discharge
            of enforcement obligations in the context of performance-based
            regulations. Clearly, however, enforcement can be challenging
            because there is always an element of judgment on the part of
            the regulator, which may not always provide the desired outcome
            in terms of regulatory certainty to operators.
    Exxon Mobile Pegasus Pipeline Incident in Mayflower, Arkansas:
       Process-based vs. performance-based = Regulatory scheme will
            lose confidence if negative outcomes are justified by adherence
            to process rather than performance outcomes.

       Take a particular case re: Exxon Mobile's 2015 Pegasus
            Pipeline spill in Arkansas--Substantial evidence showing the
            Pegasus Pipeline was susceptible to seam failure took a back
            seat to the operator's process, and the outcome of a major
            spill was excused under the agency's regulatory scheme.

       Admittedly there are some odd nuances in that case given
            that the agency had inaccurate guidance on the website that in
            the court's view clothed the operator's decision making process
            in in legitimacy.

       For instance, the Baker report's decision tree for
            evaluating longitudinal seam failures presupposed that the
            pipeline had no manufacturing defects and that operational
            fatigue impacts were the sole and exclusive risks to the
            pipeline.

       Let me offer a automobile example for comparison. If the
            wheel on a car falls off ten times, and the agency's guidance
            provides for examining lug nuts or the condition of the tire
            itself, would the absence of any risk on those two categories
            lead a reasonable human being to continue driving that car?

       But the outcome of that case from a public policy
            perspective might be characterized as an instance where PHMSA's
            performance-based regulatory scheme creates a vey false sense
            of securing safety to the environment, perhaps an outcome best
            characterized by Professor Coglianese as ``legitimate self
            delusion'' on the part of regulated entities.

       And ultimately such an outcome presents the same ``fig
            leaf'' of uncertainty that underlies a prescriptive approach to
            standard setting--the so-called ``check the box'' mentality
            that formed the basis for moving towards performance-based
            regulations in the first place.

       At the end of the day, public perception matters. And the
            perception that regulations--regardless of whether they are
            performance-based or prescriptive--may not actually safeguard
            the safety of the public or the environment, will undoubtedly
            have a haunting effect on the agency's mission.
                                     ______

                      American Forest & Paper Association
                        Energy Policy Committee Meeting
                                Washington D.C.
                                 April 24, 2019
        It's great to be with you here today.
        I'm probably old enough to remember when people actually thought
    that the paper business might be seriously jeopardized by the computer
    age. Remember that? It was all going to be electrons and digital memory
    instead of paper and ink. But clearly that's not how it played out.
        In fact, as I'm sure most of you know, paper production has
    increased by almost 25 percent in the last 20 years. And according to
    the Energy Information Administration, your industry now accounts for
    more than 5 percent of industrial energy consumption in the U.S. Paper
    is a much bigger business than just the stuff we put in printers and
    copy machines.
        Incidentally, I'm a lawyer; and for good or bad, I know I bear a
    heavy responsibility for supporting your industry, so I appreciate your
    sustainability efforts that encourage recycling.
        The growth in paper production has proceeded in tandem with energy
    efficiency--Over the same 20 year period, consumption has only
    increased by one percent. That's quite remarkable: Producing 25 percent
    more with only 1 percent more energy input is a feat that we all wish
    more industries could achieve.
        The energy business is never far from the headlines, because energy
    is an unavoidable input cost for every form of economic activity. The
    impact to per capita GDP growth would be very substantial if we were
    all sitting around in the dark, shivering in winter and sweating in the
    summer.
        I now have more than a year under my belt at PHMSA, but I've been
    shoulder-deep in the world of power, energy, and public utilities for a
    lot longer. Those worlds are rapidly changing these days in so many
    different ways, which I'd like to talk about this morning.
        PHMSA's safety mission, is ``to protect people and the environment
    by advancing the safe transportation of energy and other hazardous
    materials that are essential to our daily lives.''
        PHMSA has only about 530 employees to face the challenges posed by
    the vast network of 2.7 million miles of regulated pipelines and the
    ubiquitous transit of 1.2 million hazardous materials shipments across
    this country every passing day.
        And those challenges just seem to keep on increasing--because the
    strong economic picture and energy abundance we are witnessing, create
    a powerful combination to bring investment in energy infrastructure and
    economic growth.
        Perhaps with the exception of my home town region in New England,
    more pipelines are being built to bring oil and gas resources from
    production to demand centers, placing greater demands on PHMSA and the
    industry to ensure that the design, construction and operation of those
    facilities are done safely and comply with Federal standards.
        Technology and innovation are at heart of these developments. For
    the Department of Transportation and its nine modal administrations
    (including PHMSA), innovation is one of the pillars underpinning our
    mission. Of course, safety is the highest priority, but innovation,
    along with infrastructure and accountability, represent the other three
    pillars.
        Let me start with safety. 99.9997 percent of hazardous materials
    make it to their intended destinations safely. But even at that rate,
    we experienced 285 significant incidents in 2018, which led to 8
    fatalities in the pipeline sector. 90 percent of these were related to
    distribution systems, which is not surprising since 80 percent of the
    Nation's pipelines are distribution, and thus regulated by the States.
        For those who have met our Administrator, Skip Elliott, you know
    his vision is zero incidents. Getting to zero incidents is not easy--
    and it relies not just on good operators deeply committed to a culture
    of safety, but it also requires leaning on the other three pillars--
    technology and innovation; infrastructure; and accountability.
        Technology brought us the shale gas revolution which will make the
    United States the largest producer of oil and gas in the world, with
    new and expanding production techniques. The growth in production is
    fueling the development of liquefied natural gas export facilities, and
    is partly driven by the reforms we achieved with the signing of a new
    Memorandum of Understanding with the Federal Energy Regulatory
    Commission that provides for a more logical assignment of roles and
    responsibilities between the two agencies during the licensing process
    for new LNG terminals. The new approach is helping to streamline the
    review process, and not only brings efficiencies, but also introduces
    much needed regulatory certainty to applicants navigating the process.
    These efforts are bolstering America's status as a net exporter of LNG
    to more than 34 countries around the globe. And this number will
    continue to grow.
        Our work factors directly into the Administration's most important
    foreign policy strategic objectives by allowing America's natural gas
    to be liquefied and exported to nations around the world who
    desperately need a more diversified and secure set of energy resources.
        Our efforts are tipping the geo-political balance in favor of
    Eastern European nations who are trying to decrease their current
    dependence on imported natural gas from Russian pipelines. For
    Caribbean island nations, it will mean access to clean burning natural
    gas to power electric generation, as opposed to relying on distillate
    fuels from Venezuela.
        The numbers involved are truly astounding. A single LNG export
    facility can deliver an economic impact of $10 billion or more per
    year, and strong demand from the Asia-Pacific region looks to likely
    drive those numbers even higher over time.
        New technologies promise to accelerate change even more, such as
    autonomous vehicles, drones, and magnetic levitation hyperloop trains.
    It paints a dramatic picture of change and opportunity, and it is
    coming at us fast.
        At PHMSA and across DOT, we are making strong efforts to refine our
    vision by incorporating new technologies into regulation, like the
    recent plastics rule that will bring superior pipeline products all the
    while reducing construction costs.
        We are combing through all the regulations to update and remove
    outdated ones that have not kept pace with technological advancements.
    But we will make no move unless we are convinced by clear and
    convincing data that our efforts will not compromise safety--the first
    and foremost pillar underpinning our mission.
        But none of it can happen without the second pillar--infrastructure
    and investment. Investment in basic infrastructure that is less
    susceptible to the pace of technology, must occur--like roads and
    bridges--and of course pipelines, which may have been manufactured from
    materials that are now deemed high risk.
        You all know what I'm talking about--cast iron and bare steel
    distribution systems. Great progress has been made--cast iron
    infrastructure has declined by almost half in the past decade, and 20
    or more States have eliminated it all together.
        That cause, crystallized by the tragic incidents in San Bruno, CA
    (2010), Allentown, PA (2011) and East Harlem, NY (2012), ultimately
    brought me to Washington DC, with a slight (2 year) detour south of the
    border from here--Mexico. These accidents make it clear that investment
    must be systematic--with operators gathering essential data and making
    compelling presentations to economic regulators on the one hand; and
    regulators making the courageous decisions to increase utility rates to
    recover those costs, on the other hand.
        That's the heart of the regulatory compact that still remains the
    envy of the world--it brings regulatory certainty, confidence to the
    financial community, and ultimately guarantees affordable, reliable
    utility services to the American public. Maintaining the highest level
    of safety--and getting as close as possible to a ``zero-incident''
    vision--is a small additional price to pay.
        That brings me to last pillar--Accountability.
        Much of the current regulatory construct depends upon the industry
    to continuously assess the integrity of their pipeline systems; to
    identify risk; and ultimately to prioritize investments that guarantee
    operation of safe and secure systems. The same is true for the power
    sector.
        The safety regulatory construct under Federal law provides great
    flexibility to the industry. But let me say this: With great
    flexibility comes great responsibility. Today's technologies of inline
    inspection capabilities are providing operators with better tools to
    evaluate integrity--but the enforcement cases crossing my desk
    demonstrate that those technologies still have a long way to go. They
    are not perfect, which is why PHMSA spends millions of dollars each
    year in research and development initiatives with universities.
        Integrity management protocols are not a generic binder to be
    housed on a shelf. They are a living document that chronicles the life
    of the asset until it is either retired or replaced. Operators have to
    be held accountable for what they do--or don't do--with integrity
    management.
        There's simply no alternative, since for the Nation's energy
    infrastructure to grow and meet our domestic and global strategic
    needs, the public will demand the highest level of safety and
    protection of the environment, as we know from reading about the
    growing opposition to pipeline projects across the country.
    The Nexus between Safety and Security
        I want to close on a subject that was recently the topic of a
    technical conference at FERC--the security of our Nation's energy
    delivery infrastructure. PHMSA's mission may be safety, but you can
    never really separate safety from security. I think the TSA
    Administrator, David Pekoske, said it best at FERC two weeks ago--
    ``safety and security are two sides of the same coin.''
        Security has two components: Physical and cyber threats
    characterized by the actions of bad actors; with the second component
    being reliability as measured by supply and delivery capabilities, and
    of course planning for system contingencies.
        Earlier this year, the Director of National Intelligence released
    the Worldwide Threat Assessment, and what was notable was the growing
    emphasis on identified threats from China. China now has the capability
    to launch cyber-attacks that could cause disruptive effects on critical
    infrastructure--``such as disruption of a natural gas pipeline for days
    to weeks--in the United States.''
        Aside from this risk, on the reliability side, there were a number
    of recent incidents on pipeline systems in Minnesota, Michigan and my
    home state of Rhode Island where more than 6,000 customers lost gas
    service on a cold January day just a few months ago.
        Those incidents are drawing attention to the fact that system
    resiliency is being stretched thin in some parts of the country. Demand
    for natural gas is growing both for heating and power generation;
    utilization on some systems is maxed out; and in some cases, there were
    few or no contingencies for maintaining gas supply to customers.
        There's simply no reason for not having adequate pipeline capacity
    to meet the forecasted demands on the system. That goes equally for the
    need to plan for operational contingencies in the same manner we do for
    the electric transmission system. And there's no excuse for not
    connecting new customers who desire natural gas service in States like
    New York and Massachusetts, where local utilities have been forced to
    enact moratoriums on new connections.
        But when you marry the conventional reliability risk to the
    physical and cyber security components, we undoubtedly find ourselves
    in a very precarious position, particularly in light of the clear and
    growing interdependency between the gas and electric sectors. Given the
    current threat assessment, we clearly need to plan for what we are
    going to do in the event systems go down due to the malevolent acts of
    third parties, something that goes far beyond our current efforts of
    establishing information sharing platforms.
        So, safety and security go hand in hand, and the consequences can
    often be the same. You've probably heard me ask this before--what do
    the San Bruno, CA pipeline tragedy and Midwest Black-Out (2003) have in
    common? Besides both being avoidable, they both resulted in eight
    fatalities.
        Those tragic incidents could pale in comparison to what could
    happen if we experienced a well-coordinated cyber-attack on pipeline
    systems. So, let's be ready; let's continue to work together; and let's
    make the necessary investments now.
        Thank you again for the opportunity to speak today. I'm happy to
    answer any questions.
        Recently, a lot of headlines have been about the so-called Green
    New Deal, which was a proposal put together by Representative
    Alexandria Ocasio-Cortez and Senator Ed Markey. It wasn't quite ready
    for prime-time, and when Senate Majority Leader Mitch McConnell put it
    to a vote in the upper chamber, it failed to receive a single Yes vote.
        That proposal was, even according to its authors, meant to be
    ``aspirational.'' But at PHMSA, we are thinking always about the future
    of energy in America, and we know that the future is happening right
    now, coming at us one second, minute, hour, and day at a time. Dealing
    with that, planning for it, making sure it happens safely, equitably,
    and profitably is not really about ASPIRATION; it is about INSPIRATION
    and PERSPIRATION, about strategic thought and good old-fashioned hard
    work.
        I'd like to update you all today on what issues we are thinking
    about at PHMSA that might impact your business, and how we're working
    to keep America's energy sector safe and efficient. As a regulatory
    agency, PHMSA is striving to adapt to a rapidly changing landscape in
    the industries we regulate.
        First, there is the re-emergence of the United States as a global
    leader in energy production. Someday soon, this Nation will be a net
    energy exporter for the first time in almost 70 years. Much of that is
    driven by new technologies in gas and oil production--and the since the
    P in our name stands for Pipelines, PHMSA is very much part of that
    picture. The 2.8 million miles of pipelines that we regulate underpin
    the entire domestic energy picture--and soon they will also need to
    support a growing export market, all while maintaining the highest
    possible standards of safety. We are working hard to adapt to that
    development.
        The PHMSA adaptation story is not only about greater production and
    transporting products to markets through more pipelines and export
    facilities. The pipeline system is also being asked to do more today
    than in the past, because of the rise power plants fired by Liquid
    Natural Gas.
        Keeping these plants supplied is causing an unprecedented
    integration of the pipeline system with the power grid--which in turn
    gives rise to a whole new set of regulatory issues related to
    reliability, redundancy, and points of potential vulnerability to
    threats ranging from severe weather events to deliberated physical or
    cyber-based attacks.
        Before coming to PHMSA a little over a year ago, my background was
    largely focused on the power grid. [INSERT HERE BRIEF SYNOPSIS OF THAT
    BACKGROUND]
        I mentioned that the pipeline grid is becoming more integrated with
    that power grid--and that is something that I spend some time thinking
    about, because I believe that LNG still has a room to grow considerably
    as a source of electric power, which will affect every power-intensive
    industry in many ways, some a lot more predictable than others.
        At PHMSA, we are preparing for those changes in the landscape of
    what we regulate. We recently signed an MOU with the Federal Energy
    Regulatory Commission designed to streamline and expedite processes for
    licensing and approval of LNG facilities. Under that agreement, PHMSA
    will certify that planned facilities will meet operational safety
    requirements. The idea is that we can, by providing that technical
    expertise, assist the FERC in these endeavors--because we have reached
    the point where approval of such facilities is often the limiting
    factor in using LNG to make meeting our energy needs safer, more
    reliable, more efficient, and less expensive.
        The impact to your business of such developments is likely to be
    complicated. LNG has advantages over other forms of energy production.
    It is cleaner than coal or oil, and also safer to transport. It is more
    reliable than wind or solar, which only produce when sun shines and
    wind blows--and battery technology is still too cumbersome for these
    production methods to be without backup systems.
        The prospects for increased production of LNG, with modern
    techniques, is good; but as infrastructure to support that gets built
    out, there is likely to be more competition for supply. How those
    dynamics shake out in terms of price is difficult to predict; but it is
    likely that a new equilibrium on that question could take some time to
    reach.
        As LNG integrates more into the power grid, PHMSA has to think
    differently to assess and mitigate risks that attend that. We are
    addressing new questions that the integration points up:

       Where are the risk inflection points? (Bottlenecks) If a
            certain section of pipe supplies a power station on which a
            large population depends, failure in that section has more risk
            that might require different safety protocols. In addition to
            risk of accident, these risks include deliberate sabotage by
            terrorists or other bad actors. Strategies for mitigating this
            risk might include hardening of the assets, or installation of
            redundant pipeline routes through which supply could be quickly
            diverted.

       Who might pose an active, deliberate threat? Assessing the
            threat of deliberate attack begins with an idea of what
            individuals or organizations might undertake such a plan, and
            how they might conceive of sabotage if they did.

       How much information is available to potential bad actors?
            Protecting against deliberate attack is very different from
            guarding against accidental system failure. For example, PHMSA
            has long encouraged Voluntary Information Sharing strategies,
            on the theory that more information known by more people
            committed to safety will ALWAYS be better. But when considering
            deliberate attack, every piece of information shared must be
            assessed for the danger of it falling into the wrong hands.
            Wider sharing of information inherently undermines operational
            security regarding potential vulnerabilities.

        PHMSA's mission is to protect people and the environment by
    advancing the safe transportation of energy and other hazardous
    materials that are essential to our daily lives. LNG is becoming more
    essential to daily life, and so our thinking about the infrastructure
    that gets it safely to market must evolve.
        So I'm looking forward to enjoying some questions and answers, and
    to learning more from all of you here about the paper business and its
    exposure to energy markets, and also to other things that PHMSA
    regulates, such as paper-based products that are used for packaging
    various types of hazardous materials for transport. Thanks again for
    the opportunity to be here today.
                                     ______

        In a time of rapid growth and change, Safety is about Imagination
        EIA (source)--yellow highlight [Paragraphs below are highlighted in
    yellow]
        The pulp, paper and printing sector accounted for 5.6 percent of
    industrial energy consumption in 2014. Though its share of industrial
    energy use has been in decline since 2000, the sector continues to be
    among the top industrial energy consumers, and can play an important
    role in the transition to a low-carbon energy system.
        Despite production growth, the sector's energy use must decline by
    0.8 percent and direct non-biomass CO2 emissions by 17
    percent by 2025 from 2014 levels to meet the 2DS.
    Recent trends
        Annual production of paper and paperboard has increased by 23
    percent since 2000 (FAO, 2016), with growth in demand for household and
    sanitary papers due to rising populations and incomes, and rising
    packaging material needs for shipping of consumer goods. These trends
    have offset reduced demand for printing and writing papers in an
    increasingly digital age. The share of wood pulp in paper production
    has decreased over time, from 52 percent in 2000 to 43 percent in 2014
    (FAO, 2016), as rates of waste paper recovery and recycling continue to
    improve.
        Fossil fuels, which are primarily used for onsite utilities,
    accounted for 42 percent of total energy consumption in 2014.
    Decarbonising these utilities by switching to lower-carbon fuels could
    have an important impact.
        Pulp and paper production has a high share of biomass in its energy
    consumption, due to the use of by-products. For each tonne of kraft
    process pulp,\3\ an estimated 19 gigajoules (GJ) of black liquor is
    produced, which can be used for steam and electricity generation.
    Sawdust, wood chips and other wood residues (called ``hog fuel'') are
    also generally burned on site. An estimated 0.7 GJ to 3.0 GJ of hog
    fuel is produced per tonne of wood pulp.
    Tracking progress
        The sector's energy use has grown only 1 percent since 2000,
    despite a 23 percent increase in paper and paperboard production, which
    points to a decoupling of growth in energy use and production. However,
    structural effects, such as shifts in product mix or regions of
    production, can also influence energy use, and data quality issues make
    it difficult to draw concrete conclusions about the energy intensity
    trends.
        Recovery and recycling of waste paper have steadily been
    increasing. The utilisation of recovered paper in the total fibre
    furnish grew to 55.3 percent in 2014, up from 44.3 percent in 2000 and
    33.9 percent in 1990. This trend is envisioned to continue, growing to
    57.6 percent in the 2DS by 2025.
        Research on innovative processes for pulp and paper manufacturing
    has continued to identify opportunities for decarbonisation. The
    Confederation of European Paper Industries (CEPI), for example, led an
    initiative called the Two Team Project, which brought together
    researchers to identify the most promising breakthrough technologies
    for decarbonisation, in an example of collaborative and open R&D. New
    concepts identified through this project will require additional
    research and funding to bring to scale.
        Tracking of energy efficiency improvements in pulp and paper
    manufacturing is difficult, because publicly available data on
    production, capacity and energy use are limited. Additionally, some
    countries do not report biomass use for the pulp and paper sector,
    which makes it difficult to get an accurate picture of the sector's
    energy needs.
    Recommended actions
        Through 2025, the sector should continue to focus on improving
    energy efficiency, moving towards BAT-level performance and increased
    recycling, while also supporting R&D efforts to develop future
    processes and technologies.
        In the longer term, the sector can also contribute to sustainable
    energy supply, for example, by feeding excess heat and electricity into
    the grid. The concept of pulp mills as integrated bio-refineries that
    produce low-carbon energy commodities, including biofuels for
    transport, from black liquor alongside their pulping activities is
    gaining traction, and several pilot projects are under way. The sector
    also has the opportunity to contribute some negative emissions by
    capturing biogenic CO2 emissions. Similarly, new
    applications for pulp and paper products may contribute to product
    life-cycle CO2 emissions reductions, for example, through
    improved packaging or fibre-based textiles. Private- and public-sector
    stakeholders should collaborate to ensure the necessary framework of
    incentives is put in place to encourage such strategic and systemic
    thinking.
                                     ______

    Source: ``Green America's Better Paper Project''--green highlight
            [Paragraphs below are highlighted in green]
        The pulp, paper and printing sector accounted for 5.6 percent of
    industrial energy consumption in 2014. Though its share of industrial
    energy use has been in decline since 2000, the sector continues to be
    among the top industrial energy consumers, and can play an important
    role in the transition to a low-carbon energy system. Despite
    production growth, the sector's energy use must decline by 0.8 percent
    and direct non-biomass CO2 emissions by 17 percent by 2025 from 2014
    levels to meet the 2DS.
    Recent trends
        Annual production of paper and paperboard has increased by 23
    percent since 2000 (FAO, 2016), with growth in demand for household and
    sanitary papers due to rising populations and incomes, and rising
    packaging material needs for shipping of consumer goods. These trends
    have offset reduced demand for printing and writing papers in an
    increasingly digital age. The share of wood pulp in paper production
    has decreased over time, from 52 percent in 2000 to 43 percent in 2014
    (FAO, 2016), as rates of waste paper recovery and recycling continue to
    improve.
        Fossil fuels, which are primarily used for onsite utilities,
    accounted for 42 percent of total energy consumption in 2014.
    Decarbonising these utilities by switching to lower-carbon fuels could
    have an important impact.
        Pulp and paper production has a high share of biomass in its energy
    consumption, due to the use of by-products. For each tonne of kraft
    process pulp,\3\ an estimated 19 gigajoules (GJ) of black liquor is
    produced, which can be used for steam and electricity generation.
    Sawdust, wood chips and other wood residues (called ``hog fuel'') are
    also generally burned on site. An estimated 0.7 GJ to 3.0 GJ of hog
    fuel is produced per tonne of wood pulp.
    Tracking progress
        The sector's energy use has grown only 1 percent since 2000,
    despite a 23 percent increase in paper and paperboard production, which
    points to a decoupling of growth in energy use and production. However,
    structural effects, such as shifts in product mix or regions of
    production, can also influence energy use, and data quality issues make
    it difficult to draw concrete conclusions about the energy intensity
    trends.
        Recovery and recycling of waste paper have steadily been
    increasing. The utilisation of recovered paper in the total fibre
    furnish grew to 55.3 percent in 2014, up from 44.3 percent in 2000 and
    33.9 percent in 1990. This trend is envisioned to continue, growing to
    57.6 percent in the 2DS by 2025.
        Research on innovative processes for pulp and paper manufacturing
    has continued to identify opportunities for decarbonisation. The
    Confederation of European Paper Industries (CEPI), for example, led an
    initiative called the Two Team Project, which brought together
    researchers to identify the most promising breakthrough technologies
    for decarbonisation, in an example of collaborative and open R&D. New
    concepts identified through this project will require additional
    research and funding to bring to scale.
        Tracking of energy efficiency improvements in pulp and paper
    manufacturing is difficult, because publicly available data on
    production, capacity and energy use are limited. Additionally, some
    countries do not report biomass use for the pulp and paper sector,
    which makes it difficult to get an accurate picture of the sector's
    energy needs.
    Recommended actions
        Through 2025, the sector should continue to focus on improving
    energy efficiency, moving towards BAT-level performance and increased
    recycling, while also supporting R&D efforts to develop future
    processes and technologies.
        In the longer term, the sector can also contribute to sustainable
    energy supply, for example, by feeding excess heat and electricity into
    the grid. The concept of pulp mills as integrated bio-refineries that
    produce low-carbon energy commodities, including biofuels for
    transport, from black liquor alongside their pulping activities is
    gaining traction, and several pilot projects are under way. The sector
    also has the opportunity to contribute some negative emissions by
    capturing biogenic CO2 emissions. Similarly, new
    applications for pulp and paper products may contribute to product
    life-cycle CO2 emissions reductions, for example, through
    improved packaging or fibre-based textiles. Private- and public-sector
    stakeholders should collaborate to ensure the necessary framework of
    incentives is put in place to encourage such strategic and systemic
    thinking.
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
                                     ______

        Remarks of Paul Roberti, Chief Counsel, Pipeline and Hazardous
       Materials Safety Administration To the 41st Annual Conference and
               Exposition of the Dangerous Goods Advisory Council
                              Baltimore, Maryland
                                October 30, 2019

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Good morning, and thank you for inviting me here today. It is a
    pleasure to be among this group of dedicated professionals, who all
    contribute to the excellent safety record of hazardous materials
    transportation in America.
        I've been at PHMSA for just over a year and a half, but my
    experience with regulated industries goes back more years than I like
    to admit. Since coming to PHMSA, I have been impressed with the
    tireless commitment to safety that I have seen across an enormous
    number of companies and organizations, including the Dangerous Goods
    Advisory Council.
        As PHMSA's Chief Counsel, I oversee four divisions of attorneys--
    two focused on the laws surrounding pipeline safety and hazardous
    materials, one dealing with regulatory affairs, and another division
    that provides the agency with general legal advice and representation.
        PHMSA is a small agency with a lot of responsibility. America is
    home to 2.8 million miles of pipelines, enough to wrap around the Earth
    110 times. On the HazMat side, PHMSA regulates shipments of hazardous
    materials--1.2 million of them every day. That works out to about 14
    shipments per second.
        So, we keep busy. The context of PHMSA's work touches a lot of
    important industries, vital to the economic health of the country. A
    large and rapidly growing number of things are powered by lithium
    batteries, as you all know; the healthcare industry depends on timely
    and safe shipments of radio-pharmaceuticals; and of course, the booming
    business of energy production is an engine that is powering economic
    growth throughout every sector of the economy.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        All of this activity is the object of PHMSA's mission--which,
    formally stated, is to protect people and the environment by advancing
    the safe transportation of energy and other hazardous materials that
    are essential to our daily lives.
        We begin to meet that mission by setting the rules for pipeline
    operation and hazardous materials transportation. I have been involved
    in regulated, energy-related industries for longer than I admit in
    public, and I am committed to getting the hard work of regulation done
    right--in a way that ensures better safety outcomes, and also enables
    the regulated industries to thrive.
        At the end of September, PHMSA transmitted to the Federal register
    three final rules, all of which closed long-standing Congressional
    mandates, in a single day. It was a remarkable achievement. In my
    experience, such an achievement by a government agency is usually
    associated with pigs flying, or hell freezing over.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        So we are holding up our end on the regulatory side. But our
    Administrator, Skip Elliott, is a self-admitted safety zealot, and he
    often points out that PHMSA's regulatory activities are unlikely to
    deliver everything we seek, which is to get to zero safety incidents.
    Regulation is the core of our mission. Regulations that define minimum
    standards are important, but even if they are perfectly conceived and
    flawlessly enforced regulations, they alone will not bring us to our
    goal of zero incidents.
        I know this audience is full of people with both a desire to
    maximize safety and a great deal of expertise to contribute to that
    effort. Constant vigilance and diligence by millions of individuals,
    including everyone in this room, in necessary to ensure the each
    component of the supply chain operates safely. One message I want to
    leave you with is that now is not time to let off the gas pedal in that
    pursuit.
    Regulatory Reform
        PHMSA, like every other Federal regulatory agency today, is
    pursuing an agenda of regulatory reform designed to make a growing body
    of regulations more efficient and responsive to changes in the
    industries that they regulate.
    Enforcement
        A great deal of my time as Chief Counsel is spent focused on
    enforcement of the rules. When violations are identified, my office has
    the task of ensuring, through due diligence and due process, that
    appropriate penalties are assessed.
        That function has a lot in common with many other things that
    government does. In my years observing and participating in regulated
    industries, I know that one of the things that businesses and their
    stakeholders want most from government is predictability, transparency
    and efficiency. These words coalesce to form something that is very
    important to the industry--regulatory certainty. Good government means
    that as public servants, we need to provide regulatory certainty so
    that the many, many decisions that business leaders must make are not
    compromised by regulatory surprises.
        In the last year, the Department of Transportation issued 3
    significant orders to guide its 8 operating administrations including
    PHMSA, with regard to rulemaking, use of guidance, and enforcement
    procedures. Most of the changes are common sense measures to ensure
    fairness, transparency and to guarantee notice and public input before
    adopting regulatory measures that increase burdens or costs on
    industry. In the context of enforcement, the changes are intended to
    promote fairness and due process. Most are common sense and resemble
    the notion of good government.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Within PHMSA, we took it one step further by embarking on a program
    of Process Improvement Initiatives, or PIIs, designed to identify ways
    that the agency can perform its own work more efficiently, or in ways
    that will contribute to more positive safety outcomes. One of those
    recently completed focused specifically on what happens after an
    inspection identifies a problem. PHMSA informs the operator with an
    NOPV--A Notice Of Probable Violation.
        Right now, the process of follow-through on these NOPVs is far
    slower than it should be if we are to have hope of enforcement having a
    meaningful effect on behavior. When an operator contests the finding
    and requests a hearing, the time to a final order is almost two full
    years. Even uncontested violations take almost nine months to process.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Such a lengthy separation between identification of a problem and
    the penalty or remediation simply makes no sense. No jurisdiction in
    America gives you nine months to pay a speeding ticket--partly because
    if they did, the compliance rate would go down, and the prospect of
    tickets actually deterring people from speeding would go down even
    further.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Now, pipeline violations can be a lot more technical and
    complicated than speeding tickets--but the point remains that too much
    delay undermines the purpose of inspections and NOPVs, which is to
    encourage operators to work diligently to avoid compliance issues in
    the first place.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        The PII task force in this case drafted a plan that will cut these
    lag times by 50 to 70 percent. It consists of assigning timeframes for
    each step of the process, and holding reviewers accountable to that
    schedule. I am looking forward to the implementation of this plan, and
    to the greater accountability and efficiency that it promises. That
    implementation is already mapped out with specific dates for various
    stages of the process.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        In other areas of PHMSA, I advise on legislation. Our pipeline re-
    authorization bill is under consideration on Capitol Hill. I wish I had
    more to report to you there. I know that the bill that we offered was a
    good one; but I also know that in the current political atmosphere,
    anything related to energy is destined to cause some partisan
    wrangling. We will just have to see where that process leads.
        I also had the opportunity to work on a Memorandum of Understanding
    with the Federal Energy Regulatory Commission, which has greatly
    improved the permitting process for new Liquefied Natural Gas (LNG)
    facilities. The MOU taps the expertise of PHMSA personnel for
    certifying the safety aspects of these facilities, and in about a year
    it has already resulted in 13 Letters of Determination necessary for
    the development to proceed.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        We are not done yet. As this slide shows, there are already five
    more sites, three in Louisiana and two in Alaska, on which PHMSA has
    begun its work toward ensuring that permits are appropriate. Natural
    gas is a large component of the resurgence of American energy
    production, and transportation infrastructure has begun to be a
    limiting factor on that encouraging economic development. The resource
    also sometimes displaces energy usage of coal, and it burns much more
    cleanly, so from that perspective it is also an environmental
    improvement.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        I'd like to say a few things about the importance of natural gas to
    the future of American economic and national security. America has
    returned to the status of a net energy exporter, which is a very
    positive development for both our economic well-being and for our
    national security. PHMSA is proud to be part of that, and happy to lend
    its expertise to the FERC to ensure that it continues.
        Speaking of LNG, PHMSA has worked hard to implement the elements of
    President Donald Trump's Executive Order, issued on April 10, 2019,
    calling for a rulemaking that would treat LNG the same as other
    cryogenic liquids, and permit it to be transported in approved rail
    tank cars. Such transportation is necessary for LNG to reach both
    domestic markets and export facilities--which benefits both the economy
    and the environment, as clean-burning natural gas replaces more carbon-
    intensive energy sources.
        Thank you.
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
                                     ______

                             THE ESSENTIAL ROLE OF
                      STATE ENGAGEMENT IN DEMAND RESPONSE

             Anne Hoskins* and Paul Roberti**
    ---------------------------------------------------------------------------

        \*\ Commissioner, Maryland Public Service Commission.
        \**\ Commissioner, Rhode Island Public Utilities Commission.
        This Article reflects the authors' personal views and is not
    intended to represent the views of their respective Commissions. Arnell
    Limberry and Todd Bianco provided legal and regulatory research and
    support in developing this article.
    ---------------------------------------------------------------------------
                                  Introduction
        In writing the majority opinion for the United States Supreme Court
    in Federal Energy Regulatory Commission v. Electric Power Supply Ass'n
    (``EPSA''),\1\ Justice Elena Kagan reaffirmed ``cooperative
    federalism'' as an essential mechanism for competitive electricity
    markets in the 21st century.\2\ With technological advancements
    providing opportunities for cleaner and less costly electricity
    production and use, there is no bright line preventing state utility
    commissions and the Federal Energy Regulatory Commission (``FERC'')
    from working in concert to advance a more efficient electricity system.
    ---------------------------------------------------------------------------
        \1\ 136 S. Ct. 760 (2016).
        \2\ Id. at 780.
    ---------------------------------------------------------------------------
        As Justice Kagan explained, ``The [Federal Power] Act makes Federal
    and state powers `complementary' and `comprehensive,' '' so that
    ``there [will] be no `gaps' for private interests to subvert the public
    welfare.'' \3\ However, she also recognized that the statutory
    divisions of power between FERC and states generate ``a steady flow of
    jurisdictional disputes because--in point of fact if not of law--the
    wholesale and retail markets in electricity are inextricably linked.''
    \4\
    ---------------------------------------------------------------------------
        \3\ Id. (citing Fed. Power Comm'n. v. La. Power & Light Co., 406
    U.S. 621, 631).
        \4\ Id. at 766.
    ---------------------------------------------------------------------------
        The EPSA decision is a defining moment in evolution of competitive
    electric markets. It reinforces FERC's authority to ensure that any
    reliance on markets as a substitute for traditional cost-of-service
    regulation should employ market designs that promote greater
    participation in the wholesale marketplace, regardless of whether the
    participation takes the form of electricity production or
    alternatively, a practice like demand response (``DR''). As the
    decision illustrates, DR is a product that can provide value in both
    capacity and energy markets, and at both the wholesale and retail
    levels. It can bolster reliability and lower costs for consumers. While
    FERC Order 745 specifically addressed the role and compensation of DR
    in wholesale energy markets,\5\ it had significant implications for
    capacity markets.\6\ To understand the impact of the EPSA decision, one
    must consider DR's origin and the role it has played in serving
    consumers.
    ---------------------------------------------------------------------------
        \5\ See generally Demand Response Compensation in Organized
    Wholesale Energy Markets, Order No. 745, 134 FERC  61,187 (Mar. 15,
    2011).
        \6\ See Amended Complaint of FirstEnergy Service at 9-10,
    FirstEnergy Serv. Co. v. PJM Interconnection, LLC (FERC 2011) (No.
    EL14-55-000).
    ---------------------------------------------------------------------------
                   I. Why Is Demand Response So Significant?
        Understanding the physical characteristics of electricity helps to
    explain DR's origin in the electric industry. Electricity is unlike any
    other commodity; electrical energy travels at rates approaching the
    speed of light and its production must closely match consumer demand,
    which is constantly changing from moment to moment. As a result, the
    interconnected system of high-voltage power lines requires near
    instantaneous balancing of supply and demand, or else the voltage of
    the system can collapse and not only cause blackouts, but also do
    damage to generators and to consumers' energy-using equipment. DR
    resources are ``dispatchable'' and controllable resources, whereby
    consumers agree to reduce their demand when needed in exchange for
    compensation. Given the potentially dire consequences of a supply
    shortage during periods of high demand, it is easy to understand the
    strategic value of decreasing demand deliberately in order to maintain
    reliability.\7\
    ---------------------------------------------------------------------------
        \7\ See Order Conditionally Accepting Changes to NEPOOL Market Rule
    1, 106 FERC  61,190 (Feb. 27, 2004); Letter from David T. Doot,
    Counsel, New England Power Pool to Magalie Roman Salas, Secretary, FERC
    (Dec. 23, 2003), https://perma.cc/ CNM7-P6FP.
    ---------------------------------------------------------------------------
        In ISO New England, DR came into existence in an effort to provide
    short term solutions to serious reliability problems in the southwest
    Connecticut region, where load was high, generation was inadequate, and
    transmission solutions remained years away.\8\ In December 2003, ISO
    New England conducted a competitive solicitation to find solutions, and
    the most cost-effective and reliable solutions were DR resources. The
    performance of the DR resources, coupled with ISO New England's growing
    confidence in using DR for addressing reliability challenges, marked
    the birth of large-scale DR in New England.
    ---------------------------------------------------------------------------
        \8\ See Order Conditionally Accepting Changes to NEPOOL Market Rule
    1, 106 FERC  61,190 (Feb. 27, 2004); Letter from David T. Doot,
    Counsel, New England Power Pool to Magalie Roman Salas, Secretary, FERC
    (Dec. 23, 2003), https://perma.cc/ CNM7-P6FP.
    ---------------------------------------------------------------------------
        Today, DR competes for market share as a capacity resource in ISO
    New England's Forward Capacity Market and in PJM's Reliability Pricing
    Model capacity market. Both capacity markets procure resources three
    years in advance of deployment. DR resources receive capacity market
    payments during a designated capacity year because they are available
    to be reduced and can be used as a control room resource. If they are
    called to perform, the DR resources must reduce demand commensurate
    with the amounts cleared in the market. As a capacity resource, the
    number of hours a year that DR resources are activated has been few,
    but their operational value is significant. DR allows system operators
    to quickly replenish reserves to maintain system reliability and avoid
    North American Electric Reliability Corporation (``NERC'') violations,
    and in direr situations, can assist in preventing blackouts. DR has
    proven to be an effective resource in maintaining system reliability.
                            II. Action at the States
        The Supreme Court's affirmation of DR in wholesale markets
    highlights the importance of effective and nimble regulation at both
    the state and Federal levels. State commissions set retail rates,
    adjudicate consumer complaints, and hold distribution utilities
    accountable if the lights go out and remain out for too long. DR is a
    critical tool in our regulatory toolbox to protect the public interest.
    The D.C. Circuit's ruling\9\ vacating FERC Order 745 threatened to
    disable this tool, with serious implications for consumers as well as
    DR suppliers. While PJM and the PJM Market Monitor proposed alternative
    ``demand-side'' options that may have allowed a continued role for DR
    in the wholesale markets, it would have required additional action by
    states and load-serving entities and there was no certainty that this
    approach would work as effectively as maintaining DR on the supply
    side.\10\
    ---------------------------------------------------------------------------
        \9\ EPSA v. FERC, 753 F.3d 216 (D.C. Cir. 2014).
        \10\ Order Rejecting Tariff Revisions 150 FERC  61,251 para. 32
    (2015) (``Moreover, we are concerned that PJM's proposal introduces
    uncertainties that may exceed those it seeks to avoid, particularly
    with respect to potential unanticipated spillover effects on state
    programs and private sector arrangements. We find that, on balance,
    PJM's filing is premature and therefore reject it.'').
    ---------------------------------------------------------------------------
        In the post-EPSA world, there is no longer any lingering
    uncertainty about the dual rights of FERC and the states to continue to
    develop policies that encourage DR. At the retail level, many states
    are pursuing policies that leverage wholesale markets to optimize the
    societal value of DR. For instance, in Maryland, the Public Service
    Commission (``MDPSC'') approved utility DR offerings as part of its
    EmPOWER program, seeking to achieve a fifteen percent reduction in
    demand between 2008 and 2015.\11\ Since 2009, Maryland utilities
    collectively achieved 1,743 MW of demand reduction through EmPOWER
    programs, serving to offset critical summer and winter peak loads.\12\
    ---------------------------------------------------------------------------
        \11\ Pub. Serv. Comm'ns of Md., The EmPOWER Maryland Energy
    Efficiency Act Standard Report of 2014, 1 (2014) (noting the EmPOWER
    Maryland Act's declared a state goal of achieving a 15 percent
    reduction of both per capita energy consumption and per capita peak
    demand by 2015).
        \12\ In the Matter of Potomac Edison Co., 323 P.U.R.4th 239 (2015).
    ---------------------------------------------------------------------------
        Maryland authorizes its state-regulated utilities to sell
    aggregated DR commitments into FERC-regulated wholesale markets and use
    the proceeds to help finance incentives for participating customers.
    Had the D.C. Circuit decision stood, a considerable amount of DR
    resources would have been at risk, reducing the revenues earned from
    the PJM capacity market.\13\ Those revenues annually defray up to $66.5
    million in costs, covering twenty-eight percent of the program
    costs.\14\ The EPSA decision enables Maryland to continue to maximize
    the positive economic and societal effects of its DR programs by
    participating in the wholesale markets.
    ---------------------------------------------------------------------------
        \13\ Brief for Guarini Center on Environmental, Energy and Land Use
    Law at New York University School of Law as Amicus Curiae Supporting
    Petitioners, FERC v. EPSA, 136 S.Ct. 760 (2015) (Nos. 14-840, 14-841)
    (citing Letter from Martin O'Malley, Governor of Maryland, to Jon
    Wellinghoff, Chairman, FERC Docket No. RM10-17-000 (May 12, 2010)).
        \14\ Protest of Md. Pub. Serv. Comm'n at 4, FERC Docket No. ER15-
    852-000 (Feb. 13, 2015).
    ---------------------------------------------------------------------------
        Maryland utilities have used their EmPOWER DR programs to improve
    reliability during peak use times, with DR playing a critical role in
    the PJM market during the ``Polar Vortex'' of 2014. On January 21,
    2014, BGE and Pepco service territories lost 1,783 MW of generation
    capacity.\15\ On the next day, PJM called and received ninety-eight
    percent of the expected DR resources in those service territories.\16\
    Through this cooperative funding and regulatory mechanism, Maryland,
    PJM, and FERC protected and advanced the public interest.
    ---------------------------------------------------------------------------
        \15\ PJM Interconnection, Analysis of Operation Events and Market
    Impacts During the January 2014 Cold Weather Events 35 (2014).
        \16\ Id. at 38 (Figure 25).
    ---------------------------------------------------------------------------
        Rhode Island is harnessing DR to complement local efforts aimed at
    deferring distribution upgrades and eliminating local constraints. The
    Rhode Island Commission approved National Grid's 2015-2017 Energy
    Efficiency and System Reliability Procurement Plan, under which
    National Grid will further incorporate ``non-wires alternatives''
    including DR in its transmission and distribution planning process. A
    pilot is testing whether DR can help manage local distribution capacity
    requirements during peak periods.\17\ DR can increase the cost-
    effectiveness of those programs, while reducing long term peak demand.
    ---------------------------------------------------------------------------
        \17\ FERC Assessment of Demand Response & Advanced Metering Staff
    Report 27 (2015) (citing Rhode Island Public Utility Commission, In Re:
    The Narragansett Electric Company d/b/a National Grid's 2015-2017
    Energy Efficiency and System Reliability Procurement Plan, Order No.
    21781, Docket No. 4522 (Dec 19, 2014)).
    ---------------------------------------------------------------------------
        Post-EPSA, states have a range of options to further DR's growth.
    Where deployed, smart meters can enable customers to monitor their time
    of electricity use and change their usage patterns, particularly in
    response to real-time price signals. Maryland authorized smart meter
    deployments for four utilities beginning in 2010.\18\ FERC noted in its
    December 2015 Demand Response & Advanced Metering Staff Report that
    ``8.7 million advanced meters were installed and operational between
    2012 and 2013, resulting in advanced meters representing almost 38
    percent of all meters in the United States.'' \19\ With growing access
    to data about electricity usage, data analytics offer the potential to
    spur more DR at both the retail and wholesale levels.
    ---------------------------------------------------------------------------
        \18\ In the Matter of Baltimore Gas and Electric Company For
    Authorization To Deploy A Smart Grid Initiative And To Establish A
    Surcharge For The Recovery Of Cost, 283 P.U.R.4th 165 (2010).
        \19\ See FERC Assessment, supra note 17, at 1.
    ---------------------------------------------------------------------------
        Except for the largest customers, however, barriers to robust DR
    participation still exist. Where smart meters have been deployed, there
    is often resistance to employing dynamic pricing at the retail level.
    Wholesale prices emanating from energy markets that fluctuate day-to-
    day and hour-by-hour are not usually synchronous with the rates set by
    state regulators, which for many customers are fixed for long intervals
    (typically six months) in order to promote rate stability. Dampened
    price signals make it harder to promote load reductions that could be
    monetized at either the retail or the wholesale level. However, these
    barriers would have stood higher had the Supreme Court ruled against
    the ability for DR to be sold as a resource into wholesale markets.
           III. Continuing DR Challenges Call for Cooperative Action
        Notwithstanding the EPSA decision, DR is facing headwinds at the
    wholesale level due to capacity market rule changes that were approved
    by FERC in 2015.\20\ The New England region suffered tremendous price
    volatility during the winters of 2013-14 when natural gas pipeline
    capacity into the region was constrained\21\ and gas-fired generators
    could not perform during peak demand periods, despite some resources
    presumably having received capacity payments in exchange for the
    obligation to perform when needed.\22\ Electric energy costs increased
    approximately $3.8 billion across the region over the two-year period
    from 2012 to 2014.\23\ This experience supported changes in the
    capacity market design called ``Pay-for-Performance'' in New
    England.\24\ Similarly, the Polar Vortex gave rise to a PJM proposal
    called ``Capacity Performance'' (``CP'') that adjusts the compensation
    of resources to reflect their overall availability throughout all hours
    of the year, rather than just their seasonal capability.\25\
    ---------------------------------------------------------------------------
        \20\ PJM Interconnection, LLC et. al, Order on Proposed Tariff
    Revisions, 151 FERC  61,208 para. 22 (Jun. 9, 2015).
        \21\ See generally Press Release, ISO New England, 2013 Wholesale
    Electricity Prices in New England Rose on Higher Natural Gas Price
    (Mar. 18, 2014), https://perma.cc/ TH9G-H27X.
        \22\ In filing for its proposed Pay-for-Performance changes to the
    FCM, ISO-NE presented expert testimony documenting $647 million in
    Capacity Payments paid between June 2010 to November 2013 to a group of
    resources representing fifteen percent of the Net Installed Capacity
    requirement for the 2013/2014 commitment period. The resources
    provided, on average, only seventeen percent of their Capacity Supply
    Obligation during scarcity conditions during the period. The problem
    could have been mitigated, but unlikely eliminated, by the 2013/2014
    Winter Reliability Program. See Testimony of Matthew White on Behalf of
    ISO New England, Inc. at 23-24, Order on Tariff Filing and Instituting
    Section 206 Proceeding, FERC Docket No. ER14-1050-000 (Jan. 17, 2014),
    https://perma.cc/ E6ZK-9JVU.
        \23\ ISO New England, 2016 Regional Electricity Outlook 22 (2016),
    https://perma.cc/ B8FP-JLAS.
        \24\ See Letter from Maria Gulluni, Deputy General Counsel, ISO New
    England, Inc., & Eric K. Runge, New England Power Pool Participants
    Committee, to Kimberly D. Bose, Secretary, FERC (Feb. 29, 2016),
    https://perma.cc/ B7CU-J34N.
        \25\ PJM Interconnection, PJM Capacity Performance Proposal 8-10
    (2014).
    ---------------------------------------------------------------------------
        Under the New England market rule changes, which take effect in
    2018, all market participants will need to monitor system conditions
    and make every effort to perform by providing energy or reserves
    whenever scarcity conditions arise. Otherwise, their capacity market
    compensation will be clawed back and reallocated to those resources
    that performed when needed.\26\ Similarly, PJM's CP mechanism defines
    capacity as an annual concept and penalties can be assessed for
    nonperformance during any hour of the year.\27\ Since a significant
    portion of DR relies on controlling cooling load, those types of loads
    cannot perform well outside of the summer. By 2020 when CP is fully
    implemented, this could have serious implications for the quantity of
    DR offered into the capacity markets.
    ---------------------------------------------------------------------------
        \26\ Letter from Jennifer Wolfson, Regulatory Counsel, ISO New
    England, Inc., to Kimberly D. Bose, Secretary, FERC (Nov. 3, 2014),
    https://perma.cc/ W2HT-DTAY.
        \27\ PJM Interconnection, PJM Capacity Performance Proposal 26
    (2014).
    ---------------------------------------------------------------------------
        The market rules allow seasonal resources to form an aggregated
    offer so as to provide year-round capability but it is not yet clear
    how useful the aggregation option will be. For example, the excess
    winter capability of an energy efficiency program consisting of
    lighting measures can combine with the summer capability of a DR
    program consisting of air conditioning control to provide an amount of
    capacity year-round. In New England's most recent Forward Capacity
    Market auction, a total of 2,746 MW of demand resources cleared as
    capacity resources. Of that amount, 371 MW were new resources.\28\ Most
    of the existing and new resources comprise energy efficiency and other
    ``passive demand resources,'' which can meet the assigned capacity
    obligation during all hours of the year.\29\
    ---------------------------------------------------------------------------
        \28\ See generally Press Release, ISO New England, Finalized
    Capacity Auction Results Confirm 10th FCA Procured Sufficient
    Resources, at a Lower Price, for 2019-2020 (Feb. 29, 2016), https://
    perma.cc/ 3DLD-EBRX.
        \29\ See generally Letter from Kevin Flynn, Senior Regulatory
    Counsel, ISO New England, Inc., to Kimberly D. Bose, Secretary, FERC
    (Feb. 29, 2016), https://perma.cc/ MBS3-268E; Mariah Winkler,
    Supervisor, Technical Studies, ISO New England, Inc., Presentation at
    NEPOOL Reliability Committee Meeting: Forward Capacity Auction #10 (FCA
    #10)--2019/2020 Capacity Commitment Period Results Summary & Trends 6
    (Mar. 23, 2016), https://perma.cc/ TXH8-RKLS.
    ---------------------------------------------------------------------------
        In approving PJM's CP proposal to phase out existing limited and
    extended summer DR programs and accept only annual commitments from DR
    providers, FERC noted that ``the vast majority of Demand Resources are
    available to PJM during the summer peak season only, with Limited
    Demand Response available for 10 days and for a maximum of 6 hours a
    day.'' \30\ The statement reflects the quandary that RTOs face with
    respect to market design. A capacity resource is needed whenever there
    is a shortage or scarcity condition, which can occur at different times
    of the day and year. Given the same economic availability, a year-round
    resource is more useful and valuable to the system than a limited
    resource because it has greater technical availability. However, we
    know from our experience with the Polar Vortex that DR with limited
    availability can be highly valuable as well.
    ---------------------------------------------------------------------------
        \30\ PJM Interconnection, LLC et. al, Order on Proposed Tariff
    Revisions, 151 FERC  61,208 para. 43 (Jun. 9, 2015).
    ---------------------------------------------------------------------------
        Indeed, it was primarily the non-performance of traditional
    capacity resources during cold and warm weather operations--generators
    that were expected to be available year-round--that exposed the need
    for capacity market changes in New England and PJM.\31\ Moreover, the
    U.S. Department of Energy reports multiple shutdowns, curtailments, and
    requests for special operations due to over-warm cooling water
    temperatures, and notes such events could have an increased impact
    resulting from global climate change.\32\ The recognized economic value
    of a capacity resource to the system does not account for environmental
    or societal costs and benefits that may align with other state and
    Federal policies. The challenge facing the RTOs/ISOs and Federal and
    state regulators is how to value DR accurately so it remains a market
    resource.
    ---------------------------------------------------------------------------
        \31\ For example, ISO New England Whitepaper explains three
    concerns motivating the creation of forward capacity markets pay-for
    performance incentives. The second concern enumerated is the increasing
    reliance on natural gas-fired generation and the ``just in time''
    nature of natural gas delivery, which can lead to operating day
    inadequacies. ISO New England, FCM Performance Incentives 2 (2012),
    https://perma.cc/ 9ECB-X6QL.
        \32\ See U.S. Dep't of Energy, U.S. Energy Sector Vulnerabilities
    to Climate Change and Extreme Weather 2 (2013), https://perma.cc/ N3FR-
    FF9Q.
    ---------------------------------------------------------------------------
        While FERC initially rejected arguments from states and consumer
    organizations about the importance of retaining DR as a capacity
    resource,\33\ PJM is now supporting a ``problem statement'' which could
    lead to the establishment of two capacity products--a summer product
    and a winter product, which would allow summer load to get some value
    from winter load control as a capacity resource.\34\ Environmental
    organizations and DR providers are urging FERC to reconsider its
    approval of the CP tariff and to facilitate a solution that will keep
    DR as an effective tool for improving reliability during summer and
    winter peak periods.\35\
    ---------------------------------------------------------------------------
        \33\ PJM Interconnection, LLC v. PJM, LLC, Order on Proposed Tariff
    Revisions 151 FERC  61,208 para. 62 (June 9, 2015) (``Joint Consumers
    and Rockland argue that there are cost savings associated with these
    summer peaking resources and that a mix of resource types, including
    Limited Demand Response, Extended Summer Demand Response, and peaking
    generation resources, is appropriate to meet PJM's expected peak load
    service obligations.'').
        \34\ PJM Interconnection, PJM Capacity Performance Proposal 8-15
    (2014).
        \35\ Supplement to Rehearing Request of Public Interest
    Organizations at 2, FERC Docket No. ER15-623-000 (July 9, 2015).
    ---------------------------------------------------------------------------
        While the EPSA decision confirms that DR can be compensated in the
    wholesale electric markets, there is still work to be done: DR
    providers can strive to become more available by improving their
    technical and economic capabilities and aggregating resources; and
    FERC, states, RTOs/ISOs and stakeholders can continue to refine the
    market design so that both active and passive demand resources receive
    compensation that fully reflects their value to the system.
                                   Conclusion
        Some may read Justice Kagan's opinion as an expansion of Federal
    jurisdiction at the expense of state power, but we see it otherwise. As
    National Association of Regulatory Utility Commissioners President
    Travis Kavulla noted after the Court's decision, ``the coordination of
    Federal and state initiatives offers the best way to assure the full
    benefits of demand response are delivered to customers.'' \36\ Through
    cooperative regulation and policy, DR can continue to play a critical
    role in supporting the provision of affordable and reliable electricity
    through our evolving energy markets.
    ---------------------------------------------------------------------------
        \36\ Press Release, Nat'l Ass'n of Regulatory Util. Comm'rs, NARUC
    President Kavulla Reacts to High Court's Ruling in Landmark Demand-
    Response Case (Jan. 25, 2016).
    ---------------------------------------------------------------------------
                                     ______

            National Association of Regulatory Utility Commissioners
                                Committee on Gas
                              Scottsdale, Arizona
                                 July 16, 2018
    NARUC Role
       I want to thank you for your efforts--as you know, your work
            ensures that the vast majority of pipelines in our Nation
            operate safely. Not only that, but many of you are proactive in
            going above and beyond our minimum Federal safety requirements
            to address your state-specific pipeline safety needs.
    Infrastructure and Damage Prevention
       Thanks to your efforts, we've seen the number of states with
            some form of accelerated infrastructure cost recovery program
            rise to 41.

       21 states have eliminated cast or wrought iron in their
            natural gas distribution systems.

       Because damage to pipelines during excavation is a leading
            cause of serious pipeline incidents involving fatality or
            injury, the promotion of 8-1-1 is a top priority for PHMSA.

       August 11--811 Day--is coming up and I know we will have
            many exciting outreach activities.

       Data shows that States with effective enforcement of their
            One Call law have lower damage rates and improved safety, and
            that more 811 exemptions lead to more incidents.

       We need your help to take a look at the State level to
            bolster the enforcement of damage prevention laws and reduce
            811 exemptions.
    PHMSA Support
       We also provide training, guidance, and oversight to state
            programs:

         Our Training & Qualifications Center provides state
                pipeline inspectors with the Nation's only specialized
                training for understanding and applying Federal pipeline
                safety regulations and standards incorporated by reference.

         Our training includes in-depth classroom training and
                expanded outdoor/lab areas to provide inspectors with
                hands-on opportunities to experience actual field
                scenarios.

         In addition to hands-on training, TQ offers
                comprehensive online training modules to keep inspectors
                current on provisions of new and revised regulations,
                national consensus standards, interpretations, relevant
                research and development, and noteworthy practices.

         TQ continues to revamp and update curriculum,
                including rolling out new curriculum for Underground Gas
                Storage facilities.

       PHMSA also has an active mentoring program for state
            inspectors. In the last 2 years, 31 State Inspectors have taken
            advantage of the program encompassing approximately 190
            mentoring hours. PHMSA continues to encourage states to
            participate in our mentoring program to improve inspector
            skillsets through observing peers conduct inspections and
            benefitting from feedback from experienced inspectors.

       All in all, our PHMSA employees spent well over 7600 hours
            last year working directly with state pipeline safety programs
            supporting pipeline safety.
    Regulatory Review and Updates
       One of my goals at PHMSA is to make our rulemaking process
            move more quickly and efficiently.

       We appreciate NARUC's participation in our processes, and we
            look forward to your continued support as we work to advance
            our regulatory goals.

       Like many other issues before us, PHMSA's regulatory agenda
            is part of an ongoing regulatory review pursuant to the
            Executive Orders issued last year by the White House.
    SMS
       At PHMSA, we are strongly promoting the implementation of
            Safety Management Systems, both internally and for our other
            pipeline stakeholders.

       We understand that there is no one-size-fits-all method for
            creating an SMS program; the implementation varies from
            operator to operator, and from state to state.

       Our experience has taught us that a pipeline operator is
            only as good as its weakest link or least-informed division,
            whether that is a part of the operator or a contractor. This is
            where SMS can have the greatest impact, reaching all levels of
            an organization--including its contractors--and helping to
            ensure a safety culture is pervasive and all-encompassing.

       We are seeing a lot of commitment from industry to
            voluntarily implement SMS, so I encourage you to look for those
            efforts from the operators in your state. If you see operators
            requesting rate adjustments for cost recovery of SMS
            implementation, remember that SMS can help operators manage the
            multiple facets of pipeline safety, fundamentally changing day-
            to-day operations by incorporating a focus on safety into every
            aspect of pipeline management.
    Technology
       I'm proud of the R&D work we've accomplished so far at
            PHMSA--funding 270 projects, bringing 27 new technologies to
            market, and refining our overall systematic process and sub-
            processes via ongoing review of program effectiveness.

         PHMSA has also funded the following projects in recent
                years applicable to cast iron and liners to support their
                rehabilitation until such times that they can be replaced.
                                     ______

                Iowa Utilities Board Pipeline Safety Conference
                                Des Moines, Iowa
                               February 26, 2019
    Introduction
        First, I want to thank Nick Wagner for the invitation to be here
    today to speak to you about what we're doing at PHMSA to advance our
    shared mission to promote pipeline safety.
    Pathway to Washington DC
        I was sworn in by Secretary Elaine Chao as Chief Counsel about one
    year ago.
        PHMSA's Administrator, Howard ``Skip'' Elliott, is a tremendous
    leader with deep industry experience, who along with Secretary Chao,
    are relentless about safety and executing our government
    responsibilities with the utmost efficiency and accountability.
    Trip Down Memory Lane
        After the San Bruno, CA disaster in 2010, and then Allentown, PA
    explosion in early 2011, the national focus on pipeline safety and aged
    infrastructure became a centerpiece of Federal and state policy. Those
    two incidents took the lives of 13 innocent victims.
        The Transportation Secretary at the time, Ray LaHood, issued a
    ``Call to Action'' to industry and States to modernize the Nation's
    pipeline infrastructure, and in particular, high risk systems like bare
    steel and cast iron, which were far too old to breed the public's
    continued confidence that industry and regulators were doing enough to
    safeguard the public. At that point, our 2.6 million-mile pipeline
    system had about 51,000 miles of bare steel and 36,000 miles of cast
    iron, along with much more in the way of service lines.
        At the NAPSR Annual Meeting in Springfield, Illinois four years
    ago, I spoke in my capacity as Chairman of NARUC's Subcommittee on
    Pipeline Safety, and remarked about my visit to the Lincoln library,
    where I was able to add context to the age of some of these systems. It
    was there I learned that the oldest components of the system I
    regulated in Rhode Island were put in the ground when Abraham Lincoln
    was still the proverbial ``country lawyer''--1848.
        My visit to Springfield wasn't long after the East Harlem,
    explosion in New York, which leveled two buildings and killed 8 people.
    It was March 12, 2014, and I happened to be here in Santa Fe when it
    was revealed that Con Ed's cast-iron system was installed in 1887--126
    years old.
        I reached for a coin that I had purchased earlier that morning at
    the ``open air'' market in the parking lot right next door to this
    resort. I knew there was something about that date that struck me. It
    turned out that this coin happened to have been minted the same year
    Con Ed's system went into the ground--1887.
        However, unlike currency, the value of a 130-year-old system is
    clearly not the same, especially when you factor in the risk that
    something could go wrong. And it wasn't the only antiquated system
    lying beneath the streets of East Harlem--the cast iron water mains
    were also installed in 1887, and the brick-lined sewers in 1873.
        The patchwork of system repairs, replacements, and defective
    workmanship created a perfect storm of interactive threats that caused
    a T-service fusion weld to separate from the main, allowing gas to
    migrate and fill the basement of building before the spark and ensuing
    explosion destroyed the building.
        In January, we had the explosion in Brooklyn, NY that injured five
    people--it was a cast iron made that cracked after a frost heave. In
    February of this year, Atmos Energy's wrapped steel mains were leaking
    in a Dallas neighborhood, and the last of three houses that exploded
    claimed finally claimed the life of a 12-year-old girl. There were
    early warnings signs there as well.
        And then, of course, one month ago, the Merrimac Valley of
    Massachusetts became ground zero after Columbia Gas failed to reconnect
    sensing lines, leading to an over pressurization of the system that
    cause 131 fires, one fatality, and destruction or significant property
    damage to more than 20 structures. Indeed we were lucky--it could have
    been far, far worse than San Bruno.
        And you all know the irony of this latest incident--it happened as
    a result of a robust replacement program, except that we witnessed a
    major failure in execution. The fallout from this incident will (and
    should) affect all of us. Because it, like all of the other ones I just
    described, had one thing in common--they were all avoidable, plain and
    simple.
        Let be clear about something--I'm not saying that we don't have a
    safe pipeline system in this country. 99.9 percent of the products
    moving through pipelines reach their final destination safely. And we
    have made great strides in replacing leak prone systems--the combined
    inventory decreased approximately 30 percent since San Bruno and
    Allentown brought the necessary awareness about the need for action.
        But despite our efforts, we still have 36,000 miles of bare steel
    pipe and 24,000 miles of cast iron, which collectively will take more
    than twenty years to eliminate. Under that timeframe, the last section
    of pipeline in my hometown Capital of Providence may be 188 years old
    when it is finally removed. That gives me great pause and should do the
    same for everyone--especially the operator.
        Understandably, there are real-world logistical and economic
    consequences that we must contend with, such as contractor
    availability, operator supervision, impacts to roadways and public
    works departments, and lastly, rate impacts to consumers. Yet, if we
    don't have a robust pace, and if economic regulators (i.e.
    commissioners) don't have the fortitude to raise rates for
    infrastructure upgrades, the public safety risks will continue to haunt
    us.
        Iowa is one of 21 States that no longer have cast iron systems. 41
    States have some form of rate mechanism that provides for timely
    recovery of capital investments.
        For system operators that derive their revenues from regulated
    rates, there is always a question about need and justification for rate
    increases. I always say that utilities carry the fundamental obligation
    to make compelling presentations to regulators about need for capital
    investment, particularly as it relates to safety.
        But I also believe that you all can play an important role in the
    ratemaking dialogue. You all possess the knowledge and expertise to
    advise economic regulators about the safety of the system and aid the
    process of prioritizing investments. I can tell you from experience
    that in many States, way too much money is spent to prioritize
    investments in other areas--like expensive renewables, grid
    modernization, etc.
        My message is simple: Investments for safety can never take a back
    seat in the regulatory process. Regulators need to consult you about
    the needs of the system, especially as it relates to safety. You are
    the soldiers on the battlefield conducting inspections and keeping your
    pulse on the condition of systems, the effectiveness of utility
    supervision over contractor crews, and everything else that troubles
    you.
        Make sure that you report back to the Commissioners or those who
    are in charge. As someone who has worked in government for more than 25
    years, sometimes you have to tell the Emperor about proper attire, if
    you know what I mean. That reality exists in each your States, and I
    can tell you it sometimes exists in Washington DC as well.
        Commissioners may come and go, but the risks of maintaining a safe
    and reliable system are constant. So, do your part to educate your
    leaders so that they fully understand the gravity of what is at stake.
    And every once and while let them ride shotgun with you out into the
    field so that they can see it with their own eyes and thereby advance
    their understanding about the systems they regulate, including what
    needs to be done going forward.
    This is No Longer Your Father's Utility
        Now let me talk about the other side of the equation--the industry
    that we regulate.
        We clearly operate in a different environment than a couple of
    decades ago when I was cutting my teeth on NOPVs in Rhode Island, where
    we would escort the utility folks into a room, slap them on the hand,
    and substitute penalties for effective remedial actions, mostly in the
    way of increased investment and corrective operational practices.
        These are not the same utilities of today--and it's the money side
    of the equation that is driving this reality, and the risks as well.
    Let me explain why. Before the elimination of PUHCA, our utilities were
    local. They were members of the community; the management lived in your
    neighborhoods; the workers had pensions that would keep them active in
    the company for the long haul, thus maintaining a strong institutional
    memory and knowledge about the pipeline system, it's configuration,
    operational practices, and, of course, the risks of the system.
        The Board Room, like the corporate headquarters, were local. So
    were the investors--mostly of whom were people like my father, and
    local teacher/pension funds. It provided a strong accountability
    regime. After the repeal of PUHCA, which fostered the convergence of
    many gas and electric utilities across State borders, all of this
    changed--for the worse.
        The local investors were cashed out. The workers were locked out.
    The managers were ushered to the airplane doors with their golden
    parachutes, and large holding companies, many of which are foreign,
    operated the utilities remotely from out of state headquarters. Utility
    work crews were swapped out for independent contractors who could lower
    construction costs at the expense of safety. Sound familiar?
        Utilities now seem to be focused on earnings and rate cases more
    than the enterprise risks of the system and public safety. This is what
    I witnessed in my 25 years. In the aftermath of so many incidents, I
    have to question whether the regulatory construct has kept pace with
    the changes.
        I think the day has likely arrived where business as usual will not
    suffice. The airline industry is not flying 100 year-old airplanes, and
    we really should never have been placed in the present predicament of
    having to endure excessively aged infrastructure. Pipelines that were
    fully depreciated a century ago shouldn't be in service today.
    Construction execution failures like the one we witnessed in
    Massachusetts are not only avoidable, they're simply, and absolutely,
    unacceptable. And I'll go one step further and question how we could
    have contractors not asking questions about pressure sensing lines and
    controls. How could they not understand the basics of gas operations
    and proper procedures?
        One theme I think you'll hear from my colleagues at PHMSA, is that
    if you're not already doing it, we need to step up on our inspections
    and enforcement for newly constructed facilities. We need to step up
    our inspections and enforcement regarding compliance with integrity
    management protocols. Our performance-based regulatory regime provided
    the industry substantial discretion to evaluate system risks,
    prioritize investments, and balance decisions against efficiency and
    safety. But as I said last week at the New England Pipeline
    Representatives' meeting in New Hampshire, with broad discretion comes
    great responsibility.
        I think the days when incidents in the pipeline space were mere
    civil enforcement proceedings might be coming to an end as well,
    particularly after the recent criminal convictions for Plains All
    America after the 2015 Refugio pipeline rupture that released crude oil
    into the Pacific waters off Santa Barbara, CA.
        Another point: While excavation damage accounts for 30 percent of
    incidents, our analysis of enforcement data on the transmission sector
    showed that more than half of those incidents were due to mismarks by
    pipeline operators, something that is beyond the capability of 811
    public awareness campaigns.
        The bottom line is this: You all need to have a constant eye on
    what's happening out in the field. From general operations to new
    construction. If you need more resources, your principal responsibility
    is to go back to your commissioners and document the need clearly.
        We strive to provide 80 percent funding, and we are working hard to
    meet that commitment. But first comes first--you have to bring those
    inspectors on board, and your commissioners need to fully support this.
    Remember, Congress left your authority untouched. The Federal
    government respected State occupation of the field concerning
    regulation of intrastate pipeline facilities. The States possess the
    authority and responsibility to inspect and enforce--with one proviso:
    they must annually certify to DOT that they will enforce the minimum
    standards in Part 193. And remember, your State possesses the authority
    to go ``above and beyond'' the minimum standards. We are partners in
    this effort, and decisions about resources cannot be delayed or held
    hostage to the expectation of 80 percent funding from the Federal
    government. That undercuts the effectiveness of our partnership and
    compromises safety. But like I said before, we at PHMSA will continue
    to do everything to provide as close to 80 percent funding as possible.
        Lastly, if there are any problems or concerns, then please pick up
    the phone and call us! Because we are partners, and we have to meet the
    challenges together. This is an arranged marriage through a
    congressional mandate. And like with any marriage, consistent and
    timely communication is essential.
    PHMSA Support--Training & Qualifications Center
        We know training is an issue, and we are going to step up our
    efforts to expedite training of new inspectors in light of the
    significant turnover we have been experiencing. The nation's pipeline
    infrastructure is expanding at a dramatic pace. On the transmission
    front alone, FERC authorized construction of 18,000 miles of pipelines
    since 2000. This Administration is turning energy abundance into a
    position of energy dominance, and using export of oil and natural gas
    to reduce trade deficits and to leverage exports to tip the
    geopolitical balance away from Russia pipeline exports to eastern
    Europe, and Venezuelan oil in Latin America and the Caribbean.
        This means oil and gas production is rising and will continue to
    rise. That will place higher demands on regulators to oversee the
    industry in the way of safety inspections. At the same time, the
    demands for qualified personnel is at an all-time high, and this means
    we have to train more and more inspectors, but at a more rapid pace.
    Alan will discuss in more detail.
    Safety Management Systems
        While I wish that culture of the industry was already mature enough
    to do what safety management systems are designed to accomplish, it is
    clear that SMS is desperately needed if we are ever to achieve
    Administrator Elliott's vision of zero incidents. But we don't believe
    SMS should be embodied in a regulation. How can you mandate culture?
    How do you force people to wake up at 2 am because they are worried
    about something?
        It's our belief that operators should be voluntarily pursuing SMS
    as a formal business approach to managing safety risk, since it
    embodies a systematic approach to advancing safety throughout the
    organization, from management commitment; organizational structures,
    accountabilities, policies, and procedures; and a platform to share
    lessons learned.
        Our experience has taught us that a pipeline operator is only as
    good as its weakest link (like a contractor or utility field supervisor
    who doesn't ask or think about the location of a pressure sensor line),
    or the least-informed division, whether that is a part of the operator
    or a contractor.
        This is where SMS can have the greatest impact, reaching all levels
    of an organization--including its contractors--and helping to ensure a
    safety culture is pervasive and all-encompassing. SMS can help
    operators incorporate a focus on safety into every aspect of pipeline
    management.
    Conclusion
        In closing, I want to tell you how much it means for me to be here
    today speaking to you. I made it to Washington DC because of all of
    you. You supported my efforts as a Commissioner to advance pipeline
    safety, and that ultimately led me to Washington DC where I am grateful
    to serve my nation. I believe we have an unprecedented opportunity to
    make a difference for the better. Our partnership has never been
    stronger. So let's continue to work hard together to think about how we
    can avoid tomorrow's incidents, and do everything possible to make sure
    that we have no more victims on our watch. You are such important
    players, since you stand as the interface between industry and economic
    regulators. So please continue doing everything that you can to advance
    safety and protect the public interest.
        Thank you.
                                     ______

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                                     ______

            National Association of Pipeline Safety Representatives
                              2018 Annual Meeting
                              Santa Fe, New Mexico
                                October 16, 2018
    Introduction
        First, I want to thank you for all your efforts to advance our
    shared safety mission.
    Pathway to Washington DC
        I was sworn in by Secretary Elaine Chao as Chief Counsel in March
    of this year. Many of you know my background and how I ended up in this
    position. In fact, some of you were pivotal in helping to forge my
    pathway to Washington DC. And when I arrived there, I found an
    incredible team of professionals led by people like Alan Mayberry and
    Linda Daugherty, who I have the utmost respect for.
        PHMSA leadership now includes another stalwart from the State
    ranks--Massoud Tahamtani. PHMSA's Administrator, Howard ``Skip''
    Elliott, is a tremendous leader with deep industry experience, who
    along with Secretary Chao, are relentless about safety and executing
    our government responsibilities with the utmost efficiency and
    accountability. It's what Alan, Massoud and I refer to as ``good
    government.''
    Trip Down Memory Lane
        After the San Bruno, CA disaster in 2010, and then Allentown, PA
    explosion in early 2011, the national focus on pipeline safety and aged
    infrastructure became a centerpiece of Federal and state policy. Those
    two incidents took the lives of 13 innocent victims.
        The Transportation Secretary at the time, Ray LaHood, issued a
    ``Call to Action'' to industry and States to modernize the Nation's
    pipeline infrastructure, and in particular, high risk systems like bare
    steel and cast iron, which were far too old to breed the public's
    continued confidence that industry and regulators were doing enough to
    safeguard the public. At that point, our 2.6 million-mile pipeline
    system had about 51,000 miles of bare steel and 36,000 miles of cast
    iron, along with much more in the way of service lines.
        At the NAPSR Annual Meeting in Springfield, Illinois four years
    ago, I spoke in my capacity as Chairman of NARUC's Subcommittee on
    Pipeline Safety, and remarked about my visit to the Lincoln library,
    where I was able to add context to the age of some of these systems. It
    was there I learned that the oldest components of the system I
    regulated in Rhode Island were put in the ground when Abraham Lincoln
    was still the proverbial ``country lawyer''--1848.
        My visit to Springfield wasn't long after the East Harlem,
    explosion in New York, which leveled two buildings and killed 8 people.
    It was March 12, 2014, and I happened to be here in Santa Fe when it
    was revealed that Con Ed's cast-iron system was installed in 1887--126
    years old.
        I reached for a coin that I had purchased earlier that morning at
    the ``open air'' market in the parking lot right next door to this
    resort. I knew there was something about that date that struck me. It
    turned out that this coin happened to have been minted the same year
    Con Ed's system went into the ground--1887.
        However, unlike currency, the value of a 130-year-old system is
    clearly not the same, especially when you factor in the risk that
    something could go wrong. And it wasn't the only antiquated system
    lying beneath the streets of East Harlem--the cast iron water mains
    were also installed in 1887, and the brick-lined sewers in 1873.
        The patchwork of system repairs, replacements, and defective
    workmanship created a perfect storm of interactive threats that caused
    a T-service fusion weld to separate from the main, allowing gas to
    migrate and fill the basement of building before the spark and ensuing
    explosion destroyed the building.
        In January, we had the explosion in Brooklyn, NY that injured five
    people--it was a cast iron made that cracked after a frost heave. In
    February of this year, Atmos Energy's wrapped steel mains were leaking
    in a Dallas neighborhood, and the last of three houses that exploded
    claimed finally claimed the life of a 12-year-old girl. There were
    early warnings signs there as well.
        And then, of course, one month ago, the Merrimac Valley of
    Massachusetts became ground zero after Columbia Gas failed to reconnect
    sensing lines, leading to an over pressurization of the system that
    cause 131 fires, one fatality, and destruction or significant property
    damage to more than 20 structures. Indeed we were lucky--it could have
    been far, far worse than San Bruno.
        And you all know the irony of this latest incident--it happened as
    a result of a robust replacement program, except that we witnessed a
    major failure in execution. The fallout from this incident will (and
    should) affect all of us. Because it, like all of the other ones I just
    described, had one thing in common--they were all avoidable, plain and
    simple.
        Let be clear about something--I'm not saying that we don't have a
    safe pipeline system in this country. 99.9 percent of the products
    moving through pipelines reach their final destination safely. And we
    have made great strides in replacing leak prone systems--the combined
    inventory decreased approximately 30 percent since San Bruno and
    Allentown brought the necessary awareness about the need for action.
        But despite our efforts, we still have 36,000 miles of bare steel
    pipe and 24,000 miles of cast iron, which collectively will take more
    than twenty years to eliminate. Under that timeframe, the last section
    of pipeline in my hometown Capital of Providence may be 188 years old
    when it is finally removed. That gives me great pause and should do the
    same for everyone--especially the operator.
        Understandably, there are real-world logistical and economic
    consequences that we must contend with, such as contractor
    availability, operator supervision, impacts to roadways and public
    works departments, and lastly, rate impacts to consumers. Yet, if we
    don't have a robust pace, and if economic regulators (i.e.
    commissioners) don't have the fortitude to raise rates for
    infrastructure upgrades, the public safety risks will continue to haunt
    us.
        I also recognize that not all States face this problem any longer--
    21 States no longer have these vintage pipelines or have taken the
    necessary steps to replace them, and 41 States have some form of rate
    mechanism that provides for timely recovery of capital investments.
        For system operators that derive their revenues from regulated
    rates, there is always a question about need and justification for rate
    increases. I always say that utilities carry the fundamental obligation
    to make compelling presentations to regulators about need for capital
    investment, particularly as it relates to safety.
        But I also believe that you all can play an important role in the
    ratemaking dialogue. You all possess the knowledge and expertise to
    advise economic regulators about the safety of the system and aid the
    process of prioritizing investments. I can tell you from experience
    that in many States, way too much money is spent to prioritize
    investments in other areas--like expensive renewables, grid
    modernization, etc.
        My message is simple: Investments for safety can never take a back
    seat in the regulatory process. Regulators need to consult you about
    the needs of the system, especially as it relates to safety. You are
    the soldiers on the battlefield conducting inspections and keeping your
    pulse on the condition of systems, the effectiveness of utility
    supervision over contractor crews, and everything else that troubles
    you.
        Make sure that you report back to the Commissioners or those who
    are in charge. As someone who has worked in government for more than 25
    years, sometimes you have to tell the Emperor about proper attire, if
    you know what I mean. That reality exists in each your States, and I
    can tell you it sometimes exists in Washington DC as well.
        Commissioners may come and go, but the risks of maintaining a safe
    and reliable system are constant. So, do your part to educate your
    leaders so that they fully understand the gravity of what is at stake.
    And every once and while let them ride shotgun with you out into the
    field so that they can see it with their own eyes and thereby advance
    their understanding about the systems they regulate, including what
    needs to be done going forward.
    This is No Longer Your Father's Utility
        Now let me talk about the other side of the equation--the industry
    that we regulate.
        We clearly operate in a different environment than a couple of
    decades ago when I was cutting my teeth on NOPVs in Rhode Island, where
    we would escort the utility folks into a room, slap them on the hand,
    and substitute penalties for effective remedial actions, mostly in the
    way of increased investment and corrective operational practices.
        These are not the same utilities of today--and it's the money side
    of the equation that is driving this reality, and the risks as well.
    Let me explain why. Before the elimination of PUHCA, our utilities were
    local. They were members of the community; the management lived in your
    neighborhoods; the workers had pensions that would keep them active in
    the company for the long haul, thus maintaining a strong institutional
    memory and knowledge about the pipeline system, it's configuration,
    operational practices, and, of course, the risks of the system.
        The Board Room, like the corporate headquarters, were local. So
    were the investors--mostly of whom were people like my father, and
    local teacher/pension funds. It provided a strong accountability
    regime. After the repeal of PUHCA, which fostered the convergence of
    many gas and electric utilities across State borders, all of this
    changed--for the worse.
        The local investors were cashed out. The workers were locked out.
    The managers were ushered to the airplane doors with their golden
    parachutes, and large holding companies, many of which are foreign,
    operated the utilities remotely from out of state headquarters. Utility
    work crews were swapped out for independent contractors who could lower
    construction costs at the expense of safety. Sound familiar?
        Utilities now seem to be focused on earnings and rate cases more
    than the enterprise risks of the system and public safety. This is what
    I witnessed in my 25 years. In the aftermath of so many incidents, I
    have to question whether the regulatory construct has kept pace with
    the changes.
        I think the day has likely arrived where business as usual will not
    suffice. The airline industry is not flying 100 year-old airplanes, and
    we really should never have been placed in the present predicament of
    having to endure excessively aged infrastructure. Pipelines that were
    fully depreciated a century ago shouldn't be in service today.
    Construction execution failures like the one we witnessed in
    Massachusetts are not only avoidable, they're simply, and absolutely,
    unacceptable. And I'll go one step further and question how we could
    have contractors not asking questions about pressure sensing lines and
    controls. How could they not understand the basics of gas operations
    and proper procedures?
        One theme I think you'll hear from my colleagues at PHMSA, is that
    if you're not already doing it, we need to step up on our inspections
    and enforcement for newly constructed facilities. We need to step up
    our inspections and enforcement regarding compliance with integrity
    management protocols. Our performance-based regulatory regime provided
    the industry substantial discretion to evaluate system risks,
    prioritize investments, and balance decisions against efficiency and
    safety. But as I said last week at the New England Pipeline
    Representatives' meeting in New Hampshire, with broad discretion comes
    great responsibility.
        I think the days when incidents in the pipeline space were mere
    civil enforcement proceedings might be coming to an end as well,
    particularly after the recent criminal convictions for Plains All
    America after the 2015 Refugio pipeline rupture that released crude oil
    into the Pacific waters off Santa Barbara, CA.
        Another point: While excavation damage accounts for 30 percent of
    incidents, our analysis of enforcement data on the transmission sector
    showed that more than half of those incidents were due to mismarks by
    pipeline operators, something that is beyond the capability of 811
    public awareness campaigns.
        The bottom line is this: You all need to have a constant eye on
    what's happening out in the field. From general operations to new
    construction. If you need more resources, your principal responsibility
    is to go back to your commissioners and document the need clearly.
        We strive to provide 80 percent funding, and we are working hard to
    meet that commitment. But first comes first--you have to bring those
    inspectors on board, and your commissioners need to fully support this.
    Remember, Congress left your authority untouched. The Federal
    government respected State occupation of the field concerning
    regulation of intrastate pipeline facilities. The States possess the
    authority and responsibility to inspect and enforce--with one proviso:
    they must annually certify to DOT that they will enforce the minimum
    standards in Part 193. And remember, your State possesses the authority
    to go ``above and beyond'' the minimum standards. We are partners in
    this effort, and decisions about resources cannot be delayed or held
    hostage to the expectation of 80 percent funding from the Federal
    government. That undercuts the effectiveness of our partnership and
    compromises safety. But like I said before, we at PHMSA will continue
    to do everything to provide as close to 80 percent funding as possible.
        Lastly, if there are any problems or concerns, then please pick up
    the phone and call us! Because we are partners, and we have to meet the
    challenges together. This is an arranged marriage through a
    congressional mandate. And like with any marriage, consistent and
    timely communication is essential.
    PHMSA Support--Training & Qualifications Center
        We know training is an issue, and we are going to step up our
    efforts to expedite training of new inspectors in light of the
    significant turnover we have been experiencing. The nation's pipeline
    infrastructure is expanding at a dramatic pace. On the transmission
    front alone, FERC authorized construction of 18,000 miles of pipelines
    since 2000. This Administration is turning energy abundance into a
    position of energy dominance, and using export of oil and natural gas
    to reduce trade deficits and to leverage exports to tip the
    geopolitical balance away from Russia pipeline exports to eastern
    Europe, and Venezuelan oil in Latin America and the Caribbean.
        This means oil and gas production is rising and will continue to
    rise. That will place higher demands on regulators to oversee the
    industry in the way of safety inspections. At the same time, the
    demands for qualified personnel is at an all-time high, and this means
    we have to train more and more inspectors, but at a more rapid pace.
    Alan will discuss in more detail.
    Safety Management Systems
        While I wish that culture of the industry was already mature enough
    to do what safety management systems are designed to accomplish, it is
    clear that SMS is desperately needed if we are ever to achieve
    Administrator Elliott's vision of zero incidents. But we don't believe
    SMS should be embodied in a regulation. How can you mandate culture?
    How do you force people to wake up at 2 am because they are worried
    about something?
        It's our belief that operators should be voluntarily pursuing SMS
    as a formal business approach to managing safety risk, since it
    embodies a systematic approach to advancing safety throughout the
    organization, from management commitment; organizational structures,
    accountabilities, policies, and procedures; and a platform to share
    lessons learned.
        Our experience has taught us that a pipeline operator is only as
    good as its weakest link (like a contractor or utility field supervisor
    who doesn't ask or think about the location of a pressure sensor line),
    or the least-informed division, whether that is a part of the operator
    or a contractor.
        This is where SMS can have the greatest impact, reaching all levels
    of an organization--including its contractors--and helping to ensure a
    safety culture is pervasive and all-encompassing. SMS can help
    operators incorporate a focus on safety into every aspect of pipeline
    management.
    Conclusion
        In closing, I want to tell you how much it means for me to be here
    today speaking to you. I made it to Washington DC because of all of
    you. You supported my efforts as a Commissioner to advance pipeline
    safety, and that ultimately led me to Washington DC where I am grateful
    to serve my nation. I believe we have an unprecedented opportunity to
    make a difference for the better. Our partnership has never been
    stronger. So let's continue to work hard together to think about how we
    can avoid tomorrow's incidents, and do everything possible to make sure
    that we have no more victims on our watch. You are the such important
    players, since you stand as the interface between industry and economic
    regulators. So please continue doing everything that you can to advance
    safety and protect the public interest.
        Thank you.
                                     ______

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                          New Mexico State University
                          Center for Public Utilities
                           Current Issues Conference
                              Santa Fe, New Mexico
                                 April 8, 2019
        Good Morning. It's such a pleasure for me to be here with you
    today. It's an opportunity to break away from Washington, DC
    headquarters and provide an update on the latest developments at the
    Pipeline and Hazardous Materials Safety Administration.
        I think this was always one of my favorite conference venues, not
    only because I once served as Chairman of the Advisory Council, but
    also given the high caliber of attendees; to be with my former
    commissioner colleagues and friends; in beautiful Santa Fe among the
    striking natural scenery; clear blue skies and the wonderful smell of
    mesquite in the air--all make for the perfect setting to discuss the
    important, current issues facing the energy industry.
        I now have more than a year under my belt at PHMSA, but as most of
    you know, I've been shoulder-deep in the world of power, energy, and
    public utilities for a lot longer. Those worlds are rapidly changing
    these days in so many different ways, which I'd like to talk about this
    morning.
        First, I'd like to acknowledge the work that all of you in this
    room do--which is absolutely essential to maintaining the robust energy
    supplies that drive our economy and way of life. What you do is also
    critical to PHMSA's safety mission, which is ``to protect people and
    the environment by advancing the safe transportation of energy and
    other hazardous materials that are essential to our daily lives.''
        Without the work of state Public Service Commissions, executives of
    regulated utility industries, and all others who contribute to our
    collective safety mission, an agency like PHMSA with only about 530
    employees could never hope to meet the challenges posed by the vast
    network of 2.7 million miles of regulated pipelines and the ubiquitous
    transit of 1.2 million hazardous materials shipments across this
    country every passing day.
        And those challenges just seem to keep on increasing--because the
    strong economic picture and energy abundance we are witnessing, create
    a powerful combination to bring investment in energy infrastructure and
    economic growth.
        Perhaps with the exception of my home town region in New England,
    more pipelines are being built to bring oil and gas resources from
    production to demand centers, placing greater demands on PHMSA and the
    industry to ensure that the design, construction and operation of those
    facilities are done safely and comply with Federal standards.
        Technology and innovation are at heart of these developments. For
    the Department of Transportation and its nine modal administrations
    (including PHMSA), innovation is one of the pillars underpinning our
    mission. Of course, safety is the highest priority, but innovation,
    along with infrastructure and accountability, represent the other three
    pillars.
        Let me start with safety. 99.9997 percent of hazardous materials
    make it to their intended destinations safely. But even at that rate,
    we experienced 285 significant incidents in 2018, which led to 8
    fatalities in the pipeline sector. 90 percent of these were related to
    distribution systems, which is not surprising since 80 percent of the
    Nation's pipelines are distribution, and thus regulated by the States.
        For those who have met our Administrator, Skip Elliott, you know
    his vision is zero incidents. Getting to zero incidents is not easy--
    and it relies not just on good operators deeply committed to a culture
    of safety, but it also requires leaning on the other three pillars--
    technology and innovation; infrastructure; and accountability.
        Technology brought us the shale gas revolution which will make the
    United States the largest producer of oil and gas in the world, with
    new and expanding production techniques. The growth in production is
    fueling the development of liquefied natural gas export facilities, and
    is partly driven by the reforms we achieved with the signing of a new
    Memorandum of Understanding with the Federal Energy Regulatory
    Commission that provides for a more logical assignment of roles and
    responsibilities between the two agencies during the licensing process
    for new LNG terminals. The new approach is helping to streamline the
    review process, and not only brings efficiencies, but also introduces
    much needed regulatory certainty to applicants navigating the process.
    These efforts are bolstering America's status as a net exporter of LNG
    to more than 34 countries around the globe. And this number will
    continue to grow.
        Our work factors directly into the Administration's most important
    foreign policy strategic objectives by allowing America's natural gas
    to be liquefied and exported to nations around the world who
    desperately need a more diversified and secure set of energy resources.
        Our efforts are tipping the geo-political balance in favor of
    Eastern European nations who are trying to decrease their current
    dependence on imported natural gas from Russian pipelines. For
    Caribbean island nations, it will mean access to clean burning natural
    gas to power electric generation, as opposed to relying on distillate
    fuels from Venezuela.
        The numbers involved are truly astounding. A single LNG export
    facility can deliver an economic impact of $10 billion or more per
    year, and strong demand from the Asia-Pacific region looks to likely
    drive those numbers even higher over time.
        New technologies promise to accelerate change even more, such as
    autonomous vehicles, drones, and magnetic levitation hyperloop trains.
    It paints a dramatic picture of change and opportunity, and it is
    coming at us fast.
        At PHMSA and across DOT, we are making strong efforts to refine our
    vision by incorporating new technologies into regulation, like the
    recent plastics rule that will bring superior pipeline products all the
    while reducing construction costs.
        We are combing through all the regulations to update and remove
    outdated ones that have not kept pace with technological advancements.
    But we will make no move unless we are convinced by clear and
    convincing data that our efforts will not compromise safety--the first
    and foremost pillar underpinning our mission.
        But none of it can happen without the second pillar--infrastructure
    and investment. Investment in basic infrastructure that is less
    susceptible to the pace of technology, must occur--like roads and
    bridges--and of course pipelines, which may have been manufactured from
    materials that are now deemed high risk.
        You all know what I'm talking about--cast iron and bare steel
    distribution systems. Great progress has been made--cast iron
    infrastructure has declined by almost half in the past decade, and 20
    or more States have eliminated it all together.
        That cause, crystallized by the tragic incidents in San Bruno, CA
    (2010), Allentown, PA (2011) and East Harlem, NY (2012), ultimately
    brought me to Washington DC, with a slight (2 year) detour south of the
    border from here--Mexico. These accidents make it clear that investment
    must be systematic--with operators gathering essential data and making
    compelling presentations to economic regulators on the one hand; and
    regulators making the courageous decisions to increase utility rates to
    recover those costs, on the other hand.
        That's the heart of the regulatory compact that still remains the
    envy of the world--it brings regulatory certainty, confidence to the
    financial community, and ultimately guarantees affordable, reliable
    utility services to the American public. Maintaining the highest level
    of safety--and getting as close as possible to a ``zero-incident''
    vision--is a small additional price to pay.
        That brings me to last pillar--Accountability.
        Much of the current regulatory construct depends upon the industry
    to continuously assess the integrity of their pipeline systems; to
    identify risk; and ultimately to prioritize investments that guarantee
    operation of safe and secure systems. The same is true for the power
    sector.
        The safety regulatory construct under Federal law provides great
    flexibility to the industry. But let me say this: With great
    flexibility comes great responsibility. Today's technologies of inline
    inspection capabilities are providing operators with better tools to
    evaluate integrity--but the enforcement cases crossing my desk
    demonstrate that those technologies still have a long way to go. They
    are not perfect, which is why PHMSA spends millions of dollars each
    year in research and development initiatives with universities.
        Integrity management protocols are not a generic binder to be
    housed on a shelf. They are a living document that chronicles the life
    of the asset until it is either retired or replaced. Operators have to
    be held accountable for what they do--or don't do--with integrity
    management.
        There's simply no alternative, since for the Nation's energy
    infrastructure to grow and meet our domestic and global strategic
    needs, the public will demand the highest level of safety and
    protection of the environment, as we know from reading about the
    growing opposition to pipeline projects across the country.
                     The Nexus between Safety and Security
        I want to close on a subject that was recently the topic of a
    technical conference at FERC--the security of our Nation's energy
    delivery infrastructure. PHMSA's mission may be safety, but you can
    never really separate safety from security. I think the TSA
    Administrator, David Pekoske, said it best at FERC two weeks ago--
    ``safety and security are two sides of the same coin.''
        Security has two components: Physical and cyber threats
    characterized by the actions of bad actors; with the second component
    being reliability as measured by supply and delivery capabilities, and
    of course planning for system contingencies.
        Earlier this year, the Director of National Intelligence released
    the Worldwide Threat Assessment, and what was notable was the growing
    emphasis on identified threats from China. China now has the capability
    to launch cyber-attacks that could cause disruptive effects on critical
    infrastructure--``such as disruption of a natural gas pipeline for days
    to weeks--in the United States.''
        Aside from this risk, on the reliability side, there were a number
    of recent incidents on pipeline systems in Minnesota, Michigan and my
    home state of Rhode Island where more than 6,000 customers lost gas
    service on a cold January day just a few months ago.
        Those incidents are drawing attention to the fact that system
    resiliency is being stretched thin in some parts of the country. Demand
    for natural gas is growing both for heating and power generation;
    utilization on some systems is maxed out; and in some cases, there were
    few or no contingencies for maintaining gas supply to customers.
        There's simply no reason for not having adequate pipeline capacity
    to meet the forecasted demands on the system. That goes equally for the
    need to plan for operational contingencies in the same manner we do for
    the electric transmission system. And there's no excuse for not
    connecting new customers who desire natural gas service in States like
    New York and Massachusetts, where local utilities have been forced to
    enact moratoriums on new connections.
        But when you marry the conventional reliability risk to the
    physical and cyber security components, we undoubtedly find ourselves
    in a very precarious position, particularly in light of the clear and
    growing interdependency between the gas and electric sectors. Given the
    current threat assessment, we clearly need to plan for what we are
    going to do in the event systems go down due to the malevolent acts of
    third parties, something that goes far beyond our current efforts of
    establishing information sharing platforms.
        So, safety and security go hand in hand, and the consequences can
    be often be the same. You've probably heard me ask this before--what do
    the San Bruno, CA pipeline tragedy and Midwest Black-Out (2003) have in
    common? Besides both being avoidable, they both resulted in eight
    fatalities.
        Those tragic incidents could pale in comparison to what could
    happen if we experienced a well-coordinated cyber-attack on pipeline
    systems. So, let's be ready; let's continue to work together; and let's
    make the necessary investments now.
        Thank you again for the opportunity to speak today. I'm happy to
    answer any questions.
                                     ______

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       Remarks of Paul Roberti, General Counsel, Pipeline and Hazardous
          Materials Safety Administration to The Fertilizer Institute
                              Scottsdale, Arizona
                                October 22, 2018
        Thank You for the opportunity to speak with you today here at the
    North American Fertilizer Transportation Conference about safety in the
    fertilizer industry. It is always a pleasure to meet with organizations
    like yours, because you encourage industry collaboration in our
    collective to ensure that the hazardous materials, which are an
    essential input in the manufacturing process, are handled safely and
    securely.
        Largely because of fertilizer, one of the early predictors of doom
    for mankind turned out to be wrong. In 1798, Thomas Malthus observed
    that food production increased arithmetically, while population growth
    and demand was exponential. He predicted that this dichotomy would have
    dire consequences--eventually leading to widespread famine. But it
    hasn't happened--because of the innovation your members delivered to
    the business of agriculture. And we all know that fertilizer is a very
    large part of that innovation.
        Part of what makes PHMSA an interesting and important place to work
    is the vital importance of some of the industries we regulate. There
    are a lot of hazardous materials--in fact, they are ubiquitous--from
    medical waste, to chlorine, to radioactive materials, lithium batteries
    in airplanes, to crude oil on trains, one could argue that nothing is
    more vital to the well-being of our nation and the world than the
    ability to feed people, which depends heavily on the work of your
    organization's members.
        PHMSA is first and foremost a regulatory agency. We work hard to
    execute our regulatory responsibility in a way that is smart,
    comprehensive, and responsive to all stakeholders. Industry
    organizations like the Fertilizer Institute facilitate that part of our
    job, by organizing the concerns and interests of their members, by
    serving as a consistent source for trusted information and data, and by
    helping to publicize industry initiatives on safety and environmental
    stewardship.
        In all of the industries we regulate, PHMSA strives to be
    consultative in making clear and effective rules, transparent in our
    internal operations, thorough in inspections, and consistent in
    regulatory enforcement. We rely on organizations like The Fertilizer
    Institute, and their members, to ensure that our rulemaking is done
    with a keen understanding of the challenges you face every day in your
    industry.
        Beyond that, PHMSA understands that safety requires more than mere
    regulation. ``Zero incidents'' is our ultimate goal; but it will never
    be achieved by enforcing minimum standards, even if the rules and their
    application are perfect.
        To get to zero incidents, a more comprehensive effort is needed. As
    a small agency--employing just 536 people--it is obvious that direct
    action cannot ensure the safety of 2.7 million miles of pipeline and
    2.1 billion tons of hazardous materials transports each year. For that
    reason, PHMSA is committed to the concept of leveraging our limited
    resources in order to have the greatest impact on safety. We want to
    leverage data and information; research and development; and the
    efforts and reach of partners like The Fertilizer Institute is a vital
    input into our safety mission.
        Safety is the result of many small things, of consistency and
    meticulous attention to detail. Michelangelo, an expert in this area,
    said that ``Trifles make perfection; and perfection is no trifle.''
        PHMSA works closely with multiple DOT operating administrations to
    ensure consistency in administering hazardous materials transportation
    safety programs across all modes--such as the FRA, FCMSA, FAA, etc. We
    are actively working with our counterparts at FRA to address many
    issues relevant to the safe transportation of hazmat by rail, including
    materials that pose a toxic inhalation hazard (TIH).
        These TIH materials, which include essential products, such as
    anhydrous ammonia and chlorine, are vital not only to our nation's
    infrastructure, but also to our health and safety since our water and
    food supplies depend on their safe movement. PHMSA recognizes its
    critical role as an agency that must ensure the safety of a vast
    transportation network that supports our economy and our national way
    of life.
        As an example of our close collaboration with FRA and our industry
    stakeholders, PHMSA has reviewed, analyzed, and accepted several
    petitions for consideration in upcoming rulemakings that address the
    safe transportation of materials that are toxic when inhaled. These
    petitions cover a range of issues, including: finalizing specifications
    codified in 2009 to provide certainty to the industry regarding tank
    car design and construction standards; extending the authorized service
    life for tank cars that meet improved standards from 20 to 50 years;
    and determining an appropriate timeline for phasing out rail tank cars
    that do not meet the final standard.
        PHMSA truly appreciates the wealth of expertise that the shippers
    and carriers provide to the regulatory process, as well as their
    continued commitment to build consensus on necessary safety standards.
    We are pleased to note that the Association of American Railroads (AAR)
    and several associations representing TIH shippers, including the
    American Chemistry Council (ACC), the Chlorine Institute (CI), and the
    Fertilizer Institute (TFI), have reached a general consensus with
    respect to a number of challenging policy determinations PHMSA must
    make--such as proposing a timeline for compliance with the final TIH
    tank car standard. I would specifically note the Joint comments you
    submitted on June 19, 2018, along with AAR, ACC, and CI,, advocating
    for the adoption of a mutually agreed-upon phase out date of December
    31, 2027.
        Just a few weeks ago, on September 6 leadership of each of these
    organizations came together to meet with PHMSA's senior leadership team
    to affirm their support for this new approach. At that meeting, you all
    urged PHMSA to accelerate the time-frame for completing rules--so that
    you will have certainty for the strategic investment decisions that
    must be made to advance safety. The successful collaboration of
    industry stakeholders has greatly facilitated our efforts to finalize a
    draft rule that can be issued for public notice and comment and
    published as expeditiously as possible.
        Looking ahead, we know that additional challenges remain as we work
    together with all stakeholders to build on our existing safety
    framework. We recognize the need to embrace innovative technologies and
    solutions that advance safe transportation for the benefit of the
    public. We also understand and acknowledge your need for regulatory
    certainty. As shippers and carriers of hazardous materials, you are not
    only integral to ensuring the safe transport of hazardous materials,
    but also critical to achieving our shared goal of zero incidents. With
    strong commitment, leadership, and robust stakeholder collaboration, we
    can ultimately achieve this goal.
        Thank you all for your efforts in moving us in this direction, and
    thank you the opportunity to speak with you today.
                                     ______

                              UNITED STATES SENATE
                COMMITTEE ON SMALL BUSINESS AND ENTREPRENEURSHIP
                 TESTIMONY OF PAUL ROBERTI, PHMSA CHIEF COUNSEL
                               NOVEMBER 16, 2018
        Good morning Senator Kennedy and thank you for the opportunity to
    testify today, in the great State of Louisiana, about the Pipeline and
    Hazardous Materials Safety Administration's efforts to advance the
    safety of rail tank cars transporting hazardous materials.
        On behalf of Secretary Chao and Administrator Skip Elliott, I want
    to thank you for your leadership and personal efforts to improve the
    safety of our Nation's railroad system. Safety is the number one
    priority for Secretary Chao and everyone working at the Department of
    Transportation. PHMSA's mission is to protect people and the
    environment from the risks of hazardous materials by all modes of
    transportation. We achieve this mission by creating regulations and
    carrying out a comprehensive safety oversight strategy. We advance
    education, and research and development projects, focused on enhancing
    safety and accident prevention.
        PHMSA also provides funding and training to prepare first
    responders to mitigate hazards in the unlikely event that an incident
    occurs. Our goal is to reduce risk towards zero deaths, zero injuries,
    prevent property and environmental damage, and prevent transportation
    disruptions. Tragic train accidents like Lac-Megantic, Quebec in 2013;
    Graniteville, South Carolina in 2005; and Minot, North Dakota in 2002,
    underscore the need to improve the safety of rail tank cars. We remain
    vigilant while working with industry to prevent these types of
    accidents from ever happening again.
        In the interest of time, I refer you to my written testimony which
    describes:

       PHMSA's hazardous materials safety program and its role in
            preventing and mitigating incidents;

       Background about PHMSA's regulatory authority, and the
            status of pending rulemakings;

       PHMSA's effort to build consensus within the regulated
            industry and our work to modernize standards and reduce
            regulatory burdens on small businesses; and

       PHMSA's efforts to finalize standards for rail tank cars
            that transport hazardous materials classified as Toxic
            Inhalation Hazards, such as anhydrous ammonia and chlorine.

        For this class of hazardous materials, we are coordinating with the
    Federal Railroad Administration to resolve a number of issues that will
    promote their safe transportation on the Nation's railroads. As you
    know Senator Kennedy, these products are essential for sustaining our
    food and water supplies, and our health and safety depend upon their
    safe transportation. As an example of our collaboration with the
    Federal Railroad Administration and the industry, PHMSA accepted a
    number of petitions for consideration in upcoming rulemakings that
    address the safe transportation of toxic hazardous materials.
        PHMSA appreciates the expertise that both the shippers and the
    carriers contribute to the regulatory process, as well as their
    commitment to build consensus on safety standards. A great example of
    consensus was the June 19, 2018 joint submission of comments by the
    shippers and carriers advocating for a mutually agreed-upon phase-out
    date of December 31, 2027 for legacy tank cars. We are pleased that
    industry reached consensus regarding this proposed date for compliance
    with the final tank car standard.
        Moreover, on September 6, 2018, industry leaders met with PHMSA's
    leadership to affirm their support for this newly achieved consensus.
    They urged PHMSA to accelerate the time-frame for completing rules that
    provide much needed regulatory certainty to guide the strategic
    investment decisions that are necessary to advance safety.
        In closing, the success of PHMSA's mission relies on continued
    collaboration with industry to build on the existing regulatory
    framework. We need to embrace innovative technologies that provide
    cost-effective solutions for improving safety, as well as continue
    taking steps to increase the level of regulatory certainty. We
    recognize that both shippers and carriers are important partners to the
    success of PHMSA's safety programs, our national economy, the State of
    Louisiana, and Port of New Orleans.
        Thank you for opportunity to testify. I look forward to answering
    any questions you may have.
                                     ______

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                              UNITED STATES SENATE
               COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION
       TESTIMONY OF PAUL ROBERTI, CHIEF COUNSEL, PIPELINE AND HAZARDOUS
                        MATERIALS SAFETY ADMINISTRATION
                   PIPELINE SAFETY IN THE MERRIMACK VALLEY:
                        INCIDENT PREVENTION AND RESPONSE
                                  LAWRENCE, MA
                               NOVEMBER 26, 2018
        Senator Markey and Senator Warren, thank you for the opportunity to
    testify about the tragic accident that occurred in Merrimack Valley on
    September 13, 2018. I would also like to thank Senator Hassan,
    Representative Tsongas, Representative Moulton, and Congresswoman-elect
    Trahan for their attendance as well.
        On behalf of Secretary Elaine Chao and Administrator Skip Elliott,
    I recognize and appreciate your efforts to advance pipeline safety. For
    Secretary Chao, Administrator Elliott and everyone working at the
    Department of Transportation, safety is our number one priority.
        PHMSA's mission is to protect people and the environment by
    advancing the safe transportation of energy and other hazardous
    materials that are so essential to our daily lives. We oversee the
    inspection and enforcement of the Nation's interstate pipeline system;
    we advance education, research and development projects; and we
    administer the State Pipeline Safety Programs in 48 States, including
    Massachusetts.
        The natural gas explosions and fires in the Merrimack Valley were
    indeed tragic and avoidable. We deeply sympathize with the family of
    the young man who lost his life, and all those who suffered injuries,
    or had their homes and property damaged or destroyed.
        PHMSA acknowledges the initiative to replace aging cast iron
    pipelines for safety reasons. In my prior role as a public utilities
    commissioner in Rhode Island just a few miles south of here, I worked
    steadfastly to advance programs to accelerate the replacement of cast
    iron and bare steel pipelines for many years, particularly in the
    aftermath of tragedies like San Bruno, CA and Allentown, PA.
        Those tragedies galvanized the effort to modernize pipeline systems
    across the Nation. Yet, despite Columbia Gas' concerted effort to
    replace aging cast iron systems, we witnessed an extraordinary failure
    in the planning, design and execution of a replacement project.
        This accident once again illustrates how critical it is for
    pipeline operators to thoroughly plan and safely execute all facets
    related to construction, maintenance and operation of pipeline
    networks.
        The written testimony that I submitted describes:

       First, PHMSA's financial support to our State partners;

       Second, the training provided to Federal and state
            inspectors;

       Lastly, PHMSA's evaluations of state pipeline safety
            programs.

        On the afternoon of the accident, Administrator Elliott made an
    immediate decision to deploy multiple inspectors to the scene to
    provide technical assistance to both the Massachusetts Department of
    Public Utilities and the National Transportation Safety Board. As some
    of you know personally, he also reached out to keep affected members of
    Congress apprised about PHMSA's efforts. Since the time the tragedy
    unfolded,
        PHMSA's team of experts have provided hundreds of hours of
    technical assistance, and we will continue to support Massachusetts and
    the NTSB throughout their investigations.
        A word about the State pipeline safety programs that PHMSA
    administers: The federal/state partnership with the Commonwealth of
    Massachusetts spans over 35 years. Massachusetts is a certified state
    partner, with inspection and enforcement responsibilities for
    intrastate natural gas distribution and transmission pipelines. As a
    matter of law, the Commonwealth possesses jurisdiction to investigate
    and make determinations regarding an operator's compliance with Federal
    and state regulations.
        We also recognize the NTSB's jurisdiction and expertise for leading
    the investigation and determining the probable cause of this tragic
    accident. While the NTSB's preliminary report identified circumstances
    that likely contributed to the over-pressurization during the pipeline
    replacement project, PHMSA eagerly awaits the completion of both
    investigations so that we have all requisite information concerning the
    cause of the incident and operator's compliance with pertinent
    regulations.
    CLOSING
        In closing, PHMSA expects pipeline operators to comprehensively
    understand their systems, including the design, construction, and
    operation of all facilities. Moreover, we expect operators and
    qualified subcontractors to exercise extreme care and diligence in
    every aspect of their work, and above all, to nurture and maintain a
    safety culture that promotes the highest level of safety, so that
    tragic pipeline accidents like the Merrimac Valley disaster never
    happen again.
        Thank you again for the opportunity to testify. I look forward your
    questions.

        The Chairman. Thank you very much.
        Mr. Barrs, let us start with you. Today, the United States
    has reciprocity with Mexico and Canada such that all three
    countries recognize each other's commercial driver licenses.
    The State of Texas and the Texas Trucking Association have
    flagged that drivers with fraudulently issued Mexican CDLs are
    coming into the U.S. These drivers may not actually have the
    experience to drive safely on the roads and could potentially
    be violating U.S. cabotage laws.
        Mr. Barrs, can you discuss your views on this issue? And if
    confirmed, will you work with me and my office to fix this
    problem?
        Mr. Barrs. Senator, thank you for the question. Safety is
    paramount, as we have discussed earlier with my career in law
    enforcement, making sure that all safe--are all drivers are
    safe on our roadway, but ensuring that drivers are qualified
    and safe has got to be the utmost importance of what we are
    doing with commercial vehicle safety.
        If confirmed, I am committed to addressing this particular
    issue. I have worked closely with the Texas Department of
    Public Safety throughout my career, and understand that this
    particular issue is concerning, and we will work closely with
    you and your office to ensure that we can make sure that all
    drivers who are in our country are safe.
        The Chairman. Thank you. Mr. Roberti, in a recent pipeline
    safety hearing held by this Committee, my colleagues on the
    other side of the aisle asked whether PHMSA has been taking a
    lax approach to pipeline safety enforcement. Can you tell us
    about your safety enforcement record as PHMSA's former chief
    counsel and how you plan to appropriately enforce the pipeline
    and hazmat transportation rules?
        Mr. Roberti. Thank you, Chairman Cruz, for the question. As
    you know, my last stint at PHMSA we processed almost 800
    enforcement cases, an effective inspection and an enforcement
    program within an agency, a safety agency like PHMSA goes to
    the heart of PHMSA's mission. And if confirmed, I can assure
    you I will bring that same transparent and effective approach
    to making sure that we have a strong enforcement program.
        The Chairman. Thank you. Mr. Morrison, how should NHTSA
    encourage automakers to build safe and reliable vehicles
    without relying on costly government mandates that that raise
    vehicle prices for consumers?
        Mr. Morrison. It is a great question, Chairman Cruz. I
    think the first thing is making sure that automakers understand
    the agency's expectations for safety. Remember, we have Federal
    Motor Vehicle Safety Standards, but more importantly, the
    agency has very, very broad defect authorities, and automakers
    have a responsibility to recall vehicles within 5 days of a
    defect in design, construction, and performance that could lead
    to an unreasonable risk to safety.
        So there is an automatic regulation that is working in the
    background. Making sure automakers understand that can allow
    them to ensure that their designs are robust.
        Now, you do need regulation with new technologies. I think
    that is something that is clear, but only once the technology
    is well understood by the agency and the industry, and usually
    after the development of consensus standards.
        The Chairman. Mr. Barrs, freight fraud and theft has become
    a rampant problem across the United States. FMCSA must remain a
    safety agency, but there are things FMCSA can do in its role
    overseeing motor carrier safety that would stop fraud. For
    example, FMCSA is updating its registration system. And as a
    part of that work, it will stop issuing new motor carrier, or
    MC numbers and require more thorough identity verification.
        Mr. Barrs, I am working on legislation to enhance FMCSA's
    ability to identify and stop fraud. If confirmed, will you work
    with me on ways to stop fraud and freight fraud, and what do
    you see as the most promising strategies?
        Mr. Barrs. Senator, thank you for that question. You are
    exactly right. This is a nationwide issue that is causing major
    issues, again with our trucking industry and our economy. I
    look forward to working with you on this particular issue, and
    working with all the different partners that we have to ensure
    that bad actors are penalized or they go to jail the way they
    need to. And we can work together with different agencies to
    make sure that that can happen. But I look forward to working
    with you on this particular issue moving forward. Yes, sir.
        The Chairman. Thank you. Mr. Roberti, in the 2020 PIPES
    Act, Congress authorized PHMSA to approve test programs for
    pipeline operators to evaluate innovative new pipeline safety
    technologies; however, we have heard that PHMSA received no
    requests to engage in the test programs due to the mountain of
    red tape the Biden administration required for approval.
        Mr. Roberti, as PHMSA administrator, will you plan to work
    with the pipeline industry to encourage the use of test
    programs to advance new pipeline technologies without the
    imposition of non-statutory red tape, including by removing the
    non-statutory requirements the Biden administration placed on
    the test programs?
        Mr. Roberti. Mr. Chairman, I have heard, there has been a
    lot of criticisms about special permit process. As I stated in
    my testimony, I am a big believer that innovation and new
    technologies are the leading edge for shifting the regulatory
    paradigm toward better safety. And so I can certainly--I do not
    know what is going on there regarding those programs and the
    processing of those requests, and the pilot programs, but I
    certainly will commit to making that a priority to look into
    that situation, and see about ways of streamlining. And
    certainly, removing red tape so that we can be more--we can be
    faster in pursuing opportunities to bring new technologies,
    enhance safety.
        The Chairman. Thank you. Ranking Member Cantwell.
        Senator Cantwell. Thank you, Mr. Chairman.
        Gentlemen, you know, I could probably fill like this roster
    here, with reports from GAO, or Inspector Generals about a
    problem we had in FAA where organizational design authorization
    was given to Boeing to have inspectors review the work and work
    with the FAA. Now, that is still the system we have today, but
    what we found is that there were those who were retaliating
    against those ODA members, and basically saying, you know: You
    might lose your job, or this might happen if you take a strong
    enforcement measure.
        So we learned in aviation that was a big mistake, a big
    mistake. So we have corrected that by passing a new FAA law
    that basically protects those ODA members from retaliation.
        This Department of Transportation has issued a new rule
    basically saying that you can retaliate against the inspectors
    in your agencies. So I want to know from you whether you
    believe that you are going to protect these inspectors from
    that kind of retaliation? Will you commit to being a strong
    policeman on the beat and making sure there is no political
    interference at your agencies on those inspectors?
        Mr. Barrs. Senator Cantwell, thank you for the question. I
    can tell you that throughout my career in law enforcement I
    mentioned earlier, that enforcement is key and making sure that
    the bad actors, as was mentioned here, are dealt with
    accordingly. And the inspectors and officers that work within
    FMCSA have a diligent job to do and making sure that they can
    carry out the missions and place these bad actors out.
        And it is extremely important to me that we make sure that
    we do that, and we work together collaboratively with them and
    give them the tools and the toolbox that they need to address
    these issues that you are referring to.
        Senator Cantwell. So no political retaliation?
        Mr. Barrs. Senator, I am looking forward to working with
    them and making sure that they are able to do their job, and I
    think that is what is important.
        Senator Cantwell. Thank you.
        Mr. Morrison. Yes, from my experience working with the
    fantastic investigators both in the Office of Vehicle Safety
    Compliance, and the Office of Defects Investigation, you know,
    you really need a robust, honest back-and-forth relationship
    with them. We need the data. We need to analyze the data to
    determine whether or not there might be a defect, or non-
    compliance, and so ensuring that the level of trust is
    critical.
        Senator Cantwell. And making sure they are not harassed by
    somebody?
        Mr. Morrison. Absolutely.
        Senator Cantwell. Great. Thank you. Mr. Roberti.
        Mr. Roberti. Senator Cantwell, I would say that in my
    history at PHMSA, the inspection enforcement teams know how
    important I think what they do is to carrying out the mission
    of safety. And I certainly would impose no chilling effects on
    them exercising their duty subject to oversight. My oversight
    as administrator to make sure that we are fair, transparent,
    and impartial in the way we cite operators for violations of
    Federal standards.
        Senator Cantwell. Now, quickly, Mr. Morrison, could you--
    because I have a question for Mr. Roberti--what are your
    priorities in setting regulations, the brake--the emergency
    brake issues for trucks? What are your first priorities?
        Mr. Morrison. I think first, the need to get in. I am not
    in the building now, and so I need to make sure that I get up
    to speed with the agency, and so forth.
        Senator Cantwell. Is there anything that bothers you right
    now that you think we need a regulation on?
        Mr. Morrison. I think one thing we need to explore and I
    mentioned this in my testimony, during the first term we had
    worked on autonomous vehicle safety, you know, framework taking
    comment from the public, working with industry to get a sense
    of the state of technology. I think the state of technology has
    moved forward now. And I think we are at the point now where we
    need to start looking to find ways we can build a public trust
    and that includes guidance documents and regulation, once we
    are at that point.
        Senator Cantwell. Yes, I will ask some more for the record
    on that.
        But Mr. Roberti, you mentioned the cybersecurity problem
    and you know pipelines are now--you do not threaten the United
    States anymore by--well you might but you know--sending a sub
    into our waters, or a plane into our airspace. You basically
    use the pipeline system or some other system to cause failure.
    So what do we need to do to accelerate our protections of our
    U.S. pipelines?
        Mr. Roberti. Well, the cybersecurity jurisdiction resides
    within the Department of Homeland Security. During my last time
    at PHMSA, we negotiated and executed an interagency--
    interdepartmental agreement to help bolster our presence in
    control rooms working with the Transportation Security
    Administration. We also engaged directly with the Department of
    Energy.
        I think that across the Federal landscape there needs to be
    full engagement information sharing, and thinking about how we
    can leverage each other's resources. And PHMSA has inspectors
    out in the field, TSA does not. So we work to partner with them
    to bring more visibility and put an eye on some of the
    important factors of what operators should be doing on the
    pipeline front, collaborating----
        Senator Cantwell. Does not Colonial tell us we need some
    sort of task force? And you mentioned the private sector, I am
    a big believer in encouraging that dialogue back and forth, but
    the problem is here you are way down in the bowels of DOT, and
    yet this is a big infrastructure issue for the U.S., and how do
    we get it elevated so that we are putting the best cyber minds
    onto this particular task?
        Mr. Roberti. Yes. So as I said in my testimony, this is a
    top priority for me. The threats are--the threat vectors are
    always--they are constant, and they are always changing and
    they are always evolving. I think what you need are people who
    come into these positions to have that at top of mind. Those
    are the things that should wake any administrator up at 2 a.m.
        That should drive extra activity toward coordinating with
    other Federal agencies, the FBI, the Department of Energy, the
    Federal Energy Regulatory Commission, the Department of
    Homeland Security, so that we have constant information sharing
    and to be thinking about in the field both from a physical and
    cyber perspective: Where is the next wave of attack going to be
    based upon what we have witnessed.
        But remember this, in my experience, I have a lot of
    experience with this working in prior--in prior positions, it
    is never the moment that the attack of today is an indicator of
    future threats but does not necessarily replicate what that
    next threat vector and attack will be. And that is where we
    need tremendous vigilance. There is not enough of it.
        Senator Cantwell. I am out of--we are way out of time, but
    that is a very important, I am glad you have such fervor on
    that point.
        Thank you, Mr. Chairman.
        The Chairman. Thank you. Senator Blackburn.

                  STATEMENT OF HON. MARSHA BLACKBURN,
                      U.S. SENATOR FROM TENNESSEE

        Senator Blackburn. Thank you, Mr. Chairman, and
    congratulations to each of you.
        Mr. Barrs, I want to come to you. I know that Chairman Cruz
    talked to you about the fake CDLs, but there is another issue
    that we have heard a good bit about, and it is during the Obama
    years, they would not prohibit individuals who did not speak
    English, could not read English from having commercial drivers
    licenses. And one of the things that Secretary Duffy has done
    is to look at this and to end this practice. It is a public
    safety issue.
        So I would like for you to speak for a moment about the
    need to have people that can read and speak English as the
    commercial drivers and making our highway safer?
        Mr. Barrs. Thank you, Senator, for the question. And you
    are right. And I have mentioned in my opening statement, of
    course, my career speaks for itself with--in law enforcement.
    And I have been a roadside inspector, and inspecting commercial
    motor vehicles, and understand that the difficulty that it
    places on me as the inspector of having to communicate with
    someone who cannot communicate with you.
        As an inspector, if I am going to do a level 1 inspection,
    which is doing a full inspection of that vehicle, and having to
    get up under and check brakes and so forth, I need to be able
    to communicate with that driver, not only for the safety of the
    roadway drivers, but also me as the inspector if I am going to
    inspect that truck.
        So it is extremely important that that driver is able to at
    least have a conversation, understand the commands, and
    understand our road signs for safety. It is safety first, and
    that is where I believe my experience comes into this as
    understanding the effects that it plays on roadside as well.
        Senator Blackburn. Well, you know, we are a logistics hub
    in Tennessee.
        Mr. Barrs. Yes, ma'am.
        Senator Blackburn. And the Memphis area with all five class
    one railroads with the port, with FedEx. So this is something
    that during previous administrations there was quite a bit of
    concern.
        Mr. Morrison, I would like to come to you. Auto engineering
    and innovation is something we do very well in Tennessee as we
    have several of the automakers there, and we want to continue
    to set the pace when it comes to auto innovation, autonomous
    vehicles are something that there is a lot of work being done
    around these, and we want to make certain that we are setting
    the standards on this, that it is not China or someone else
    that is setting the standards.
        And what I would like to hear from you is what specific
    steps you feel like you can take so that we stay in that
    driver's seat, if you will, when it comes to global auto and
    autonomous innovation?
        Mr. Barrs. Fantastic question, Senator, and thank you for
    asking it. I think from what I have heard from industry over
    the last several years, is there may have been a bit of a lack
    of Federal leadership in this space. That means a lot of
    engagement with industry to understand the technology, what are
    the protocols for development and future deployment plans.
        The last thing you want to be in industry is spending
    billions and billions of dollars down a particular
    technological pathway and then have the Federal Government shut
    the door on that pathway. That has a major chilling effect on
    investment, and that is something we have to avoid, so by----
        Senator Blackburn. Well, and we need national standards
    too.
        Mr. Barrs. Yes, absolutely. And you may have heard,
    Secretary Duffy has made a core part of his mission
    establishing a Federal framework for AV policy, and that is
    something I am very excited to work with him on.
        Senator Blackburn. Right. One item I do want to highlight
    with you, there is legislation, the She DRIVES Act, this is
    something Senator Fischer and I have worked on. Now, what we
    know is that women are 75 percent more likely to be injured,
    and 17 percent more likely to die in auto crashes. And one of
    the gaping holes, if you will, was that crash test dummies were
    all male configurations and not female. And so this would
    require utilization of those female crash dummies as you are
    doing these tests.
        So I just want to highlight that with you as you are
    modernizing testing protocols, that consideration needs to be
    given in that regard.
        And my time is about to run out so I will get you to do
    this one on the record for me, a response on the record. The
    2022 GAO Report showed that NHTSA failed to complete 17 of 22
    mandated rulemakings by their deadlines. And these deadlines
    are set in law. They are not suggestions. They are
    requirements. So I would like to have you submit to me what you
    will do to decrease these long delays when it comes to the
    rulemaking and implementations? Thank you.
        Thank you, Mr. Chairman.
        The Chairman. Thank you, Senator Klobuchar.

                   STATEMENT OF HON. AMY KLOBUCHAR,
                      U.S. SENATOR FROM MINNESOTA

        Senator Klobuchar. Thank you very much. And thank you to
    Senator Lujan for letting me go first here.
        So distracted driving, Mr. Morrison, I have long done a lot
    of work in this area like many of our senators, we have lost
    several constituents including 19-year-old Shreya Dixit from
    Eden Prairie who died just so young, involving another driver
    when she was a passenger. You mentioned in your testimony that
    too many crashes involve distracted drivers and the importance
    of working with local law enforcement. I think people do not
    understand how many it is.
        Early on I worked on drunk driving a lot when I was
    prosecutor and this has kind of done some good things there,
    not enough, but it has kind of taken over. And could you talk
    about the work that you will do, I was thinking back to
    Secretary LaHood did a lot in this area early, early on, talked
    about what you would like to do on distracted driving?
        Mr. Morrison. Absolutely. And thank you, thank you Senator,
    for the question, and thank you for your leadership in this
    area. You know, we have had over 3,000 fatalities each year,
    going back to the last 5 years, that are distracted, and I
    think that is very well undercounted. Unlike impaired driving
    where somebody can--you know, there is a blood test, or a
    breathalyzer test where you can tell if somebody is impaired,
    with distracted driving, it is much more difficult to determine
    that because you do not have ability to determine whether or
    not somebody was using a phone while they are driving. So I
    think that is undercounted. I think the messaging that the
    agency puts out there is very important.
        Senator Klobuchar. Yes.
        Mr. Morrison. I would look to double down on that
    messaging, and then also working with law enforcement too.
        Senator Klobuchar. And trying to figure out if the spot
    checks are working, or what works, kind of some updated
    information will be helpful for us. I think catalytic converter
    theft, I am sure aware of that, these catalytic converters
    taken from unattended cars. And last week, Senator Moreno, who
    knows a little bit about cars down there, he and I reintroduced
    the PART Act to provide law enforcement officers with the tools
    and resources they need to crack down on the crimes.
        The bill actually, if you could look at it, tasks NHTSA
    with updating motor vehicle theft prevention standards to
    ensure converters are marked with a traceable ID number, these
    are oftentimes horrible, criminal cartels and organizations
    that engage in this theft. Do you commit to working with us on
    this issue?
        Mr. Morrison. Absolutely. Catalytic converter theft is a
    scourge in our society. It creates a huge amount of
    inconvenience. It is, you know, it is very expensive to
    replace. And if that bill is passed, I will absolutely be
    looking forward to implementing it.
        Senator Klobuchar. OK. Thank you.
        Mr. Barrs, congratulations. According to recent reports,
    FMCSA's Carrier Enforcement efforts have slowed, or at least
    there is not a quarterly motor carrier safety progress report
    this year. Could you talk about how, as a retired law
    enforcement officer, how law enforcement acts as a deterrent to
    unwanted and unsafe behavior? And will you move these reports
    and other things along if you get into your position?
        Mr. Barrs. Yes, ma'am. Thank you for the question, Senator.
    That is very important to make sure that we are strengthening
    enforcement, compliance, and training, and also the uniformity
    of making sure things are across the board are the same. I look
    forward to being able to understand what is going on within the
    agency of where there are some of these lacks potentials may be
    happening, if you will, and making sure that the investigations
    are being completed and that we are taking bad actors off of
    our roadways that need to--carriers out of service if that is
    the case, or whatever interventions that have to--need to take
    place as well.
        Senator Klobuchar. Thank you. Yesterday the Senate
    Judiciary Committee, with Senator Grassley and Senator Durbin
    held a bipartisan hearing on retail theft. And actually one of
    the eye-opening things for me out of that hearing was cargo
    theft, and how these crimes impact the entire food chain, and
    supply chain. And I had no idea how much was going on.
        One dairy protein export company in Minnesota has reported
    an average of one to three break-ins per month in containers of
    dry milk powder. If confirmed, will you work to commit to
    combat these crimes as opposed to committing these crimes?
        Mr. Barrs. Senator, thank you for the question. And that is
    a large yes. And working closely with all the different
    stakeholders we have, that has got to be a focus in our time
    that I have worked on the Law Enforcement Advisory Board for
    the American Trucking Association. That has been one of their
    key points for us to work collaboratively with all the
    different stakeholders to combat this. But I look forward to
    working with you and others on this.
        Senator Klobuchar. OK. Thank you very much.
        Mr. Roberti, I had a question on cybersecurity. I heard it
    was asked, so I am going to just confound the other members,
    like when you ask a question here, then you ask it again
    because you want to hear the answer. But I will look back at
    your answer to the question. And it means a lot that Senator
    Whitehouse introduced you. Thank you.
        Mr. Roberti. Thank you, Senator.
        The Chairman. Thank you. Senator Moreno.

                   STATEMENT OF HON. BERNIE MORENO,
                         U.S. SENATOR FROM OHIO

        Senator Moreno. Well, thank you, Chairman, for having this
    hearing. Thank you for the three of you for your willingness to
    serve this country.
        Not shockingly, I will start with you, Mr. Morrison, on the
    car side of things. So I think it is important to set the stage
    because I think there are a lot of things that happen here that
    are partisan, there are a lot of things that can be
    extraordinarily bipartisan. Safety is something that would be
    extremely bipartisan. There is not a Republican, that I know,
    that would want our roads to be less safe.
        But generally, and you talked about this in your testimony,
    I think we need to dive deeper into it. Talk about where we are
    today with the age of our fleet, so in other words, the average
    car, how old is the average car out there right now?
        Mr. Morrison. The average age of a vehicle in our fleet, we
    have 300 million or so vehicles in our light-duty fleet, it is
    approaching 13 model years old, and the safety implications of
    that are profound. A few years ago, NHTSA did a study
    evaluating the impact just on age, model year, age of a
    vehicle, and found that a vehicle that is 12 to 15 model years
    old versus a vehicle that is zero to six model years old, there
    is a 19 percent higher chance of a fatality if you are in a
    crash. It is a profound impact. So getting the age of these
    vehicles down is critical.
        Senator Moreno. Right. So I think one of the things that we
    should hyper focus on is how do we reduce the age of the fleet?
    How do we get that average back to eight, nine years old where
    it used to be? And it is obviously about automobile
    affordability. So I just want to tick through some statistics
    because I think it is just interesting.
        So 10 years ago, if you were a car company, you had to
    produce cars that generally had a fuel economy rating somewhere
    around 35 miles per gallon 10 years ago, so 35 MPGs, pretty,
    pretty high. You and I are probably around-ish the same age.
    35-mile-per-gallon car back when we were kids would have been
    pretty good, right? Ten years later, that standard became 39
    miles per gallon. So 35 to 39, you think, well, that is
    decently achievable over a decade.
        Under the Biden administration, they wanted that to be 50
    miles per gallon in 2 years; 34 to 39 over a decade, 39 to 50
    over 2 years. Is that reasonable or achievable?
        Mr. Morrison. I think that is being evaluated right now at
    the agencies.
        Senator Moreno. Yes. And I will paraphrase, insane. And on
    top of that, places like where you live, California, where
    insane goes to get crazier you had the ability for California
    to set different standards. Now, thanks to this Congress,
    California no longer can set a different emission standard, or
    CAFE target, or electric vehicle mandate than the rest of the
    country. And thanks to our leadership of our Chairman, I will
    give him full 100 percent credit, car companies no longer have
    to pay these outrageous fines.
        And I just want to quantify that. Last year, car companies
    paid Tesla almost $3 billion in credits so that they could
    avoid these fines. Who pays those--who pays that money? Like
    ultimately, is it the car companies?
        Mr. Morrison. Yes. At the end of the day, consumers are
    going to pay for that, right?
        Senator Moreno. And so to--but how they--how do they pay
    for it? So here is, here is something else that happened during
    the Biden era. The average car price went up $8,000. That is
    almost 20 percent. So somebody who was shopping for a car 5
    years ago and shopping for a car today, they are seeing an
    increase of 20 percent. So what is the result? I am holding on
    to my car. That is how the cars got older. And if we can get
    this idea of how do we drive down the price of automobiles?
        I want to just ask you, Mr. Morrison, would you be willing
    to take a leadership position, as President Trump is
    renegotiating trade deals with other countries, to harmonize
    standards? So now the good news is Ohio, California, New York,
    Florida, one set of standards. But now let us make it so that
    any car that is qualified as a standard in America, or Europe,
    or South Korea, or Australia, one set of standards. Would you
    commit to leading that effort?
        Mr. Morrison. Yes, if the President asked me, I would
    absolutely support that.
        Senator Moreno. All right. And then let us think about
    something else. How do we drive down the price of automobiles
    by getting rid of just insane Federal regulations? I do not
    drink at all. And yet in the Infrastructure Law, which has to
    do with roads and bridges, they snuck in a provision that
    starting in 2026, model year vehicles, I have to have an
    impairment detection device in my vehicle before my car can
    start. Is that going to be free?
        Mr. Morrison. No technology is free.
        Senator Moreno. No technology is free. So why would I have
    to have an impairment detection device in my car? I mean that
    makes no sense--that does not lower the price of cars, right?
    That raises the price of cars. So we have to--if the North Star
    is safety, we should have total and complete consensus around
    this idea of lowering auto prices.
        And obviously, Mr. Chairman, as you know, because I ask you
    about every time--I ask you about this every time I see you, we
    should have a totally separate hearing on what we can do here
    at the Federal Government to lower the price of automobiles.
    When affording a car is out of reach for most Americans that
    has grave implications for job seekers, for the ability to get
    to hospitals, for ability to have personal freedom, so we need
    to drive down the cost of automobiles. And I hope when you are
    confirmed, and you are in that agency, that you are there to
    get that done, and to drive down the cost of automobiles.
        I am over time. So thank you, Mr. Chairman, for your time.
        The Chairman. Thank you. Senator Lujan.

                   STATEMENT OF HON. BEN RAY LUJAN,
                      U.S. SENATOR FROM NEW MEXICO

        Senator Lujan. Thank you, Mr. Chairman.
        Here is a thought, Mr. Morrison. Why don't you just
    eliminate seat belts from cars, eliminate backup cameras from
    cars? Hell, stop making them out of metal. Make them out of
    plastic. And let us find the cheapest car that we can sell to
    the American people to modernize the fleet and more people will
    die. I do not know if my colleagues know this, but there was
    not a provision snuck into a piece of legislation that is going
    to save people's lives in America.
        You and I met. I asked the same questions to Secretary
    Duffy. I was surprised to learn from him that his wife also
    survived a horrible crash. I do not know if you know this,
    Senator Moreno, but I survived a head-on car collision in my
    early 20s when I was driving home from a basketball tournament,
    because a guy was drunker than shit and drove right into me, in
    front of my church, in front of the place where my grandfather
    is buried.
        I am a person of faith like you. Somebody help save my life
    that night. 10,000 people die a year in America because we want
    to talk about self-driving cars. Hell, I can go to states right
    now and jump in a cab and there is no driver. That is safe? And
    we cannot install technology that nine auto manufacturers have
    already filed patents. This legislation worked. The markets are
    reacting.
        In Europe, you can already get in a car that has this
    technology available, not just to tell if you are drunk, but to
    tell if you are impaired. The technology exists. 14 tier one
    and tier two suppliers. Look, I am not an auto person, but I
    understand that those are the folks that the major auto
    manufacturers work with, to get technology in vehicles. They
    can tell if you are impaired.
        Hell, go to an auto show. If I sold cars, I would go to
    several auto shows to see what the latest and greatest is you
    can get in those cars. And you would be surprised how much
    technology exists today. These are not the questions that I
    planned, but when someone is suggesting that legislation was
    snuck into a bipartisan bill, I do not think Rick Scott is a
    liberal member of this body. He was my partner. Senator Capito,
    who also sits on this Committee, has been a driver of this
    legislation. I have been proud to earn the support of my
    colleagues from across the country to get this done. We have
    got to find a way to do it.
        So my question to you, Mr. Morrison is, this piece of
    legislation that is called the HALT Act, it is the honoring the
    Abbas family legacy to terminate drunk driving, who lost a
    family member to a drunk driver. There are rules currently
    pending at the Department of Transportation. I am very
    disappointed that under Secretary Pete Buttigieg under
    President Biden, this was not finalized.
        It was bipartisan. We worked on it bicamerally, bipartisan
    in both chambers and got this done. We negotiated with the auto
    manufacturers. Everyone was at the table. Someone from Mothers
    Against Drunk Driving is actually in this room. I hope all of
    us take time to sit down with them and find out how many people
    are dying in our states so that we can all get behind this
    technology.
        Can I get your commitment, sir, that you will make progress
    on moving forward the existing rulemaking pursuant to the HALT
    Act?
        Mr. Morrison. Absolutely, absolutely. And as I said when we
    met in your office, and I enjoyed our meeting, I thought it was
    a productive meeting. I am not in the building now. It is a
    day-one priority of mine to get in there and get a sense of the
    state of the technology. That is the technology that DOT has
    been working on for years, but not just the state of that
    technology, but the state of the technology that is being
    developed elsewhere. That is something that I----
        Senator Lujan. I appreciate. I mean, that is all we can ask
    for. There should be no question that existing technology
    works. And some people are actually driving cars that do this
    stuff already. It is working. Another issue that I care about
    deeply is ensuring that trucks have side underride guards to
    prevent cars, pedestrian, and bicyclist from being crushed
    underneath. As a result, according to NHTSA, the cost of
    installing side guards exceeds the benefits.
        Unfortunately, to reach this estimate, NHTSA makes
    assumptions in their cost benefit analysis that excludes whole
    categories of preventable deaths of vulnerable road users, such
    as pedestrians, bicyclists, and motorcyclists. I do not
    understand that. If it is going to be studied, it should be
    studied. And then an answer should result based on whatever the
    research is.
        Yes or no, will you commit to counting pedestrians and
    bicyclists as preventable deaths for vulnerable road users in
    the cost-benefit analysis and any future rulemakings on side
    underride guards?
        Mr. Morrison. I will work with the economist with the NHTSA
    to make sure that everything appropriate is being considered. I
    am not familiar with that particular study that was issued, but
    it is something I will work on.
        Senator Lujan. I appreciate that. Mr. Barrs, in New Mexico,
    we see firsthand the dangers that come with heavy freight
    traffic on highways, especially along I-40 and I-25, the two
    major arterials in our state, where my constituents have raised
    real concerns about safety. Truck crash deaths are up more than
    60 percent nationwide since 2009, including nearly 5,500 lives
    lost just last year. What steps will you take as the
    administrator to make sure the FMCSA is doing everything it can
    do to reduce crashes and protect drivers and families on our
    roadways?
        Mr. Barrs. Senator, thank you very much for the question.
    Roadway safety being top priority for me and my career, as I
    mentioned in my open statement, working closely and with our
    MCSAP grants, and the law enforcement officers in your state--
    --
        Senator Lujan. Yes.
        Mr. Barrs.--making sure they are doing the aggressive
    traffic enforcement that needs to be done. Also going and doing
    the inspections that need to do, and try to do preventative
    concerns, finding those violations well before they happen so
    we can prevent those crashes from happening during a road--
    regular routine inspection is critical.
        Senator Lujan. Appreciate that.
        Mr. Chairman, I have other questions. I will submit them
    into the record. I thank you for the time. I just hope we can
    find some common ground on public safety. I heard like my
    colleagues say that that is something Democrats and Republicans
    agree on. Do we or don't we? It is time to put up or shut up
    when we get these rules in place, and we are to choose to save
    the American people or we are not. That is what it is going to
    come down to.
        And I hope that we can find common ground to get this done.
    It is not easy to talk about almost dying. Sometimes things
    happen for a reason. And I guess that I have learned from this
    President, if God gives you another chance, you had better do
    something with it. And I will be damned if I am not going to do
    something about it.
        Thank you for the time, Mr. Chairman.
        The Chairman. Senator Peters.

                    STATEMENT OF HON. GARY PETERS,
                       U.S. SENATOR FROM MICHIGAN

        Senator Peters. Thank you, Mr. Chairman.
        Mr. Morrison, congratulations on your nomination to serve
    as the Administrator of the top Auto Safety Regulator here in
    the country. As a senator from Michigan and the Chair of the--
    or Ranking Member of the Surface Transportation Subcommittee,
    two of my top priorities are saving lives on our roadways and
    making sure the automotive industry has the regulatory
    certainty that it needs to continue to innovate, and to compete
    on a global scale helping us to reach those security goals.
        So my question for you, sir, is NHTSA, as you know plays a
    key role in ensuring that NHTSA certified vehicles are
    recognized and accepted in other markets which is critical to
    the American auto competitiveness of our industry. So my
    question is, if confirmed, will you ensure that NHTSA strongly
    supports the mission, including harmonization efforts and
    leadership in global regulatory bodies to prevent non-tariff
    barriers on American autos?
        Mr. Morrison. Yes, it is an important part of NHTSA's
    mission, working with the other countries on trying to create
    global technical regulations. And they are very active in that,
    and that is something I look forward to continue to work on.
        Senator Peters. Very good. I was encouraged to see NHTSA's
    recent announcement that it will pursue a regulatory framework
    for autonomous vehicles that includes objective testing
    standards and rulemaking. However, I am concerned by the
    reports that as much as over half of the Office of Automation
    Safety, which I push to fund, has been terminated--has been
    terminated in staffing cuts, basically, at NHTSA.
        This office will be responsible for carrying out rulemaking
    efforts related to autonomous vehicles, and other safety
    technologies, which experts tell us will take a high level of
    technicality and expertise, not to mention manpower, to figure
    all of this out.
        So I have a couple questions for you. First off, can you
    commit to fully staffing offices like the Office of Automation
    Safety to ensure that they can competently and successfully
    carry out rulemakings relative to AVs and other cutting edge
    technologies?
        Mr. Morrison. I have seen media reports. I am not in the
    building now, but I have seen media reports about staffing. I
    think a lot of people may have left pursuant to a deferred
    resignation program. But I know Secretary Duffy has mentioned a
    number of times that where there are gaps that need to be
    filled, particularly to achieve priorities, we will fill those
    gaps.
        Senator Peters. So you will be committed to fully staffing
    it. You are giving me that commitment today?
        Mr. Morrison. Yes, I will be committed to looking to higher
    up to make sure that we can achieve those goals.
        Senator Peters. Based on your experience in NHTSA, do you
    believe the agency can carry out multiple rulemakings related
    to autonomous vehicles and make needed progress on the over one
    dozen overdue rulemakings mandated by Congress, if it faces
    significant personnel cuts?
        Mr. Morrison. Again, I am not there now. I do not know how
    the staffing is allocated. But I will commit to looking to make
    sure that we have adequate manpower to complete our mission.
        Senator Peters. What actions do you believe are necessary
    to ensure deployment of autonomous vehicles is safe,
    transparent while also ensuring that the United States is at
    the forefront of innovation? Please tell me kind of your
    thoughts about what we need to do.
        Mr. Morrison. I think first and foremost we need Federal
    leadership in this space. And that involves I think, in large
    part, using the convening authority of the Federal Government.
    Meeting with the developers, meeting with technical safety
    experts to understand the state of the technology now, the
    development pathways that various entities have been pursuing,
    and making sure that the industry understands what the agency
    believes are the appropriate paths forward.
        I think getting that understanding with industry, having
    the industry gaining an understanding of the agency's
    perspective, I think that is something that may have been
    lacking, and that is a major gap I look to fill. And that is
    going to involve guidance, and as I mentioned in my testimony,
    yes, it will involve regulation once that is ready.
        Senator Peters. What specific risk do you see to the United
    States if we do not remain at the forefront of AV innovation,
    especially with China's major strides in this area, as you are
    probably well aware they are investing massive amounts of
    money, and believe this is the future of transportation, so
    what are your concerns related to that?
        Mr. Morrison. My concerns that we have a foreign adversary
    of this country who has investing incredible amounts of
    resources into this industry. And they are looking to push
    things forward. From what I have heard, I am not over there; I
    have heard that some of the developmental pathways that they
    are approaching are not as robust as the industry is used to.
    That is something that gives me pause. It gives me concern.
        But if they win that technological race, they will be the
    ones that are sending--setting these global standards and their
    technology will be that that is deployed around the world. And
    that is something we cannot have.
        Senator Peters. Mr. Roberti, the Commerce Committee is now
    actively working on a Pipeline Safety Reauthorization effort as
    you know. I am a little over time, but perhaps as quickly as
    you can, if you could just give the Committee what is kind of
    top of mind to you as the top issues that this bill needs to
    address?
        Mr. Roberti. Well, certainly from the last
    reauthorizations, there are a number of outstanding mandates. I
    think that is a high priority to complete mandates. Looking
    forward, you know, not being at the agency yet, I hope to
    engage with your staffs in your offices to come to some
    conclusions on what would be best in that authorization.
        Senator Peters. Very good. Thank you, Mr. Chairman.
        The Chairman. Thank you. Senator Markey.

                   STATEMENT OF HON. EDWARD MARKEY,
                    U.S. SENATOR FROM MASSACHUSETTS

        Senator Markey. Thank you, Mr. Chairman. Mr. Morrison, let
    us start with an argument in your testimony. Regulations raise
    car prices. This argument is not new. In fact, automakers have
    always fought common sense safety regulations by saying they
    are too expensive.
        Let us look at a few examples. In 1961, The New York Times
    reported on the fight to require seat belts in vehicles, The
    New York Times reported that quote, ``Car manufacturers still
    are adamant in their position that safety must be keyed to
    cost. If this contention prevails, the seat belt will be an
    optional item of extra cost.''
        Mr. Morrison, yes or no, was the government right to
    require seat belts in every vehicle?
        Mr. Morrison. Absolutely.
        Senator Markey. All right, that is good. Here is a headline
    from April 6, 1975, titled: ``Industry resists car safety cost
    that documents how the auto industry lobbied against requiring
    airbags in every vehicle.'' Mr. Morrison, yes or no, was the
    government right to require airbags in every vehicle?
        Mr. Morrison. Eventually, yes.
        Senator Markey. Yes. And that brings us to today. Here is
    the headline from June 24, 2024, ``Automakers ask U.S. agency
    to reconsider emergency braking rule.'' Now, automakers are
    urging the National Highway Traffic Safety Administration to
    repeal its rule issued last year requiring automatic emergency
    braking in new vehicles, in part, based on cost.
        Mr. Morrison, I understand that the Trump administration is
    currently reviewing that Automatic Emergency Braking Rule.
    Given the automakers history of opposing common-sense safety
    rules, do you agree that safety regulators should be skeptical
    of industry's arguments?
        Mr. Morrison. I think regulators need to do their own
    homework and evaluate the costs, it is built into the SAFETY
    Act, that one of the very important aspects of the Federal
    Motor Vehicle Safety Standard is that notion of practicability
    which does have cost implications, so that is something that
    the agency needs to do independently.
        Senator Markey. Well, here is my message to you, Mr.
    Morrison. The automakers have cried wolf far too many times for
    us to take their arguments seriously. That is the answer I
    wanted to hear. Are there costs to implementing these
    requirements? Of course, but these measures might save your
    daughter, your son, your father, our mother, our brother. And
    to me, that is worth it.
        And that is why we have seat belts. That is why we have
    airbags. And that is why we need emergency braking in order to
    make sure that we protect family members who, otherwise, would
    be injured or die.
        Mr. Roberti, I hosted you in Massachusetts in 2018, thank
    you for coming, after pipeline explosions destroyed dozens of
    homes and killed a young man. And you know, safety saves lives,
    Mr. Roberti. If confirmed, will you finalize the 2023 Draft
    Rule requiring that my Pipeline Safety Law passed in the Trump
    era, PIPES Act of 2020, is finalized?
        Mr. Roberti. Yes.
        Senator Markey. Thank you. And Mr. Roberti, we have seen
    Elon Musk's DOGE staff come into agency after agency and
    sabotage our government's ability to keep the public safe, from
    the FAA, to the National Weather Service. So Mr. Roberti, if
    DOGE staff told you to stop enforcing regulations, or to fire
    inspection and enforcement staff who keep our system safe,
    would you do it?
        Mr. Roberti. The answer is that the critical safety--
    critical safety positions include inspection enforcement
    personnel. They are not part of any layoffs, or any part of
    workforce reduction, and if confirmed, as I have said, having
    an effective, a strong, robust inspection and enforcement
    program is the heart of the safety mission and I will certainly
    commit to that.
        Senator Markey. All right. Well, again, the question of
    DOGE undermining public safety is not a hypothetical. It is
    already happening. We have seen it in other agencies. And we
    have already seen services disrupted and lives lost as a
    result. The only question is whether we are going to have
    enough courage at the agency to protect our Pipeline Safety
    Agency from those DOGE attacks. And that will be your
    responsibility, Mr. Roberti, to put safety first.
        With that, thank you, Mr. Chairman.
        The Chairman. Thank you. Senator Fetterman.

                   STATEMENT OF HON. JOHN FETTERMAN,
                     U.S. SENATOR FROM PENNSYLVANIA

        Senator Fetterman. Thank you, Mr. Chairman. Welcome, Mr.
    Roberti. Is it fair to say that we had a warm, cordial, and
    productive meeting yesterday in my office?
        Mr. Roberti. Senator, yes, I really enjoyed meeting with
    you yesterday.
        Senator Fetterman. Yes, I thoroughly--I thoroughly did too.
    And yesterday, we talked about, you know, my real issue is, and
    my commitment is that I was not here today to create theatrics,
    and I am not looking for clipping, or to make up on MSNBC, or
    the thing for me. I am coming here because--and I know you are
    aware of a problem in my state in a very specific county. And
    for me now, in a minority situation as a Democrat--I am very
    confident that you will have all the votes necessary to be
    confirmed.
        So for me, as a Democrat voting for nominees, for me, it is
    a statement saying: We want to find a relationship, we want to
    work together to look for wins, for wins for my state, for the
    constituent, or really a win in Pennsylvania ultimately is a
    win for the country. And today, and I made a promise with you
    to not to turn this into confrontation or anything, and so
    today I am here to discuss for folks it is a pipeline 105 miles
    long, with jet fuel across, you know, Southern Eastern
    Pennsylvania.
        And then essentially there was--everybody agrees that there
    was a leak. And you know, I am part of it because I fly 50 out
    of 52 weeks. So we all need jet fuel, and we need to--you know
    it is not a--I am not condemning anyone that produces jet fuel.
    It is really that the problem is that it actually got into
    someone's wells in Bucks County.
        And today, so I am here today, I am here, I have--we have a
    constituent here from Upper Makefield, and her name is
    Christine, and I think she is here today. And now she has water
    that was contaminated by jet fuel and she brought--she actually
    brought a sample here. And I am not going to--you know, it is
    like--you can submit questions or you can submit--you can
    submit testimony, and I am actually, respectfully, submitting
    this, and encouraging you anybody to just smell it because it
    honestly feels just straight up like fuel. I would not want to
    put a flame around it honestly.
        And for me it is like I am really just welcoming because I
    really--I just want to work together, you know, for a solution
    here. You are not responsible for any of this, or participate
    in all of this stuff. You know, you just have a--you know, you
    would be in a situation to actually work together to create
    that.
        So you know, I really would like to work with my friend and
    colleague, Congressman Brian Fitzpatrick, and we really are
    pushing to just--whether it is shutting it down, or to do
    whatever necessary until we can figure out really what is
    happening. And now for me today, it is like, as I said in my
    office, is if you are--if you are able to extend a commitment
    to work together in my office, then I am here today to extend a
    commitment to vote for you. Because for me it is about voting
    for you is about desiring a relationship to find a solution for
    this--for this land owner but also for my state. Mr. Roberti?
        Mr. Roberti. Thank you, Senator. From what I have read, not
    being in the agency, but that was a serious incident. It is
    under investigation. A notice of proposed safety order was
    issued. I think it followed with a corrective action order if
    I--or a consent order, and that that matter remains under
    investigation.
        As I said to you yesterday in your office, if confirmed I
    would like to go to the scene----
        Senator Fetterman. Correct, yes.
        Mr. Roberti.--with you. I would like to visit that scene.
    While the investigation is pending, I do want to see
    investigations like that proceed in the most expeditious manner
    so that we can get to the bottom of what happened and make
    those determinations as to the safety of that pipeline going
    forward. And that I commit to do.
        Senator Fetterman. Yes. Well, I will say it again, now, it
    is becoming more and more politically difficult or punishing,
    to vote and to want to work with the other side, but today, you
    know, you have extended your willingness to work together for a
    solution, and I am--to extend my desire to want to vote and
    support your candidacy for this.
        And thank you, Mr. Chairman. Thank you.
        The Chairman. Thank you. Senator Young.

                     STATEMENT OF HON. TODD YOUNG,
                       U.S. SENATOR FROM INDIANA

        Senator Young. Mr. Morrison, Mr. Barrs, Mr. Roberti,
    congratulations on your nominations. I hope we will have an
    opportunity to serve together.
        Mr. Morrison, as you are well aware, NHTSA has been without
    a Senate-confirmed administrator for quite some time now, and
    there are many priorities my colleagues and myself could
    discuss with you on ways to improve safety, increase
    efficiency, and efficacy, especially with respect to
    rulemakings, and modernize Federal motor vehicle safety
    standards, to name a few.
        But I want to focus my questions to you on the issue of
    autonomous vehicles, or AVs. For several years now, Congress
    has been working to establish a comprehensive AV framework that
    unlocks the ability for industry to safely deploy self-driving
    vehicles. I am working to develop legislation regarding this
    framework. One that prioritizes safety of course, but also
    provides certainty to industry, unleashes the ability for
    greater deployment, finds opportunities for job growth, and
    importantly secures American global leadership in this space.
        China is looking to supplant our leadership here. So it is
    imperative that we establish rules of the road that can protect
    our national and economic interests and also benefit American
    companies and consumers. For years, we have seen this industry
    grow with advancements in technology and engineering standards
    as well as an increase in commercial AV testing and operations
    across the United States. However, I believe it is past time
    that we modernize the Federal Motor Vehicle Standard Safety--
    Safety Standards for AVs.
        Sir, what are the first AV rulemakings you would like to
    address and what areas do you think NHTSA is best suited to
    lead on these issues?
        Mr. Morrison. Great question, Senator. I think as it
    relates to rulemaking, there are several things that we need to
    do. I think one, which we kicked off during the first term was
    evaluating those unintended and unnecessary barriers to
    innovation. You know, keeping that same level of safety, but
    just finding things that are like, you know, language in the
    rulemakings that reflate to a driver being in the vehicle.
        So that is something we cleaned up in one part. I think
    there is a lot of additional work to do in that area. I think
    that is one way just to allow for innovative designs in a--you
    know, in a manner that still meets the same you know need for
    safety just to allow for the deployment of these vehicles in
    self-certified manner. I think that is something that is very
    important. Two, I think guidance, you know, you do not
    necessarily need to do rulemakings on everything. You do not
    necessarily need to clog up the Code of Federal Regulations you
    know even further.
        I think giving guidance to industry on what expectations
    are for safe development. You know, these are not legal
    requirements for them but what we see as best practices, the
    agency as best practices, if I am confirmed, that is something
    that I would look to pursue. And this is all part of the
    Secretary's greatest--greater, you know, AV framework that he
    has talked about.
        You know, eventually, once the technology is fully
    understood that is when we can start talking about actual
    performance requirements for the technology itself. So I think
    it is a bit of a multi-prong approach.
        Senator Young. Yes.
        Mr. Morrison. A lot of it is going to involve just
    engagement, sitting down with----
        Senator Young. I agree with that.
        Mr. Morrison.--sitting down with technical safety experts
    as well.
        Senator Young. And it will take a lot of time. It will
    probably be an iterative process. You will need to visit with a
    lot of stakeholders. Will you commit to personally doing that?
        Mr. Morrison. Absolutely.
        Senator Young. Will you commit to engaging members of your
    staff and prioritizing these sorts of meetings and the
    communication so that we can tease out the regulatory
    inadequacies, or impediments we have to AI development and
    adoption in this country in a safe manner?
        Mr. Morrison. Absolutely. And I think it is really, really
    important to have industry and staff talking together to gain a
    better understanding of their approaches.
        Senator Young. Will you commit to working with myself and
    other members of the Committee throughout this process so that
    we can be involved in establishing a Federal framework for AVs?
        Mr. Morrison. Yes. To the extent I am allowed. I know OMB
    plays a major role there, so I do not want to step on any toes.
        [Laughter.]
        Senator Young. OK. There is always the OMB qualification, I
    understand. But yes.
        Mr. Barrs, as you know, AVs are not limited to passenger
    vehicles. One area where we have seen incredible growth is
    within the commercial trucking industry. The benefits this
    technology promises to deliver are vast with reductions in
    supply chain constraints and improvements in the transport of
    goods. A theme of mine in recent hearings, as Chairman of one
    of the subcommittees here, has been outdated regulations that
    either hinder the ability of industry to innovate or create log
    jams and the safe deployment of technology.
        So I would like to very briefly dig into this with you and
    see if there are any areas you see as needing improvements. One
    example might be FMCSA regulations require truck drivers to
    manually place warning triangles behind a vehicle when it is
    stopped or pulled over. This means drivers have to get out of
    their cab and walk along busy highway shoulders, often in
    dangerous conditions, like poor visibility, high traffic
    speeds, or inclement weather to deploy these devices.
        As you know, as a law enforcement officer, and as the data
    shows, the side of the road is incredibly dangerous at times.
    Do you see opportunities for FMCSA to allow innovation and
    roadway safety so that drivers do not have to walk alongside
    the highway to manually place plastic triangles, yes or no?
        Mr. Barrs. Senator, thank you for the question and----
        Senator Young. A yes or no question.
        Mr. Barrs.--the answer is yes.
        Senator Young. If you are confirmed, can you commit to
    working with me, should you see any areas where outdated
    regulations, like these, are prohibitive to innovation or
    detrimental to safety on ways to address these potential
    issues?
        Mr. Barrs. Senator, I do. Yes.
        Senator Young. Thank you. I am out of time. Chairman.
        The Chairman. Thank you. Senator Rosen.

                    STATEMENT OF HON. JACKY ROSEN,
                        U.S. SENATOR FROM NEVADA

        Senator Rosen. Well, thank you, Chairman Cruz, for holding
    the hearing today. I want to thank you to all the nominees,
    your willingness to serve, and I am going to focus a little bit
    on Nevada today because Mr. Barrs, Nevada continues to grapple
    with the significant shortage of safe and accessible truck
    parking facilities. It is a challenge that directly affects
    driver safety, increases operational costs for carriers, and
    disrupts the efficiency of our freight supply chains.
        While estimates suggest that there is a shortage of 40,000
    safe truck parking spaces nationwide, giving Nevada's strategic
    location as a major transportation corridor for interstate
    commerce, particularly southern Nevada, we have the I-15 comes
    in from all of Southern California onto the trucks that way,
    and of course Northern Nevada along the I-80 coming in from San
    Francisco into the Interior, it is particularly critical for
    our state and for the surrounding region.
        So Mr. Barrs, can you outline the specific strategies,
    policies, or funding priorities you would pursue as
    administrator of FMCSA to help expand this truck parking
    capacity, improving the safety conditions in Nevada, and it is
    really going to help our supply chain just move more quickly
    through the country?
        Mr. Barrs. Senator, thank you for the question. Truck
    parking surely is a necessity as one I have been working on for
    a long period of time throughout my career in the public and
    private sector. I can tell you that in my state in Florida, we
    have made that a top priority, just like I know that is an
    issue for you in your state, and looking at different ways that
    we can work with Federal highway, with funding that goes
    directly to truck parking. Looking at engineering ways to
    potentially of redesigning current locations that are there
    now----
        Senator Rosen. Smart Park Program, would you be interested
    in using things like that?
        Mr. Barrs. We do not use that specifically. We use like
    truck parking availability which should be similar to that, so
    yes, being able to get those notifications out to the truck
    drivers so they can make informed decisions so they can plan
    their trips accordingly and get to a spot for safety.
        Senator Rosen. Thank you. On that note, I want to talk
    about highway fatalities because Nevada has recently been
    experiencing a troubling increase in highway fatalities. In
    2023, our state recorded an estimated 386 traffic deaths,
    terrible, and it makes it the second deadliest year on our road
    since 2006. It follows a peak year of 2022 where we had 416
    fatalities. Even one is too many.
        So even more concerning, according to the Nevada Office of
    Traffic Safety, their data, during the first quarter of 2024,
    Nevada saw nearly 40 percent more fatal crashes compared to the
    same period in 2023, with 97 deaths between January and March
    alone, like I said, these are tragic losses, they are driven
    largely by speeding, impaired driving, alarming spike in
    pedestrian deaths, especially in Las Vegas and Reno.
        So I am going to turn to you, Mr. Morrison. And given these
    trends, what concrete policies, enforcement strategies, public
    safety programs would you prioritize, as administrator, to
    reverse these fatality trends? If they are happening in Nevada,
    I am sure they must be happening in other places. And
    specifically, how would you leverage Federal programs promoting
    the deployment of advanced technologies like intelligent speed
    assistance, or automated safety systems? And I would really
    hope that you would coordinate with our Nevada agencies, so we
    can bring that number down.
        Mr. Morrison. Thank you for the question, Senator. It is a
    fantastic question, and you are right, that it is far too many
    fatalities that we have seen, particularly since the pandemic,
    this increased level. I mean, we are trickling downward again
    and----
        Senator Rosen. It is a lot of pressure to get those things
    delivered.
        Mr. Morrison. Absolutely. So I think the--it is got to be
    an all-of-the-above approach. I think, you know, that it truly
    is a crisis that we are seeing, we are seeing fatalities
    continued at an elevated rate, we are seeing impaired driving
    at an elevated rate, speeding at an elevated rate, and we need
    to double down on what are the known, proven countermeasures.
    What are innovative approaches that we can take to traffic
    safety as well?
        So in my testimony, one of the things I hammered home is
    really a need to coordinate, to work, enhance our partnership
    with the states, including the Nevada Office of Traffic Safety,
    as well as law enforcement. I think that is that is another
    area is making sure that our laws are actually being enforced.
        Senator Rosen. Will you build on this for our rural
    communities because it is really--we have a vast rural highway
    network. I know the Chairman does, so many others too as well,
    that presents unique safety challenges. Our rural roads have a
    higher--just have this higher rate of fatalities. And could you
    talk about, maybe specific, how would you--might address that
    safety challenges specific to rural highways like we have in
    Nevada?
        Mr. Morrison. Yes. It is a disproportionate number, and you
    see that across the country, disproportionately, if you look at
    population versus the roadway density. It is it is
    disproportionate in the rural areas. So it is a combination of
    law enforcement messaging, and all-of-the-above approach.
        Senator Rosen. Would you commit to coming back to this
    Committee to talk about some of the new technologies or
    techniques that you are planning to use, this is an issue that
    is so important to so many because of the loss of life, to come
    back to the Committee and report on the implementation of such
    strategies that would help us?
        Mr. Morrison. Absolutely.
        Senator Rosen. Thank you. Appreciate it.
        Thank you, Mr. Chairman.
        The Chairman. Thank you. Senator Moreno.
        Senator Moreno. So thank you for some additional time. I
    just want to clarify a couple things my colleague said. Mr.
    Morrison, just make sure we are all on the same page. Again,
    this topic can be very emotional. I mean, obviously, look, let
    me just reiterate, everybody wants our roads to be safer. But
    the do you do believe it is a false choice between, if you do
    not do everything, if you do not put every single safety
    technology and mandate it, force every American to put it in
    their automobile, or do nothing is a false choice?
        Mr. Morrison. I think so. I mean, you know, NHTSA has
    congressional mandates that the agency needs to continue to
    work toward. But you know, when you establish Federal motor
    vehicle safety standards, one of those key elements you look at
    the need for motor vehicle safety you look at the state of the
    technology itself, you look at the cost, you look at consumer
    acceptance as well, you really have to look at all those
    things, but cost is a very important factor.
        Senator Moreno. Yes. And of course no nobody wants to have
    drunk drivers on the road, but do you think that maybe Biden
    was not able to actually put that rule in place because what
    they realized is if somebody is actually a drunk driver, they
    are actually making a conscious choice, which is terrible, and
    by which we should increase the fines and the penalties for
    that. That they could not just ask a friend to start their car
    and then you completely eliminated the use of a device that
    cost thousands of dollars for people who did not drink.
        So I think the guiding principle that should be used is
    common sense. Two beautiful words, ``common sense''. Now, my
    colleague from Massachusetts brought up seat belts. I was not
    alive in 1961. You probably were not alive in 1961. But it
    would be maybe something you should think about that the
    article he referred to in The New York Times in 1961 was
    talking about a technology that had been invented two years
    earlier by Volvo in Sweden.
        And the reason car companies did not want to put it in
    those cars in 1961, two years after it was invented, and I
    assume he was talking about, or knows that he is talking about
    the three-point belt, because the two-point belt had been
    around since the 1940s. So the reason it was not put in cars in
    1961 is because it would have added massive cost to customers
    in 1961. And later when that technology became more mainstream,
    and you had different production methods, it could happen.
        So I think you are--just to clarify, you are not saying
    that safety technology should not be put in cars, is that we do
    have to balance the cost to the consumer because if the end
    result is that we have cars that are not affordable that is a
    problem, right?
        Mr. Morrison. 100 percent right. I recall when--and not
    only that, you know, you really have to gain an understanding
    of the technology before you get anything close to a mandate.
    Those initial belt designs, they were very effective at
    channeling forces to the aorta, which had the--like the exact
    opposite effect that you would want. So making sure the
    technology is mature enough is a critical part of it. But
    again, cost really is important.
        I remember when I was appointed as Chief Counsel, this was
    back in 2017, there was a series of articles that found that
    the average household income using general affordability
    metrics could not afford the average price of the vehicle in
    really any of the municipal areas across the country. I believe
    at the time was about $38,000.
        We are we are bumping up against $50,000 as the average
    price of the vehicle today. It is a critical issue that I----
        Senator Moreno. And just to remind everybody, it is $50,000
    today, it used to be $41,000 4 years ago. That is a huge
    problem. And the same thing with airbags, right, when airbags
    were invented and it took a long time for that technology to
    evolve because initial airbags were actually pretty dangerous.
    Airbags today are completely safe. And now it is basically a
    pill bottle. I mean, you get in a car accident and airbags come
    at you everywhere, like a little aspirin in a bottle, but that
    technology did not exist.
        So again, I just reinforce to my colleagues as we develop
    this, these ideas, that we keep in mind that we want to have
    safer cars, but the marketplace does a really, really good job
    of making certain that technologies evolve at a pace in which
    they can be affordable. And look, while you maybe to some of my
    colleagues, and if you want to hang out in Martha's Vineyard in
    a multi-million dollar home, and fly there in a private jet,
    $8,000 in a price of a car is no big deal. But somebody who
    lives in Chillicothe, Ohio, who is trying to get to work, and
    needs that car to get there, affordability is a big deal.
        And that is the mentality that is missing. And part of it
    is, look, quite frankly, this is a town where nobody even
    drives their own damn car, right. So when you have a driver
    that shuttles you all over town and the last time you are
    behind the wheel of an automobile was maybe years ago, all
    these become esoteric problems.
        But I am here because we need to bring outsiders' point of
    views to say: Hey, you know what, when you raise the price of
    automobiles by $8,000 because you have this hell-bent idea
    that: Well, if you cannot afford it, too bad for you. It is a
    problem.
        And I just hope, Mr. Chairman that we really take this
    conversation to the next level, because I am telling you the
    number one existential threat to job growth in this country is
    the fact that cars be--if you take cars, and you make them less
    affordable for humans to be able to live a daily life, it is a
    huge economic problem.
        And again, in Martha's Vineyard, no problem, you can get
    around Martha's Vineyard, no issues at all, very easy,
    fantastic drivers will shuttle you around. And ironically, by
    the way, 50-year-old Land Rovers that are worth $150,000 that
    have no seat belts, and no airbags, is the number one car of
    choice in Martha's Vineyard. But I guess there it is no
    problem.
        Thank you, Mr. Chairman.
        The Chairman. I want to thank Senator Moreno for his
    impassioned and very well-informed questioning, and just point
    out for the record that I fully agree we need lower cost cars,
    and one of the keys is never ever, ever get the undercoating on
    the car, the answer to that is, no.
        And with that I recognize Senator Hickenlooper----
        Senator Moreno. That also went out--that also went out in
    the 1970s.
        The Chairman. Um-hum?
        [Laughter.]
        The Chairman. Senator Hickenlooper.

                 STATEMENT OF HON. JOHN HICKENLOOPER,
                       U.S. SENATOR FROM COLORADO

        Senator Hickenlooper. Thank you, Mr. Chair. And thank all
    three of you for taking your time out today.
        Let me start with Mr. Morrison. Impaired driving is a
    threat to passengers, cyclists, pedestrians, everybody. Last
    year the U.S. saw almost 40,000 fatalities involving motor
    vehicles, 12,429 fatalities involved alcohol impaired driving.
    That is 30 percent of all fatalities. We have a National blood
    alcohol concentration, BAC, a national limit of 0.08 percent to
    determine alcohol impairment.
        Currently, there is no uniform national standard to measure
    marijuana impairment. In Colorado, marijuana impaired driving
    is a blood test above five nanograms of THC. At least 16 other
    states have zero tolerance laws prohibiting any amount of drug
    impairment while driving. Creating a national standard for
    marijuana impairment is going to ease the burden of law
    enforcement prosecutions, help clarify legal requirements
    across states, and without question save countless lives.
        So Mr. Morrison, what steps would you direct NHTSA to take
    in consultation--in consultation with states, our laboratories
    of democracy, to develop a national impairment standard for
    marijuana-impaired driving?
        Mr. Morrison. I think, you know, NHTSA absolutely plays a
    critical role here. And during my time as chief counsel in the
    first term we were really pushing hard this campaign against
    drug-impaired driving. Some of the messaging we put out, you
    know: ``Drive high, get a DUI'', ``If you feel different, you
    drive different''.
        I think there is not this, necessarily, public
    consciousness that when people are using marijuana that it has
    an impairing effect on their ability to drive a vehicle. And it
    hearkens back to the 1950s, if you look at research, people
    would say, it was pretty common for them to say, you know, I
    need another martini so I can calm down, I drive better when I
    am impaired.
        I think we have not had that, you know, there has
    absolutely been a shift in perception there. Although impaired
    driving drunk--alcohol impaired driving is too high. We have
    not seen that similar shift for marijuana. It is absolutely
    something that I would intend to double down on. I would also
    look to partner with, I think the National Office of--the
    Office of National Drug Control Policy, to work with them on
    that as well; as well as law enforcement in the states.
        Senator Hickenlooper. Yes, absolutely. I think it is one of
    those lurking giants that is out there, and the country has not
    gotten their arms around the fact that more and more kids are
    smoking pot instead of drinking. You can see alcohol sales,
    beer sales down all over the country, and yet we have no
    national program to really intercede and make sure they
    understand it, that they are not driving better.
        Mr. Morrison. Right, and the poly use is another issue.
    There is compounding factors of alcohol use with drug use that
    also--we also need to be recognized. I do understand there is
    some scientific challenges to really gaining that notion of
    whether or not there is a threshold level.
        Senator Hickenlooper. Well, it is like--it is like alcohol,
    with different size people, that there is some variation there,
    but the science is getting there, and certainly the level of
    impairment can clearly be measured, and calculated against the
    consumption of narcotic.
        Mr. Morrison. Absolutely. And it is an area where I know
    you have been a national leader. I appreciate that, and look
    forward to working with you.
        Senator Hickenlooper. You bet. Mr. Roberti, nationwide,
    PHMSA oversees safe operation of 3 million miles of pipeline,
    17,000 underground storage tanks, more than 160 liquefied
    natural gas facilities. The Colonial Pipeline ransomware attack
    was a stark reminder of the vulnerability of critical
    infrastructure to cyber attacks. PHMSA and pipeline operators
    rely on information provided by the Cybersecurity and
    Infrastructure Security Administration, CISA, as well as the
    private sector.
        Information sharing increases the ability to remain
    resilient against emerging cyber threats, unless extended by
    Congress, authorities under the Cybersecurity Information
    Sharing Act of 2015 is set to expire on September 30, 2025.
        So Mr. Roberti, do you believe any lapse in authorities to
    share cyber threat information would increase risk for pipeline
    operators, and how could PHMSA maintain cyber resilience?
        Mr. Roberti. Well, thank you Senator for the question, and
    I spoke earlier about the critical importance of keeping a very
    focused eye on both physical and cyber security threats. The
    Colonial Pipeline, a perfect example, 45 percent of the energy
    needs of the Northeast come through that pipeline, and the
    interruption of that flow of commodities was significant. The
    coordination among Federal agencies is so important. I cannot
    understate it.
        If you look over the course of the history of this country,
    the greatest vulnerabilities occurred where security agencies
    were not sharing information. I do support sharing. As I say--
    stated earlier, I had worked previously on agreements with the
    Department of Homeland Security and Department of
    Transportation.
        I believe we need close coordination and information
    sharing not just with industry, but across the Federal Energy
    Regulatory Commission, the FBI, certainly the Department of
    Energy, and the Department of Homeland Security. I am very
    committed and very motivated to dig in on those questions----
        Senator Hickenlooper. Right.
        Mr. Roberti.--and see where we are. I do not know where we
    are today, but I know that the threats are there. The threat
    vectors are always changing, and I am committed to working
    cooperatively to advance that.
        Senator Hickenlooper. I am out of time. But I do want to
    leave just with, Mr. Morrison, the fact that no Federal
    statutes or regulations that oversee fully autonomous vehicles
    yet coming out of our laboratories of democracy that should be.
    I am going to submit a few questions on that in the written,
    just because we are out of time now. But I think that that is
    another big issue that we are going to have to face.
        I yield back to the Chair.
        The Chairman. Thank you. I will now turn to my friend from
    Massachusetts, who I would note, regularly reminds this
    Committee that the word ``car'' can be a two-syllable word.
        [Laughter.]
        Senator Markey. And it has been resolved and it is always
    about the future.
        [Laughter.]
        Senator Markey. Then you have the accent you can use down
    the park with Joey De Gregorio. That is a different accent as
    Mr. Roberti knows now, which does not have quite that accent.
    So I am bilingual. I am sure Mr. Roberti is as well. You just
    have to know where each accent can be used.
        So I thank you, Mr. Chairman, and just to follow up on the
    Senator from Ohio. Yes, I am--you know, I am an expert on auto
    safety. When I was 5 years old, my father was a truck driver,
    but I grew up in a deregulated era, at five, I was chasing 9-
    year-old Charlie Kadiro, and Bobby Olson, two streets away from
    my house, when I got hit by a car, and I was turned into a
    projectile and you can still see where my fingers never quite
    came back together again, the concussion, in the middle of the
    street, somebody picked me up, drove me 100 miles an hour up to
    the emergency room of the Malden Hospital.
        The two things your mother always says, when you are a kid.
    One, if you are ever in an accident, your phone number is MA4-
    0815, tell the doctors that. And two, change your underwear
    every day because I will be embarrassed if you are ever in an
    accident.
        So I can hear the doctor on the phone with my mother
    getting permission to operate. And I also can hear the nurses
    decided to unbuckle my belt and I am trying with my broken
    fingers to hold on to it. And then the chloroform went on my
    face. I am an expert on auto safety, on the impacts on
    children, on parents. I am an expert on that to the gentleman
    from Ohio in Malden, Massachusetts, a blue-collar community.
        I can take him there. You can see this still existing blue
    collar community where I live. Now, if there was an emergency
    braking system, maybe that guy who hit me, the car would have
    stopped, and I would not have been hit. Maybe, but to say that
    it will not help in the future is just absolutely wrong. And
    the same way, seat belts, which did not exist when I was a kid,
    airbags did not exist, make children safer in cars, to this
    gentleman from Ohio.
        Technology is our friend. We are technological giants, the
    United States. We can use technology to protect children in our
    country. And the same thing is true for the auto industry, in
    general, they impose a tax on our society. The tax when they
    fight higher fuel economy standards is more pollution that goes
    in the air. The tax on our society, more asthma, more cancers,
    more disease that affects everyone in our society. And that is
    a very high tax.
        When they fight against safety standards, there is a tax,
    and that tax is children who get injured or die because the
    safety measures were not built in. That is a tax which the auto
    industry imposes on our society.
        So Mr. Morrison, do you agree that fuel economy standards
    save drivers money at the gas pump because they are so much
    more efficient?
        Mr. Morrison. I think fuel economy standards is an increase
    in efficiency will have a impact of the gas pump, but they also
    have a very severe upfront cost that also has to be factored
    in.
        Senator Markey. Over the life of the vehicle, do they save
    drivers money at the pump, Mr. Morrison?
        Mr. Morrison. I think it will depend upon the fuel economy
    standard. It will depend upon the technological cost to
    implement those standards.
        Senator Markey. Yes. And here is what I am hearing from
    you. I am hearing that this administration is going to
    institute yet another tax on drivers by pushing gas guzzling
    cars onto the American public. And anyone who cannot admit that
    this means dollars out of drivers' pockets and into big oils'
    profits is just an apologist for the economic factual basis for
    understanding what the life expectancy costs are for driving
    vehicles that are more efficient.
        Just as my mother used to say to me, as a boy: You have to
    learn how to work smarter, not harder, Eddie. And smarter is
    efficient. Smarter is more efficient, appliances, vehicles,
    buildings, air conditioning. It is just smarter. And it is
    technology. And what I see, historically, at NHTSA is just
    aligning with the industry that seeks to stop innovation, stop
    progress, and continue to impose taxes on the American people.
    Safety taxes, disease taxes on those families.
        OK. So that is why I am going to be watching you, Mr.
    Morrison, and everything that you do over there, because you,
    sir, have a very high responsibility in our society, very high.
    To all those millions of kids, all those little 5-year-old
    Eddie Markeys today out there, in terms of looking ahead and
    leading the way and putting the protections in place for them,
    not listening to the auto lobbyists of today, but listening to
    the voices of those children of the future.
        Thank you, Mr. Chair.
        The Chairman. Thank you, Senator Markey. And I would note
    some years ago, Senator Markey and I were the chairman and
    ranker of the Science and Space Subcommittee of this Committee,
    and I had a repeated pattern of not being willing to have space
    hearings without listening to my friend do JFK impressions,
    which made every space issue come true.
        And I do think back to my time in law school in Boston, I
    remember once being on the subway, as they call it the T, and
    this tiny woman who was probably 90 years old, white hair,
    looked at me, asked me if I was in school. I said, yes, ma'am.
    She asked me where; I said, it was at Harvard. And to this day,
    I remember her response: Harvard, smart. That was the entirety
    of the conversation, and as my father would say, Harvard, the
    truck driver, book smart.
        [Laughter.]
        The Chairman. True enough, people need common sense, Eddie.
        Senator Markey. People need common sense and live in the
    real world.
        The Chairman. And there we have we have agreement. I would
    agree with William F. Buckley who said, ``I would rather be
    governed by the first 2,000 names in the Boston phone book than
    by the faculty of Harvard University.'' And that is
    unquestionably true.
        Senator Markey. And the people of Massachusetts are
    governed by those 2,000 names in the phone book, and then they
    choose people who listen to the Harvard and MIT professors
    about the future, especially in technology issues. Thank you,
    Mr. Chairman.
        The Chairman. So a couple of final questions and we are
    going to wrap up.
        Mr. Morrison, in your view what is NHTSA's role in the
    development of autonomous vehicles?
        Mr. Morrison. I think NHTSA needs to play a leadership
    role. uses convening authority to set guidance so that industry
    can follow and lead the pathway to enhanced mobility also needs
    to, once the technology is ready, and once there is a better
    understanding of the technology eventually lead to the
    regulation.
        The Chairman. Mr. Roberti, what would you describe as the
    core mission of PHMSA, and I am going to--I am going to give
    the answer, in my view, the core mission of PHMSA is to ensure
    safety for pipelines in America. There have been radicals at
    that agency who have viewed the mission of PHMSA as using
    safety as a tool to either stop or delay pipelines because they
    oppose the existence of pipelines. I think that is emphatically
    not the purpose of the agency. But what is your view as to the
    core mission?
        Mr. Roberti. As safety appears in the Pipeline Safety Act,
    the core mission of PHMSA is safety, and to instill confidence
    in the American people that these pipeline systems are safe.
    And I commit to doing that.
        The Chairman. Thank you.
        Mr. Barrs, Mr. Morrison, and Mr. Roberti, my final question
    is required of all nominees. If confirmed, do you pledge to
    work collaboratively with this Committee to provide thorough
    and timely responses to the Committee's requests and to appear
    before the Committee when requested?
        Mr. Barrs. Yes, sir.
        Mr. Morrison. Yes, sir.
        Mr. Roberti. Yes.
        The Chairman. Thank you. I have 49 letters of support from
    various organizations for Mr. Barrs', Mr. Morrison's, and Mr.
    Roberti's nominations.
        I ask unanimous consent that they be inserted in the
    hearing record; without objection, so ordered.
        [The information referred to follows:]

      Prepared Statement from the Zero Emission Transportation Association
        Zero Emission Transportation Association (ZETA) is an industry
    coalition representing approximately 50 companies spanning the electric
    vehicle (EV) supply chain end-to-end, including critical mineral and
    material producers, cell and battery manufacturers, vehicle
    manufacturers, charging companies and electric vehicle supply equipment
    (EVSE) providers, utility companies, and battery recyclers. ZETA
    appreciates the opportunity to provide a statement on the hearing on
    the nomination of Jonathan Morrison to be the next head of the National
    Highway Traffic Safety Administration (NHTSA).
        Beyond many critical safety functions, NHTSA is responsible for
    overseeing Corporate Average Fuel Economy (CAFE) standards, landmark
    regulations that have encouraged automakers to build more fuel-
    efficient vehicles for nearly 50 years. CAFE standards have effectively
    helped provide consumer savings on fuel costs and limited demand for
    foreign oil, for decades.
        Pursuant to the Energy Policy and Conservation Act of 1975, NHTSA
    was authorized to administer CAFE standards in response to the oil
    embargo of 1973-74 by the Organization of the Petroleum Exporting
    Countries (OPEC); the embargo had resulted in a quadrupling of crude
    oil prices and a 35 percent increase in the average price of gas from
    1973 to 1974.\1\ Since then, CAFE standard rulemakings have been
    continuously promulgated under several Administrations. Under H.R. 1,
    the One Big Beautiful Bill Act, CAFE civil penalties were reduced to
    $0.00, retroactively disrupting market economics for sales of
    alternative fuel vehicles and seemingly nullifying the need for
    automakers to comply with Federal regulation that protects consumers.
    ---------------------------------------------------------------------------
        \1\ NBC News Wisconsin. 2022. ``Drivers remember 1973-74 oil
    embargo.'' https://www
    .nbc26.com/news/local-news/gas-price-tracker/gassed-drivers-remember-
    1973-74-oil-embargo
    ---------------------------------------------------------------------------
        Fuel economy standards are more than just a preventive measure to
    lessen the import of foreign oil. CAFE standards have delivered real
    consumer savings and satisfaction, particularly over the past 25 years.
    According to a Consumer Reports analysis, vehicle efficiency
    improvements since 2001 have driven around $9,000 in fuel savings over
    the lifetime of the vehicle for a new purchase in 2024.\2\ In fact, 66
    percent of Americans in 2024 considered fuel economy important or
    extremely important to them when considering purchasing a new
    vehicle.\3\
    ---------------------------------------------------------------------------
        \2\ White, Emmitt. January 21, 2025. Road & Track. ``Almost Two-
    Thirds of Americans Want Government to Keep Boosting Fuel Economy
    Standards, Study Says.'' https://www.road
    andtrack.com/news/a63494232/study-finds-us-drivers-want-better-fuel-
    economy/
        \3\ Consumer Reports. January 2025. Fuel Economy 2024 survey.
    https://article.images
    .consumerreports.org/image/upload/v1730394977/prod/content/dam/surveys/
    Consumer_Re
    ports_Fuel_Economy_August_September_2024.pdf
    ---------------------------------------------------------------------------
        The policy change in H.R. 1 would also remove civil penalties for
    OEMs that have accrued past violations of the ``Minimum Domestic
    Passenger Car'' standard, the one CAFE standard that cannot be
    satisfied with purchased credits. The Domestic Minimum Passenger Car
    standard was put in place to protect American workers' interests in
    ensuring companies commit to building more fuel-efficient passenger
    cars in North America.
        Further, NHTSA sent a letter to manufacturers on July 11th,
    asserting that their interpretation of the text in H.R. 1 would apply
    the new civil penalty of $0.00 retroactively, starting with Model Years
    (MY) 2022.\4\ Removing CAFE civil penalties retroactively implicates
    significant business agreements entered into by nearly every major
    vehicle original equipment manufacturer (OEM) just for the subset of
    model years that would be affected by a retroactive policy change on
    civil penalties between MY2022-MY2026. These are credit sales that have
    already been established and paid for under the policy that has been in
    place for those model years.
    ---------------------------------------------------------------------------
        \4\ Letter addressed to ``manufacturers'' from Peter Simshauser,
    Chief Counsel, National Highway Traffic Safety Administration, U.S.
    Department of Transportation, July 11, 2025.
    ---------------------------------------------------------------------------
        This is a major policy change that could throw credit markets into
    turmoil and massively disrupt the U.S. automotive sector. Historically,
    Federal regulatory changes of this magnitude have been accomplished
    through the ``notice and comment'' rulemaking process, with applicable
    lead-time requirements. This abrupt legislative change is a major
    policy shift that will massively disrupt the American automotive
    sector, potentially upending years of strategic investments in past and
    current model year designs.
        ZETA urges members of the Committee and Mr. Jonathan Morrison to
    consider the critical impact of policies like vehicle efficiency
    standards, and encourages the application of metrics at NHTSA to ensure
    compliance with these important regulations. Particularly in light of
    the recent letter from NHTSA to manufacturers, which states the
    agency's intent to reconsider CAFE standards, we hope that the impacts
    of the sudden shifts in Federal policy on businesses and public fuel
    costs are considered during the deliberation of Mr. Morrison's
    nomination for Administrator of the agency.
        ZETA appreciates the Committee's attention to this important issue.
                Sincerely,
                                                   Albert Gore,
                                                    Executive Director.
                                     ______

                     Truck and Engine Manufacturers Association
                                       Chicago, Illinois, July 15, 2025

    Hon. Ted Cruz,
    Chairman,
    U.S. Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    U.S. Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman and Ranking Member,

        The Truck and Engine Manufacturers Association (EMA) supports the
    nomination of Jonathan Morrison to be Administrator of the National
    Highway Traffic Safety Administration (NHTSA) at the Department of
    Transportation. Mr. Morrison's previous experience as Chief Counsel
    will be extremely valuable to the agency as Congress begins their
    deliberations on a surface transportation reauthorization.
        EMA represents the leading manufacturers of commercial vehicles and
    internal combustion engines, specifically vehicles with a gross vehicle
    weight rating over 10,000 pounds. Our member companies proudly design
    and produce the heavy-duty engines and vehicles that the U.S. trucking
    industry operates to keep America's economy moving.
        NHTSA is crucial in setting and enforcing Federal Motor Vehicle
    Safety Standards for heavy-duty vehicles, addressing aspects such as
    brakes, mirrors, lighting, and occupant protection. EMA and its members
    have a longstanding collaborative relationship with NHTSA and DOT,
    providing data and other technical input on research and rulemakings
    involving heavy-duty safety technologies. We aim to continue working
    with NHTSA under Mr. Morrison's leadership to further enhance
    commercial vehicle safety.
        We look forward to working with Mr. Morrison, NHTSA, and the
    Commerce, Science, and Transportation Committee to ensure the success
    of the agency.
                Respectfully submitted,
                                           Timothy A. Blubaugh.
                                     ______

                                        ACES Mobility Coalition
                                                         April 14, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate Committee on Commerce, Science, and
    Transportation,
    Washington DC.
    Hon. Maria Cantwell,
    Ranking Member,
    United States Senate Committee on Commerce, Science, and
    Transportation,
    Washington DC.

    Re: Support for the Nomination of Jonathan Morrison as Administrator of
                the National Highway Traffic Safety Administration

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of the public and private members of the ACES Mobility
    Coalition, we write to express our support for the nomination of
    Jonathan Morrison as Administrator of the National Highway Traffic
    Safety Administration (NHTSA). Our coalition includes transit agencies,
    transportation operators, advocates for pedestrian safety and safe
    transportation, new mobility stakeholders, manufacturers, technology
    companies, and real estate developers, who share the goal of fostering
    policies that encourage responsible deployment of autonomous mobility.
        Jonathan Morrison's extensive experience in transportation safety
    and technology, as well as his firsthand experience in NHTSA
    leadership, make him uniquely qualified to lead the agency during this
    pivotal time for mobility innovation.
        As NHTSA's Chief Counsel during President Trump's first term, Mr.
    Morrison demonstrated his ability to navigate complex regulatory
    landscapes while prioritizing public safety. Morrison's eight years in
    legal and regulatory affairs for the California New Car Dealers
    Association, his more recent tenure at Apple, and his experience
    providing automotive advisory services will help him lead NHTSA as the
    agency provides much-needed regulatory clarity to the automotive
    industry, ensuring the United States remains the global leader in
    transportation safety and technological advancement.
        The ACES Mobility Coalition shares Morrison's vision for a future
    where shared autonomous mobility reduces single-occupancy vehicle
    trips, alleviates congestion, enhances transportation networks, and
    improves mobility for all road users. His leadership at NHTSA will be
    instrumental in advancing policies that support safe and scalable
    deployment of autonomous systems, strengthen public transportation
    networks, and bridge gaps in first-and last-mile connectivity.
        The Coalition respectfully urges the Senate Commerce Committee to
    confirm Jonathan Morrison's nomination quickly and looks forward to
    continued engagement with NHTSA under his stewardship. Together, we can
    work toward a safer, more efficient, and innovative transportation
    system for all road users.
                Respectfully,
                                              Scott F. Belcher,
                                                    Executive Director,
                                                   ACES Mobility Coalition.
                                              https://www.acesmobility.org/
                                     ______

           Prepared Statement of Anne Reinke, President and CEO, IANA

     Intermodal Industry Supports Nomination of Jonathan Morrison to Lead
                 National Highway Traffic Safety Administration

        CALVERTON, MD (July 16, 2025)--Today, the U.S. Senate Committee on
    Commerce, Science, and Transportation will consider the nomination of
    Mr. Jonathan Morrison to lead the National Highway Traffic Safety
    Administration (NHTSA) at the U.S. Department of Transportation. Mr.
    Morrison previously served as Chief Counsel to NHTSA for three years,
    beginning in 2017, and has also held roles with the California New Car
    Dealers Association and Apple. Intermodal Association of North America
    (IANA) President & CEO Anne Reinke offered the following statement in
    support of the nomination:

        ``Jonathan Morrison has worked both with and within the
    organization he is nominated to lead, giving him a unique perspective
    on the agency's strengths and operations. The Intermodal Association of
    North America (IANA) is pleased to support his nomination to lead the
    National Highway Traffic Safety Administration. Safety is the
    cornerstone of a transportation network that serves both people and
    freight, and Mr. Morrison's experience and expertise in this space will
    benefit all Americans. IANA looks forward to working closely with Mr.
    Morrison and we urge Congress to confirm this important nomination.''
                                     ______

                                 American Trucking Associations
                                           Washington, DC, June 2, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the American Trucking Associations (ATA), I am writing
    to you today to strongly support the nomination of Jonathan Morrison to
    serve as the next Administrator of the National Highway Traffic Safety
    Administration (NHTSA).
        Mr. Morrison is a strong voice for sensible regulatory action and
    balancing the concerns of the industry. With his experience as Chief
    Counsel at NHTSA during the first Trump Administration, he would bring
    seasoned leadership to NHTSA. His history navigating the complex legal
    and regulatory landscape on behalf of the California New Car Dealers
    Association has equipped him with an understanding of the importance of
    consistent Federal regulations and the consequences of shortsighted
    policies. He will be an invaluable partner as we look towards the 2026
    surface transportation reauthorization effort.
        The more than 3.5 million professional truck drivers are our
    Nation's eyes and ears on the road. One of their top concerns is the
    dangerous rise of distracted driving by the motoring public. The
    trucking industry invests $14 billion in safety-related initiatives and
    training annually, and motor carriers pride themselves on a safety-
    first mentality. NHTSA has the opportunity to be a leader in promoting
    safe driving habits on the road by providing necessary resources and
    clear directions to states.
        Morrison will bring critical public and private expertise to NHTSA
    at the dawn of revolutionary safety technology. Interstate by nature,
    the trucking industry needs a Federal framework for testing and
    deployment of autonomous vehicles that considers all road users--
    including passenger vehicles, commercial trucks, and buses--as well as
    the supporting infrastructure. As developers continue to submit
    voluntary safety self-assessments, they need an active partnership with
    NHTSA to ensure innovation can thrive and the U.S. will remain a global
    leader in developing this technology. With such high stakes, ATA would
    welcome the leadership of Mr. Morrison at NHTSA.
        Trucking is the lifeblood of our economy and moves over 70 percent
    of the Nation's freight. As the largest national trade organization
    representing over 8.5 million men and women working in the trucking
    industry, ATA strongly encourages the Committee to approve the Morrison
    nomination so that he can be confirmed by the full Senate at the
    earliest opportunity.
                Sincerely,
                                                   Chris Spear,
                                                     President and CEO,
                                             American Trucking Associations
    cc: Members of the Senate Committee on Commerce, Science, and
    Transportation
                                     ______

                            U.S. Tire Manufacturers Association
                                                          July 15, 2025

    Hon. Ted Cruz,
    Chairman
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.

    RE: USTMA Support for Morrison NHTSA Confirmation

        Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the U.S. Tire Manufacturers Association and our member
    companies, I am pleased to share our full support for the nomination of
    Jonathan Morrison to be the Administrator of the National Highway
    Traffic Safety Administration (NHTSA) at the U.S. Department of
    Transportation.
        Mr. Morrison is a highly qualified and respected leader with
    extensive experience in the automotive sector. His nomination to head
    NHTSA restores critical leadership to an agency that sits at the
    crossroads of renewed attention and progress in the transportation
    sector. We believe Mr. Morrison will return to a sharp focus toward
    regulations that spur competition, safety and much-needed innovation.
    The U.S. Tire Manufacturers Association believes he is an excellent
    candidate and looks forward to supporting him in this capacity.
        Given his unique experiences and keen understanding of our
    industry, we encourage the committee to advance Jonathan Morrison's
    vote to the full Senate so that he may be confirmed as the new NHTSA
    Administrator.
                Sincerely,
                                          Anne Forristall Luke,
                                                     President and CEO,
                                       U.S. Tire Manufacturers Association.
                                     ______

                           Governors Highway Safety Association
                                           Washington, DC, July 8, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the Governors Highway Safety Association (GHSA), I
    write to express strong support for the nomination of Jonathan Morrison
    to serve as the Administrator of the National Highway Traffic Safety
    Administration (NHTSA).
        GHSA is a national nonprofit association representing every State
    and territorial Highway Safety Office (SHSOs). The SHSOs receive
    highway traffic safety grants from NHTSA to implement behavioral
    highway safety programs.
        Mr. Morrison is a proven safety leader. He demonstrated this in his
    previous role as NHTSA Chief Counsel, where he worked effectively with
    GHSA and SHSOs to prioritize safety and reduce regulatory burdens that
    hinder state-level progress and innovation. His collaborative approach
    and commitment to improving the efficiency of the state highway safety
    grant program allowed critical safety resources to be more effectively
    deployed.
        With more than 40,000 people killed on our roads in 2023 and drunk
    driving deaths up 33 percent since 2019, strong and stable leadership
    at NHTSA is urgently needed. The agency has lacked a Senate-confirmed
    leader for nearly all of the past eight years, even as roadway
    fatalities have reached crisis levels. Mr. Morrison's experience and
    leadership will be instrumental in reversing these trends.
        GHSA urges the Committee and the full Senate to quickly confirm Mr.
    Morrison. If confirmed, we look forward to working with him to advance
    proven roadway safety solutions and ensure every American can travel
    safely on our roads.
                Regards,
                                               Jonathan Adkins,
                                               Chief Executive Officer,
                                      Governors Highway Safety Association.
                                     ______

                  International Association of Chiefs of Police
                                          Alexandria, VA, June 11, 2025

    Hon. John Thune,
    Majority Leader,
    United States Senate,
    Washington, DC.

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Hon. Charles E. Schumer,
    Minority Leader,
    United States Senate,
    Washington, DC.

    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Majority Leader Thune, Minority Leader Schumer, Chairman Cruz, and
                Ranking Member Cantwell:

        On behalf of the International Association of Chiefs of Police
    (IACP), I am pleased to offer our endorsement of Mr. Jonathan Morrison
    as Administrator of the National Highway Traffic Safety Administration
    (NHTSA). Mr. Morrison's extensive experience in transportation safety
    and his demonstrated commitment to collaboration make him well-
    qualified to lead NHTSA.
        The IACP recently had the opportunity to meet with Mr. Morrison.
    During our discussion, he expressed a clear and thoughtful vision for
    advancing traffic safety across the Nation. He emphasized the
    importance of working in close partnership with state, local, and
    tribal law enforcement agencies to reduce roadway fatalities and
    improve safety outcomes for all road users. He understands the
    challenges faced by policing in traffic safety enforcement and is
    committed to evidence-based strategies.
        If confirmed, Mr. Morrison would bring a well-rounded and informed
    perspective to the role. As NHTSA's Chief Counsel during President
    Trump's first term, he demonstrated a strong grasp of the agency's
    mission and regulatory responsibilities. His career spans both public
    service and private industry--giving him a comprehensive understanding
    of the transportation landscape. This diverse experience positions him
    to foster the kind of collaboration and innovation needed to address
    today's complex traffic safety challenges.
        The IACP firmly believes that Mr. Morrison's track record makes him
    abundantly qualified to lead NHTSA. We are confident that, under his
    leadership, NHTSA will continue to advance its mission of reducing
    traffic related injuries and deaths, ensuring safety, and enhancing
    enforcement.
        The IACP urges the Committee on Commerce, Science, and
    Transportation and the members of the United States Senate to swiftly
    confirm the nomination of Mr. Morrison.
                Sincerely,
                                                 Ken A. Walker,
                                                             President,
                                                                      IACP.
                                     ______

                                Consumer Technology Association
                                           Arlington, VA, June 17, 2025

    Hon. Ted Cruz,
    Chair,
    Committee on Commerce, Science, and Transportation,
    United States Senate
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of the Consumer Technology Association (CTA) and its more
    than 1200 member companies, I write in support of Jonathan Morrison's
    nomination to lead the National Highway Traffic Safety Administration
    (NHTSA). CTA is North America's largest technology trade association
    representing the U.S. consumer technology industry, which supports over
    18 million U.S. jobs. Our members include companies driving vehicle
    innovation--from manufacturers and software firms to transportation
    platforms and component makers.
        Mr. Morrison brings deep expertise to the role. As NHTSA Chief
    Counsel during the first Trump administration, he helped shape policy
    and rules on advanced vehicle technologies and automated vehicles. His
    leadership will be vital as NHTSA works to modernize Federal Motor
    Vehicle Safety Standards, streamline crash reporting under the Standing
    General Order, and build a strong regulatory framework for AVs.
        We believe Mr. Morrison is well suited to lead NHTSA and urge the
    Senate to confirm his nomination.
                Sincerely,
                                               Gary J. Shapiro,
                                                    CEO and Vice Chair,
                                           Consumer Technology Association.
                                     ______

                                    Daimler Truck North America
                                            Portland, OR, July 11, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate
    Washington DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of Daimler Truck North America (DTNA), I am writing to
    express our strong support for the nomination of Jonathan Morrison for
    Administrator of the National Highway Traffic Safety Administration
    (NHTSA).
        DTNA is the largest commercial vehicle manufacturer in the United
    States, with over 40 percent market share in the Class 7 and 8 heavy-
    duty on-highway segment. This market leadership means that fully 30
    percent of America's goods are delivered using our products daily.
    Whether it's hauling freight, transporting people, or building and
    maintaining critical infrastructure, our truck and bus brands,
    including Freightliner, Western Star, Thomas Built Buses, Freightliner
    Custom Chassis, and Detroit Diesel, are trusted by our Nation's fleets.
    Our 18,000 U.S. employees are dedicated to keeping America moving. DTNA
    strongly believes in investing in America to drive economic growth,
    create jobs, and ensure a stable and prosperous future for all
    Americans.
        As the market leader, DTNA has a long history of working closely
    with NHTSA and recognizes the enormous responsibilities of the
    Administrator. Having worked with Mr. Morrison in his previous capacity
    as Chief Counsel of NHTSA, we believe strongly of Mr. Morrison's
    exceptional leadership and vision.
        DTNA is confident that under Mr. Morrison's leadership, the
    American people will benefit from his tireless work and commitment to
    service. DTNA strongly encourages you to support Mr. Morrison's swift
    nomination and we look forward to the positive impact he will bring to
    NHTSA.
        DTNA eagerly anticipates working with the Committee, President
    Trump, and NHTSA on advancing policies and regulations, including
    through the upcoming Surface Transportation Reauthorization, that will
    support reliable transportation nationwide, the economy, roadway
    safety, and innovation.
                Sincerely,
                                                  John O'Leary,
                                                     President and CEO.

    CC: Jonathan Morrison, Nominee, Administrator of National Highway
    Traffic Safety Administration
                                     ______

                             Alliance for Automotive Innovation
                                          Washington, DC, July 14, 2025

    Hon. Ted Cruz,
    Chairman,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    Washington DC.
    Hon. Maria Cantwell,
    Ranking Member,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    Washington DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of Alliance for Automotive Innovation, I write to urge
    the United States Senate to swiftly confirm Jonathan Morrison,
    President Trump's nominee for Administrator of the National Highway
    Traffic Safety Administration (NHTSA).
        Alliance for Automotive Innovation represents the auto
    manufacturers producing nearly all vehicles sold today in the U.S., as
    well as major equipment suppliers, battery manufacturers, semiconductor
    makers, and autonomous vehicle and technology corporations.
        Automaking is America's largest manufacturing sector and underpins
    our industrial base. The sector employs 10 million Americans in all 50
    states. We build 10.3 million vehicles annually--here at home--and
    export 1.5 million. The industry generates five percent of U.S. GDP and
    drives $1.2 trillion into the economy annually.
        Mr. Morrison has the right background to lead NHTSA at this moment.
        He previously served as the agency's chief counsel where he worked
    on a range of automotive policy and regulatory matters. He also has
    firsthand experience working inside the automotive industry to develop
    next-generation automotive safety technologies.
        Mr. Morrison is committed to a partnership between the automotive
    industry and others to advance shared goals: saving lives, reducing
    crashes, and deploying the safest and most advanced vehicles ever.
        He will prioritize a regulatory environment that supports
    innovation and maintains American leadership in next-generation
    automotive safety technologies. He also understands the importance of
    predictable and balanced fuel economy standards that reflect current
    market dynamics.
        NHTSA needs leadership committed to keeping the U.S. auto industry
    healthy and competitive--and in a position to guarantee the country's
    economic and national security.
        I'm confident these will be priorities during Mr. Morrison's
    tenure. Thank you for your support of this nomination.
                Sincerely,
                                                 John Bozzella,
                                                     President and CEO,
                                        Alliance for Automotive Innovation.
                                     ______

                  Intelligent Transportation Society of America
                                                          June 11, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate
    Washington, DC.

        On behalf of the Intelligent Transportation Society of America (ITS
    America), I write to express our enthusiastic support for the
    nomination of Jonathan Morrison to serve as Administrator of the
    National Highway Traffic Safety Administration (NHTSA). Mr. Morrison's
    previous tenure as Chief Counsel at NHTSA as well as his deep
    experience at the intersection of industry, technology, and policy will
    position him for strong success leading the agency.
        In his previous roles at NHTSA and the U.S. Department of
    Transportation, Mr. Morrison displayed a strong commitment to improving
    transportation safety. He played a pivotal part in shaping safety
    policy for automated vehicles, vehicle communications systems, and
    advanced driver-assistance technologies. His efforts helped lay the
    groundwork for thoughtful Federal engagement in these areas, furthering
    public sector and industry efforts to utilize these technologies for
    substantial safety benefits for the traveling public. We are confident
    that he will continue to remain engaged on these critical opportunities
    as NHTSA Administrator, just as we believe he will underscore
    transportation safety as NHTSA's top regulatory priority.
        Additionally, Mr. Morrison's extensive private sector experience
    will be an essential enabler of coordination between Federal regulators
    and industry as emerging technologies are implemented in scaled
    throughout our national passenger vehicle fleet. As NHTSA faces the
    dual challenge of addressing historic roadway fatalities while
    preparing for a more automated and connected transportation future, Mr.
    Morrison is uniquely positioned to bridge policy, technology, and
    industry engagement. He understands the importance of Federal
    leadership, public-private coordination, and performance-based
    regulation--each vital to ensuring that innovation is utilized to serve
    the public good.
        We are confident that, under Mr. Morrison's leadership, NHTSA will
    continue to uphold its core mission while evolving to meet the safety
    challenges and opportunities of the 21st century. We urge the Senate to
    swiftly confirm his nomination.
                Sincerely,
                                                   Laura Chace,
                                                     President and CEO,
                             Intelligent Transportation Society of America.
                                     ______

                                 American Trucking Associations
                                                           July 9, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the American Trucking Associations (ATA), I write to
    offer ATA's full support for the nomination of Derek Barrs to be
    Administrator of the Federal Motor Carrier Safety Administration
    (FMCSA) of the U.S. Department of Transportation (USDOT).
        With nearly two decades of experience in law enforcement and the
    commercial motor vehicle sector, Mr. Barrs' career has been defined by
    his emphasis on making our roads safer for all motorists. He has a
    proven track record of strengthening ties between the trucking industry
    and public safety officers to address top transportation challenges
    such as drug impairment, cargo theft, and human trafficking.
        Mr. Barrs has served in various law enforcement capacities for the
    Florida Department of Transportation and Florida Highway Patrol. Most
    recently, he has been a consultant on traffic-related and commercial
    motor vehicle safety projects across numerous states. He has also been
    an active member of ATA's Law Enforcement Advisory Board since 2021,
    and he has been an active member of the Commercial Vehicle Safety
    Alliance in multiple roles, including serving as the President of the
    Associate Members, where he represented motor carriers and suppliers.
        Mr. Barrs' deep knowledge of the trucking industry and his
    collaborative approach will make him an invaluable asset to USDOT.
    Under his leadership, ATA is confident that FMCSA will make significant
    progress towards achieving our shared priorities of improving highway
    safety and efficiently delivering the Nation's freight.
        Mr. Barrs would make a superb FMCSA administrator and support the
    8.5 million hardworking men and women employed in the trucking industry
    in every state. We urge members of the Committee to swiftly report his
    nomination favorably to the full Senate for consideration.
                Sincerely,
                                                   Chris Spear,
                                                     President and CEO,
                                            American Trucking Associations.

    cc: Members of the Senate Committee on Commerce, Science, and
    Transportation
                                     ______

                        Commercial Vehicle Training Association
                                                           July 9, 2025

    Hon. Ted Cruz,
    Chairman,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the Commercial Vehicle Training Association (CVTA), I
    am writing to express our strong support for the confirmation of Chief
    Derek Barrs as the next Administrator of the Federal Motor Carrier
    Safety Administration (FMCSA). We believe Chief Barrs is uniquely
    qualified to lead FMCSA, particularly in the critical area of Entry-
    Level Driver Training (ELDT) enforcement: an issue of paramount
    importance to CVTA's national membership.
        As the Nation's largest association of professional truck driver
    training schools, CVTA is committed to ensuring that all new drivers
    are properly trained and that bad actors who undermine safety standards
    are held accountable. Unfortunately, despite the safety benefits of the
    ELDT Rule, we have long been concerned about inconsistent enforcement
    and the continued presence of substandard training providers on the
    FMCSA's Training Provider Registry (TPR).
        Chief Barrs' distinguished background in law enforcement,
    particularly his leadership in Florida enforcing trucking regulations,
    positions him as a leader capable of driving meaningful progress in
    this area. His extensive experience managing and overseeing complex law
    enforcement initiatives will be invaluable in ramping up enforcement
    actions against non-compliant training providers. We are confident that
    Chief Barrs will bring a strong, solutions-oriented approach to FMCSA's
    enforcement practices, ensuring that bad actors who are placing
    unqualified drivers on the road are swiftly identified and removed from
    the TPR.
        CVTA believes that Barrs' law enforcement background equips him
    with the necessary tools to not only ensure that entities are licensed,
    but also to take the next critical step in investigating and auditing
    training programs that may be operating outside the bounds of the law.
    His ability to lead strategic, targeted enforcement efforts will help
    safeguard public safety and reinforce the integrity of our industry.
        Given his background, commitment to safety, and understanding of
    the importance of effective regulation, we are confident that Chief
    Barrs is the right person to lead FMCSA at this pivotal moment in the
    enforcement of the ELDT Rule. We strongly urge you to support his
    confirmation as Administrator.
        Thank you for your attention to this matter and for your ongoing
    support of policies that promote safety and professionalism within the
    commercial vehicle industry.
                Sincerely,
                                              Andrew Poliakoff,
                                                    Executive Director,
                                   Commercial Vehicle Training Association.
                                     ______

                      Transportation Intermediaries Association
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        The Transportation Intermediaries Association (TIA) strongly
    supports the nomination of Derek Barrs as Administrator of the Federal
    Motor Carrier Safety Administration (FMCSA). With over 30 years of law
    enforcement experience, including his tenure as Chief of the Florida
    Highway Patrol, Mr. Barrs brings a proven record of leadership across
    both the public and private sectors. His service with the American
    Trucking Associations' Law Enforcement Advisory Board, the Florida
    Trucking Association, and the Flagler Sheriff's Employee Assistance
    Trust Board further demonstrates his deep commitment to transportation
    safety and the success of the industry.
        Mr. Barrs' expertise in transportation policy and safety uniquely
    positions him to lead FMCSA in addressing the complex challenges facing
    the third-party logistics (3PL) industry. TIA looks forward to working
    with FMCSA and Congress to combat freight fraud, promote fair market
    competition, and modernize the Safety Fitness Determination (SFD)
    process. His forward-thinking leadership will be essential in
    protecting both the supply chain and the traveling public.
    Combating Supply Chain Theft and Strategic Fraud
        Since the onset of the COVID-19 pandemic, cargo theft has evolved
    into highly sophisticated, coordinated criminal activity. TIA's 2025
    State of Fraud in the Industry report documents a staggering 1,500
    percent increase in fraud since 2021, with consumer losses now
    exceeding $35 billion annually. In the first quarter of 2025 alone,
    Highway reported 561 unauthorized carrier login attempts from 42
    countries outside North America--a clear sign that freight fraud is now
    a global threat.
        These criminal schemes today extend far beyond physical theft to
    include system manipulation, carrier impersonation, payment diversion,
    and exploitation of regulatory gaps. These activities not only inflate
    costs but also jeopardize the integrity of the supply chain. TIA
    strongly supports restoring FMCSA's authority to penalize fraudulent
    actors and urges the establishment of a multi-agency task force to
    enhance enforcement and improve cross-agency-jurisdictional
    coordination.
    Protecting Consumers and Market Competition
        TIA opposes the Biden Administration's proposed rule, Transparency
    in Property Broker Transactions, which would require brokers to
    disclose confidential business information, including pricing
    structures and margins. This mandate would stifle competition, expose
    proprietary business data, and ultimately harm consumers without
    delivering measurable public benefits.
        Beyond the immediate economic impact, FMCSA's proposed rule also
    raises serious concerns regarding business privacy, operational
    security, and the potential for future regulatory overreach. Requiring
    private companies to disclose proprietary contract terms would erode
    long-standing protections for confidential business information,
    disrupt established business relationships, stifle innovation, and
    create a dangerous precedent for unnecessary government intervention
    across other sectors.
    Modernizing the Safety Fitness Determination (SFD)
        The current three-tier SFD system is outdated, lacks transparency,
    and does not reflect the realities of today's logistics industry. TIA
    supports transitioning to a simplified, two-tier rating system--``Fit''
    or ``Unfit''--that relies on real-time safety data from inspections,
    crash reports, and electronic logging devices.
        A modernized system would improve roadway safety, provide brokers
    with clearer and more reliable carrier assessments, and help reduce
    liability risks. TIA urges FMCSA to engage closely with industry
    partners throughout this modernization process to ensure the revised
    system is practical, data-driven, and aligned with real-world
    operations.
        For over 47 years, TIA has championed policies that support a
    safer, more efficient, and competitive supply chain. Mr. Barrs'
    nomination presents a valuable opportunity to address organized freight
    fraud, protect market fairness, and modernize critical safety
    oversight. TIA stands ready to work with FMCSA, Congress, and the Trump
    Administration to advance these shared priorities and build a stronger,
    safer future for freight transportation.
                Respectfully,
                                               Chris Burroughs,
                                                     President and CEO,
                           Transportation Intermediaries Association (TIA).
                                     ______

    Chairman Ted Cruz,
    Ranking Member Maria Cantwell,
    United States Senate,
    Commerce, Science, and Transportation Committee,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        We write in regard to President Trump's nomination of Mr. Paul
    Roberti to serve as the administrator of the Pipeline and Hazardous
    Materials Safety Administration (PHMSA). On behalf of the American Gas
    Association,\1\ the American Fuel & Petrochemical Manufacturers,\2\ the
    American Petroleum Institute,\3\ the American Public Gas
    Association,\4\ GPA Midstream Association,\5\ the Interstate Natural
    Gas Association of America,\6\ and the Liquid Energy Pipeline
    Association,\7\ we encourage your expedited consideration of this
    highly qualified nominee.
    ---------------------------------------------------------------------------
        \1\ For more information, visit www.aga.org.
        \2\ For more information, visit www.afpm.org.
        \3\ For more information, visit www.api.org.
        \4\ For more information, visit www.apga.org.
        \5\ For more information, visit www.gpamidstream.org.
        \6\ For more information, visit www.ingaa.org.
        \7\ For more information, visit www.liquidenergypipelines.org.
    ---------------------------------------------------------------------------
        The members of our associations partner with PHMSA to ensure our
    country has safe and reliable pipelines, delivering the energy
    Americans need. Collectively, we engage with PHMSA in many ways, such
    as commenting on impactful regulatory actions, supporting research and
    development, and collaborating on grant opportunities. With appropriate
    consideration of industry input, PHMSA can be an invaluable partner. We
    believe Mr. Roberti's background and leadership position him to
    strengthen and guide the agency during this pivotal time for pipeline
    safety.
        Mr. Roberti's experience also sets him up to be a successful
    administrator. Prior to his nomination, Roberti served as Chief Counsel
    at PHMSA, where he played a crucial role in shaping regulatory policy
    and ensuring the safe transport of energy through pipelines. His public
    service career also includes a tenure as Assistant Attorney General in
    Rhode Island and as a Commissioner on the Rhode Island Public Utilities
    Commission, where he oversaw critical infrastructure and utility
    regulation.
        In summary, Mr. Roberti's deep understanding of PHMSA and pipeline
    safety regulations, prior experience in the organization, as well as
    his personal commitment to pipeline safety are key assets for him to
    lead the agency. We endorse his nomination, and we respectfully urge
    the Committee to move expeditiously in considering this nomination.
                Sincerely,

    American Gas Association

    American Fuel & Petrochemical Manufacturers

    American Petroleum Institute

    American Public Gas Association

    GPA Midstream Association

    Interstate Natural Gas Association of America

    Liquid Energy Pipeline Association
                                     ______

                                       American Bus Association
                                                           July 9, 2025
    Hon. Ted Cruz,
    Chair,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chair Cruz and Ranking Member Cantwell:

        On behalf of the American Bus Association (ABA), I write to express
    our strong support for the nomination of Derrek Barrs to serve as
    Administrator of the Federal Motor Carrier Safety Administration
    (FMCSA).
        Founded in 1926, ABA is the leading national trade association
    representing the private motorcoach and group travel industries. Our
    members provide environmentally efficient, safe, and vital
    transportation to hundreds of millions of passengers each year across
    intercity, charter, tour, and commuter services. The industry
    encompasses a wide range of operators--from small, family-owned
    companies to large national carriers--serving both rural and urban
    communities alike.
        ABA has a long history of constructive engagement with FMCSA on
    issues ranging from vehicle safety and regulatory compliance to
    workforce development, educational outreach and emergency response
    coordination. We believe Mr. Barrs' background--as a seasoned law
    enforcement official and elected transportation industry representative
    within a national trade association--positions him exceptionally well
    to lead the agency during a pivotal time. He brings a steady, pragmatic
    approach to safety oversight, and stakeholder engagement that is both
    collaborative and grounded in real-world understanding.
        As we look ahead, ABA is eager to work with Administrator Barrs on
    key priorities critical to the motorcoach industry's safe and
    sustainable future, including:

       Ensuring Appropriate Regulatory Distinctions: Motorcoach
            operations differ significantly from freight trucking. FMCSA
            policy must reflect the unique safety and operational profile
            of passenger carriers.

       Maintaining Federal Preemption in Driver Hours Rules: A
            consistent national framework is essential to protect safety,
            reduce legal uncertainty, and avoid conflicting state mandates.

       Reconsideration of Speed Limiter Mandates: We support
            efforts to withdraw or revise proposals that would impose
            truck-based speed restrictions on motorcoach carriers.

       Improving Implementation of English Language Proficiency
            Rules: Greater clarity and consistency in enforcement would
            help support safety without compounding workforce challenges.

       Reinvesting in FMCSA's Passenger Carrier Division:
            Strengthening leadership and staff capacity is vital to
            improving outreach, oversight, and engagement with the
            passenger sector.

        We look forward to engaging directly with Administrator Barrs and
    FMCSA leadership in the weeks ahead and building a strong, solutions-
    oriented partnership to advance shared goals around safety,
    accessibility, and regulatory clarity.
        Thank you for your consideration of Mr. Barrs' nomination. ABA
    stands ready to support the Committee's work and contribute industry-
    informed insights to help FMCSA fulfill its mission.
        Thank you for your consideration.
                                                 Fred Ferguson,
                                                     President and CEO,
                                                  American Bus Association.
                                     ______

                                  Women In Trucking Association
                                                          July 14, 2025

    Hon. Ted Cruz,
    Hon. Maria Cantwell,
    U.S. Senate Commerce Committee,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the Women In Trucking Association (WIT), I write to
    express our strong endorsement for Chief Derek Barrs of Florida to
    serve as the next Administrator of the Federal Motor Carrier Safety
    Administration (FMCSA). WIT is a trade association of over 8,000
    members with the mission to advance the employment of women in
    trucking, eliminate barriers, and celebrate successes.
        Given Chief Barrs' expertise, hands-on vehicle enforcement
    experience and commitment to commercial vehicle operator safety, we
    believe Chief Barrs is a strong pick to lead FMCSA, to address the
    plethora of issues facing an industry that is inextricably tied to not
    only the continued economic success of our country, but to global
    supply chains as well.
        Women In Trucking remains committed to common sense public policies
    related to increasing truck driver parking capacity, security of truck
    drivers both on and off the road, workforce development initiatives to
    foster opportunities for both men and women and, of course, safety for
    all aspects of the trucking ecosystem. WIT believes that Chief Barr's
    law enforcement expertise and broad experience in both the public and
    private sectors will serve him well as FMCSA balances the interests of
    a broad set of stakeholders in a dynamic and evolving industry. It is
    paramount that the FMCSA incorporate the perspectives of a broad group
    of stakeholders when initiating new programs, enforcement and
    compliance actions, and current regulatory obligations.
        Finally, please know that WIT remains willing to serve as a
    resource to the Commerce Committee on trucking related issues under the
    purview of the FMCSA, and broader USDOT issues as appropriate.
                Sincerely yours,
                                              Jennifer Hedrick,
                                                     President and CEO.
                                     ______

                                   Truckers Against Trafficking
                                           Englewood, CO, July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate.

    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate.

    Dear Chairman Cruz and Ranking Member Cantwell,

        Truckers Against Trafficking (TAT) conveys strong support for the
    nomination of Derek Barrs for the role of FMCSA administrator and
    encourages the Senate Committee on Commerce, Science, and
    Transportation to advance his nomination to the full Senate for
    approval as soon as possible.
        TAT is a nonprofit organization that educates, equips, empowers and
    mobilizes members of key industries and agencies to combat human
    trafficking. We work alongside key leaders in the commercial vehicle
    industry as well as with commercial vehicle enforcement agencies
    throughout the Nation seeking to make our Nation's roadways safe from
    exploitation and human trafficking.
        FMCSA's primary mission is to prevent commercial motor vehicle-
    related fatalities and injuries. Mr. Barrs's experience and exceptional
    leadership with the Florida Highway Patrol demonstrate his commitment
    to this mission. Beyond that, another one of FMCSA's high priorities
    has been and continues to be the prevention of human trafficking. Mr.
    Barrs partnered with TAT when he was Chief of the Commercial Vehicle
    Enforcement unit of the Florida Highway Patrol to raise awareness about
    this crime to members of the commercial vehicle industry traveling
    throughout his state.
        Mr. Barrs continued his advocacy for prevention and intervention of
    this crime after he retired and began working in the private sector,
    making introductions to law enforcement leaders throughout the Nation
    and encouraging their participation in both the Commercial Vehicle
    Safety Alliance's Human Trafficking Awareness Initiative as well as
    with TAT for ongoing awareness and prevention measures. If confirmed,
    TAT looks forward to working with Mr. Barrs in this new role to help
    keep our Nation's roadways safe for all.
        If you have further questions or comments, please do not hesitate
    to contact me by phone at 918-695-2153 or by e-mail at
    klanier@tatnonprofit.org.
                Respectfully,
                                                  Kylla Lanier,
                   Deputy Director/Senior Director of External Affairs,
                                              Truckers Against Trafficking.
                                     ______

                              Coalition for Reimagined Mobility
                                                          June 13, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate
    Washington, DC.

    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz, Ranking Member Cantwell, and Members of the
            Committee:

        The Coalition for Reimagined Mobility (ReMo) is pleased to submit
    this letter in strong support of the nomination of Jonathan Morrison to
    serve as Administrator of the National Highway Traffic Safety
    Administration (NHTSA).
        ReMo is a bipartisan initiative of the nonprofit organization SAFE,
    that is committed to transforming how people and goods move by
    accelerating the adoption and scale of innovative transportation
    technologies. Through cross-sector collaboration, industry-leading
    research, and forward-looking policy development, ReMo identifies and
    addresses barriers to progress. Its work drives solutions that enhance
    economic competitiveness, strengthen national security, and foster
    mobility innovation--advancing a 21st-century transportation system
    that is safe, secure, efficient, and sustainable.
        ReMo views safety as a foundational pillar of future mobility and
    recognizes NHTSA's critical role in ensuring that regulatory frameworks
    evolve alongside rapid technological change. A key priority in this
    effort must be the establishment of a comprehensive Federal framework
    for automated vehicle (AV) technologies. Such a framework is essential
    to provide regulatory certainty for industry, enable responsible
    scaling of the technology, and unlock the broad societal benefits AVs
    can deliver--from expanded mobility access to reduced crashes and
    emissions. Without Federal leadership, innovation risks being
    constrained by a patchwork of state-level rules, undermining both
    safety outcomes and U.S. competitiveness.
        Mr. Morrison's extensive background in transportation safety,
    including his prior service as Chief Counsel at NHTSA, makes him
    exceptionally qualified to lead the agency at a time when Federal
    leadership is urgently needed. His experience spans both the public and
    private sectors, and he brings a practical understanding of how to
    uphold safety standards while enabling innovation in vehicle
    technologies.
        Stakeholders across the transportation ecosystem--including
    automakers, safety advocates, and state and local officials--have
    expressed confidence in Mr. Morrison's qualifications and steady
    leadership. ReMo shares that confidence and believes his confirmation
    would bring much-needed stability and vision to the agency.
        ReMo urges the Senate to confirm Mr. Morrison without delay.
    NHTSA's mission to reduce roadway fatalities and ensure the safe
    deployment of new mobility technologies cannot wait. ReMo believes Mr.
    Morrison will bring principled, experienced leadership to these
    pressing challenges, and we look forward to working together.
                Sincerely,
                                                     Avery Ash,
                                                    Executive Director,
                                  Coalition for Reimagined Mobility (ReMo).
                            Senior Vice President of Government Affairs
                                               and Special Initiatives,
                                                 SAFE aash@secureenergy.org
                                                Ashley Simmons,
                                                       Deputy Director,
                                   Coalition for Reimagined Mobility (ReMo)
                                            asimmons@reimaginedmobility.org
                                     ______

                                             Responsibility.org
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation
    United States Senate.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the Foundation for Advancing Alcohol Responsibility
    (Responsibility.org), I extend our enthusiastic support for Jonathan
    Morrison to be confirmed as Administrator of the National Highway
    Traffic Safety Administration (NHTSA). We appreciate the Committee
    prioritizing the appointment of a strong leader for this agency, which
    is critical to ensure a committed, comprehensive approach to solving
    our Nation's roadway safety crisis.
        For over 30 years, it has been the mission of Responsibility.org to
    eliminate drunk driving and underage drinking. We are a national, not-
    for-profit organization funded by the following leading distillers:
    Bacardi U.S.A., Inc.; Beam Suntory; Brown-Forman; Campari Group;
    Constellation Brands, Inc.; DIAGEO; Edrington; Hotaling & Co.; Mast-
    Jagermeister US; Moet Hennessy USA; Ole Smoky; Pernod Ricard USA; and
    William Grant & Sons.
        We believe Mr. Morrison's extensive experience, including serving
    as NHTSA's chief counsel during President Trump's first term,
    demonstrate his understanding of the agency and underpin his commitment
    to traffic safety. In our fight to end impaired driving and underage
    drinking, we pledge our commitment to work with Mr. Morrison and like-
    minded stakeholders to implement priorities such as the Advanced
    Impaired Driving Prevention Technology Rulemaking required by the
    bipartisan HALT Drunk Driving Law.
        The NHTSA Administrator is a key position for the traffic safety
    community and has not been filled by a Senate confirmed leader for much
    of the past eight years. We are confident that by working together, we
    can make significant strides in preventing impaired driving and
    creating safer roads for all Americans. If we can be of any further
    assistance, please do not hesitate to contact Kelly Poulsen
    (kelly.poulsen@responsibility.org).
                Sincerely,
                                                Leslie Kimball,
                                                    Executive Director,
                                                         Responsibility.org
                                     ______

        National Association of Pipeline Safety Representatives
                                                          July 15, 2025

    Senator Ted Cruz,
    Chairman,
    Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Re: Nomination and Confirmation of Paul Roberti as PHMSA Administrator

    Dear Senator Cruz and Committee Members:

        The National Association of Pipeline Safety Representatives
    (NAPSR), established in 1982, is an organization of state agency
    pipeline safety managers, directors, and technical personnel who are
    responsible for the administration of their state's Pipeline Safety
    Programs. NAPSR's mission is ``to strengthen state pipeline safety
    programs through promotion of improved pipeline safety standards,
    education, training, and technology'' and provides an effective
    mechanism for fostering the federal/state partnership between state
    pipeline safety programs and the Pipeline and Hazardous Materials
    Safety Administration (PHMSA).
        The state agencies that have partnerships with PHMSA are
    responsible for pipeline safety oversight of approximately\1\:
    ---------------------------------------------------------------------------
        \1\ Based on 2024 PHMSA Annual Report data.

       93 percent of U.S. total (102,988 miles) of jurisdictional
    ---------------------------------------------------------------------------
            gas gathering pipelines,

       35 percent of U.S. total (103,713 miles) of gas transmission
            pipelines, and

       >99 percent of U.S. total (2,361,946 miles) of gas
            distribution main and service pipelines.

        Additionally, NAPSR members have safety oversight of 80 percent of
    the liquified natural gas (LNG) plants (147) and 71 percent of the LNG
    tanks (194) in the United States.
        The responsibility for oversight and legal jurisdiction (by
    certifications or agreements with PHMSA) of these pipelines is borne by
    all NAPSR member states. As PHMSA partners, the state members of NAPSR
    have an interest in developing and enforcing regulations that not only
    increase pipeline safety, but that are fair, clear, unambiguous, and
    consistent.
        NAPSR has been made aware of the upcoming confirmation hearing to
    consider Mr. Paul Roberti as the incoming Administrator of the Pipeline
    and Hazardous Materials Safety Administration (PHMSA). NAPSR would like
    to take the opportunity to communicate our support for Mr. Roberti as
    he moves through the confirmation process. Many of NAPSR's state
    pipeline safety program managers have had interactions with Mr. Roberti
    since 1991 when he was a member of the Rhode Island Public Utilities
    Commission as a Commissioner, then subsequently during his time at
    PHMSA as the Chief Counsel. Mr. Roberti has also been active within the
    National Association of Regulatory Utility Commissioners (NARUC) where
    he interacted with the state pipeline safety program managers. Mr.
    Roberti has demonstrated an understanding of regulated utility and
    pipeline operations and has consistently supported a responsible
    regulatory environment that encourages and enhances public safety.
    NAPSR believes that this understanding of state pipeline safety
    programs, state commissions, and pipeline operations, including the
    challenges faced by each, is valuable when considering his
    qualifications for Administrator. Mr. Roberti's prior position as Chief
    Legal Counsel for PHMSA has also provided him with experience in
    dealing with various Federal safety aspects relating to the
    transportation of hazardous materials that fall within PHMSA's
    jurisdiction. Mr. Roberti has always been professional and enthusiastic
    when discussing pipeline safety issues with members of the NAPSR
    organization. NAPSR supports the consideration of Mr. Roberti for the
    position of Administrator of PHMSA. If confirmed, we look forward to
    continuing NAPSR's relationship with Mr. Roberti in this new role.
        Thank you for your consideration. Please feel free to reach out to
    me or Mr. Robert Clarillos (NAPSR Administrative Manager) if you have
    any questions.
                Sincerely,
                                                 David Chislea,
                                                  NAPSR National Chair,
                                                      chislead@michigan.gov
    C: Robert Clarillos, rclarillos@gmail.com
    Maria Cantwell, Senate Committee Ranking Member
    NAPSR Officers and Board of Directors
                                     ______

                 Owner-Operator Independent Drivers Association
                                        Grain Valley, MO, July 14, 2025

    Hon. Ted Cruz,
    Chairman,
    Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.
    RE: Letter of support for Mr. Derek Barrs as Administrator of the
                Federal Motor Carrier Safety Administration

    Dear Chairman Cruz and Ranking Member Cantwell:

        The Owner-Operator Independent Drivers Association (OOIDA) is the
    largest trade association representing the views of small-business
    truckers and professional truck drivers. We have approximately 150,000
    members located in all fifty states that collectively own and operate
    more than 240,000 individual heavy-duty trucks.
        We are writing to express our strong support for Derek Barrs to be
    confirmed as Administrator of the Federal Motor Carrier Safety
    Administration (FMCSA). Mr. Barrs' experience as a law enforcement
    officer, as a member of the Commercial Vehicle Safety Alliance (CVSA),
    and in other roles throughout the trucking and transportation sectors
    give him a well-rounded background to understand the important and
    complex issues facing our industry today. During Mr. Barrs' time as a
    leader at CVSA, we appreciated his willingness to hear the concerns of
    small-business truckers and take them into account during the
    Alliance's work, and we believe he will continue this commitment to
    working with the men and women who make their living behind the wheel
    as Administrator.
        Given his knowledge and experience in the industry, we believe Mr.
    Barrs will be able to carry out commonsense, cost-effective initiatives
    that are already underway at FMCSA. In particular, we look forward to
    working with Mr. Barrs as FMCSA implements the initiatives, pilot
    programs, and regulatory updates announced by Secretary Duffy on June
    27th as part of the U.S. Department of Transportation's pro-trucker
    policy package, as well as the President's previously-announced
    executive order regarding English Language proficiency. Truckers have
    asked for these regulatory actions for years, which include things like
    withdrawing an unsafe and unpopular speed limiter mandate proposal and
    providing overdue transparency and fairness to the DataQ process.
    Further, we know he understands that bolstering driver training and
    licensing requirements is critical for improving highway safety. With
    Mr. Barr's confirmation, we believe FMCSA will finally make progress on
    these priorities.
        We also look forward to working with Mr. Barrs on a critical broker
    transparency rulemaking to ensure that small-business truckers can
    protect themselves against fraud and other unfair practices. This
    rulemaking process dates back to August 2020, when OOIDA's petition to
    initiate a rulemaking was granted by FMCSA during President Trump's
    first term. We strongly support the Notice of Proposed Rulemaking
    (NPRM) later issued in 2024 (Docket # FMCSA-2023-0257, ``Transparency
    in Broker Transactions''), and hope that Mr. Barrs will focus on this
    issue at FMCSA. Improving transparency regulations will enable carriers
    to verify claims charged against them after they finish hauling a load
    and better identify fraudulent activity that has plagued our industry.
        Given his past experience and demonstrated commitment to working
    with small trucking businesses and professional drivers, we encourage
    your Committee to approve Mr. Barrs' nomination without delay.
        Thank you,
                                                  Todd Spencer,
                                                     President and CEO,
                       Owner-Operator Independent Drivers Association, Inc.

    cc: Members of the Senate Committee on Commerce, Science, and
    Transportation
                                     ______

                                   National Tank Truck Carriers
                                                          July 11, 2025

    Chairman Ted Cruz,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Ranking Member Maria Cantwell,
    U.S. Senate Committee on Commerce, Science, and Transportation,
    Washington, DC

    Chairman Cruz and Ranking Member Cantwell:

        The National Tank Truck Carriers (NTTC) expresses its strong
    support for Derek Barrs to serve as the Administrator of the Federal
    Motor Carrier Safety Administration (FMCSA). As the leading voice of
    the American tank truck industry, NTTC recognizes the critical
    importance of FMCSA's leadership in ensuring public safety and
    operational excellence for our Nation's transportation sector.
        Mr. Barrs brings decades of law enforcement, regulatory, and
    highway safety experience that uniquely qualifies him to lead FMCSA in
    pursuit of its mission to reduce crashes, injuries, and fatalities
    involving large trucks and buses. As a Florida Highway Patrol Chief,
    Mr. Barrs demonstrated a commitment to data-driven enforcement,
    industry engagement, and high safety standards.
        Additional leadership and service with the Commercial Vehicle
    Safety Alliance and American Trucking Associations showcased Mr. Barrs'
    clear understanding of both the regulatory and operational sides of
    commercial transportation. NTTC is convinced that as Administrator, Mr.
    Barrs will prioritize safety solutions that reflect real-world
    conditions.
        NTTC urges the Senate to prioritize this nomination and confirm Mr.
    Barrs as Administrator of FMCSA without delay. NTTC is ready to
    collaborate with Mr. Barrs and all Department of Transportation
    component agencies to advance policies that enhance safety, efficiency,
    and sustainability across all modes of transportation.
                Regards,
                                                 Ryan Streblow,
                                                     President and CEO.
                                     ______

                                 National Sheriffs' Association
                                                          July 15, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking-Member,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of the National Sheriffs' Association and the 3,081
    elected Sheriffs serving communities nationwide, I am pleased to offer
    our strong endorsement of Jonathan Morrison's nomination to serve as
    the Administrator of the National Highway Traffic Safety
    Administration.
        Mr. Morrison brings deep expertise and demonstrated leadership to
    the role. As NHTSA Chief Counsel during the first Trump Administration,
    he played an instrumental role in shaping policies and regulatory
    frameworks that continue to evolve and require strong, knowledgeable
    leadership. His understanding of Federal transportation safety law
    makes him exceptionally able to lead NHTSA through this next chapter.
        The National Sheriffs' Association has long worked with NHTSA
    through our Traffic Safety Committee to advance national road safety
    initiatives, and Mr. Morrison has played a key role in supporting this
    mission. He has helped the agency deploy resources effectively
    particularly to sheriffs' offices, which often serve as both law
    enforcement and public safety leaders, and has championed increased
    visibility for traffic safety programming within these agencies. Under
    his leadership, we expect NHTSA to continue working closely with NSA to
    address priority issues such as impaired and distracted driving,
    occupant protection, and speed enforcement. His deep policy knowledge
    and understanding of law enforcement will help align local needs with
    national safety goals.
        We are confident Jonathan Morrison will bring steady leadership,
    unmatched experience, and a deep respect for law enforcement to the
    role of Administrator, ultimately resulting in a continued partnership
    that advances the shared goal of reducing roadway fatalities and
    enhancing public safety. We enthusiastically endorse his nomination and
    urge the Committee to act swiftly. We look forward to his confirmation
    by the full Senate.
                Very Respectfully,
                                            Sheriff Chris West,
                                         Canadian County, OK President,
                                            National Sheriffs' Association.
    Cc: POTUS
    Senator John Thune, Majority Leader
    Senator Charles Schumer, Minority Leader
    Secretary John Duffy, USDOT
    Jonathan Thompson, Executive Director/CEO
                                     ______

                        National Automobile Dealers Association
                                                          July 15, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        The National Automobile Dealers Association (``NADA''), which
    represents over 16,000 franchised automobile and truck dealerships that
    sell new and used motor vehicles and engage in service, repair, and
    parts sales, write to strongly support the nomination of Jonathan
    Morrison of California to be the Administrator of the National Highway
    Traffic Safety Administration (``NHTSA'').
        NADA works closely with its state association counterparts through
    advocacy and compliance assistance efforts. In this capacity, NADA
    collaborated with Mr. Morrison on several key safety issues during his
    eight years as director of legal and regulatory affairs for the
    California New Car Dealers Association. We had similar experience
    working with Mr. Morrison as president of Auto Advisory Services.
        In addition to his policy work related to auto retailing, Mr.
    Morrison has extensive automotive safety experience, including through
    his prior service as Chief Counsel for NHTSA. In these positions, he
    has established that he is well-equipped to lead NHTSA and support the
    administration's safety goals. For example, Mr. Morrison worked
    diligently on such issues as vehicle autonomy and the modernization of
    Federal odometer disclosure regulations. NADA is confident that Mr.
    Morrison will successfully lead NHTSA to fulfill its core mission ``to
    save lives, prevent injuries, and reduce economic costs due to road
    traffic crashes, through education, research, safety standards, and
    enforcement.''
        Thank you for your consideration.
                Sincerely,
                                                  Mike Stanton,
                                                     President and CEO.
                                     ______

                                 Truckload Carriers Association
                                                           May 30, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate,
    Committee on Commerce, Science and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    United States Senate,
    Committee on Commerce, Science and Transportation,
    Washington, DC.

    Dear Chairman and Ranking Member:

        On behalf of the Truckload Carriers Association (TCA), I strongly
    support Jonathan Morrison's nomination as the next Administrator of the
    National Highway Traffic Safety Administration (NHTSA).
        The truckload segment of the trucking industry moves approximately
    75 percent of all freight transported by all modes in the United
    States. As such, our industry plays a vital role in keeping America's
    supply chain moving and ensuring goods reach communities across the
    Nation safely and efficiently.
        To protect all drivers on our Nation's highways, TCA continues to
    advocate for the continuous development of safety technologies such as
    Automatic Emergency Braking Systems and finding other ways to reduce
    accidents, big or small. Morrison's leadership and experience make him
    exceptionally well-suited to lead the NHTSA in advancing these
    priorities.
        We fully believe in Mr. Morrison's abilities and respectfully ask
    the Senate to confirm his nomination. We know that he will bring his
    expertise and dedication to the role.
                Sincerely,
                                                      Jim Ward,
                                                             President,
                                                                       TCA.
                                     ______

                               Major County Sheriffs of America
                                                          June 29, 2025
    Hon. Ted Cruz, Chair,
    Hon. Maria Cantwell, Ranking Member,
    Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chair Cruz, Ranking Member Cantwell, and Members of the Committee:

        On behalf of the Major County Sheriffs of America (MCSA), I write
    to express our support for the nomination of Jonathan Morrison to serve
    as Administrator of the National Highway Traffic Safety Administration
    (NHTSA). MCSA represents the largest Sheriff's offices in the country--
    serving counties with populations of 400,000 or more and employing over
    700 personnel. Collectively, we protect more than one-third of the U.S.
    population.
        Our leadership recently met with Mr. Morrison, who demonstrated a
    strong commitment to rebuilding NHTSA's partnership with law
    enforcement and emphasized the need for greater collaboration to
    address the Nation's rising traffic fatality crisis. He identified
    enforcement of traffic safety laws--particularly impaired driving--and
    advancing public safety innovation as key priorities. Mr. Morrison
    expressed readiness to work closely with MCSA and other stakeholders to
    support effective policies, improved testing technologies, and
    consistent enforcement.
        Next Generation 911 (NG911) remains a top priority for MCSA. Mr.
    Morrison indicated a willingness to engage further on how NHTSA can
    support NG911 implementation and ensure emergency communications
    upgrades meet the evolving needs of public safety agencies nationwide.
        We also discussed challenges law enforcement faces in obtaining
    vehicles for their fleets due to manufacturing slowdowns and supply
    backlogs. Mr. Morrison acknowledges the importance of addressing these
    issues and expressed his commitment to working with MCSA and other
    stakeholders to find solutions that ensure officers have access to
    safer, reliable vehicles.
        With a career spanning legal, regulatory, and executive roles
    across the automotive and technology sectors--including service as
    NHTSA Chief Counsel--Mr. Morrison brings strong, relevant experience to
    the agency.
        We urge the Committee to confirm Jonathan Morrison and look forward
    to working with him to enhance public safety and reduce roadway
    fatalities across the country.
                Sincerely,
                                                  Megan Noland,
                                                    Executive Director,
                                          Major County Sheriffs of America.
                                     ______

                                  Mothers Against Drunk Driving
                                              Irving, TX, July 15, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of Mothers Against Drunk Driving (MADD), thank you for
    considering the nomination of Jonathan Morrison as Administrator of the
    National Highway Traffic Safety Administration (NHTSA). This nomination
    hearing comes at a critical time for traffic safety in America, and Mr.
    Morrison's confirmation as NHTSA's leader will position the agency to
    tackle the hard work ahead to save lives and prevent injuries on
    America's roads.
        In recent years, our Nation has experienced an alarming spike in
    traffic deaths primarily due to impaired driving, speeding, and not
    using seat belts. For the first time in more than a decade, alcohol-
    impaired driving deaths rose to more than 13,000 during 2021 and 2022.
        MADD stands ready to support the crucial work ahead for safer
    roads. Victims and survivors whom MADD serves every day know their
    voices can bring change and prevent tragedy from striking other
    innocent families. Alongside them and our partners, MADD is working
    toward a future when technology will prevent an intoxicated person from
    driving, as intended in the HALT Drunk Driving Law.
        We look forward to working with Mr. Morrison and NHTSA to advance
    the law's requirement for an Advanced Impaired Driving Prevention
    Technology rulemaking.
        Putting an end to the violent, preventable crime of substance-
    impaired driving requires collaboration among government, industry,
    traffic safety experts, and advocates. NHTSA has been without a
    confirmed Administrator for far too long, and the confirmation of Mr.
    Morrison will provide the leadership needed to guide our Nation out of
    this heartbreaking public health and safety crisis.
                Sincerely,
                                             Stacey D. Stewart,
                                                                   CEO,
                                      Mothers Against Drunk Driving (MADD).
                                     ______

                                                           Lyft
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of Lyft, I write to express strong support for Jonathan
    Morrison's nomination to serve as the next Administrator of the
    National Highway Traffic Safety Administration (NHTSA). Mr. Morrison's
    expertise and leadership will prove invaluable in this critical role,
    and we look forward to the opportunity to partner with him and NHTSA to
    advance the safety and leadership of the American transportation
    industry.
        Lyft is driven by our purpose: to serve and connect. Through
    innovative technology and strategic partnerships, Lyft has enhanced
    access to transportation, connecting approximately two million riders
    and drivers daily, while fostering economic growth by offering flexible
    earning opportunities for drivers. Lyft facilitates transportation for
    tens of millions of workers to reach their jobs, interviews, training
    sessions, and business travel destinations, thereby fostering a more
    productive and efficient workforce. We also have programs designed to
    enhance transportation access for seniors and veterans.
        We are proud of the vital role Lyft plays in complementing
    traditional transportation systems to help people reach their
    destinations more safely and efficiently. Each year, Lyft surveys tens
    of thousands of riders and drivers and publishes our findings via our
    Economic Impact Report. Our 2024 Report found that:

       61 percent of riders use Lyft to find a rideshare driver
            when they are planning to drink alcohol or use another
            substance that could impair their driving ability

       94 percent of riders living with a disability or other
            chronic condition say Lyft has increased their access to
            transportation

       42 percent of riders use Lyft to get around outside of
            transit operating hours

        Since Day One, we have designed our policies and features to
    protect both drivers and riders, and we are always looking for ways to
    make Lyft even safer for our community. For example, our Smooth Cruiser
    program provides reports to drivers to help inform them of their
    driving behavior and encourage them to adopt safer driving practices.
    Results from the program have shown it is helping drivers make better
    informed decisions on the road, thus contributing to safer roads for
    all community members.
        As autonomous vehicles (AVs) attain a growing footprint on U.S.
    roads, Lyft will play a key role. We believe the future of ridesharing
    will be a hybrid model--combining both human-driven cars and autonomous
    vehicles. As a result, the AV industry will grow alongside the
    rideshare sector. We have planned partnerships with leading AV
    manufacturers and technology companies to deploy AVs on our platform.
    Our world-class fleet management, sophisticated marketplace engine, and
    large-scale demand represent the best way for AV companies, OEM
    manufacturers, and fleet owners to commercialize their assets. With Mr.
    Morrison's leadership and previous work at DOT as NHTSA chief counsel,
    we're optimistic about the opportunities to enable and promote the
    continued development and deployment of AVs in the United States.
        At Lyft, we are committed to fostering efficient mobility
    solutions. We align with the goal of modernizing the transportation
    network and are eager to support the Department of Transportation's
    initiatives to advance transportation policy and innovation for the
    benefit of all Americans--including the recent AV Framework
    announcement. We urge the Senate Commerce, Science, and Transportation
    Committee to favorably report Mr. Morrison's nomination expeditiously
    so he can begin serving as the next NHTSA Administrator.
                Sincerely,
                                                  Jerry Golden,
                                                  Chief Policy Officer.
                                     ______

                                       Schneider National, Inc.
                                            Green Bay, WI, July 1, 2025

    Hon. Tammy Baldwin,
    U.S. Senate,
    Washington, DC.

    Dear Senator Baldwin,

        On behalf of Schneider National, Inc., I write to express my
    support for the nomination of Derek Barrs to be Administrator of the
    Federal Motor Carrier Safety Administration (FMCSA) of the U.S.
    Department of Transportation (DOT). As you know, Schneider has been
    headquartered in Wisconsin for 90 years and currently moves
    approximately 9.1 million freight miles per day.
        Mr. Barrs has accumulated invaluable knowledge after nearly two
    decades of experience working with the commercial motor vehicle
    industry. Mr. Barrs spent most of his career in various roles within
    the Florida Department of Transportation and Florida Highway Patrol,
    including as Chief of the Florida Highway Patrol. Mr. Barrs further
    honed his industry knowledge and relationships through his involvement
    with various trade associations, including the American Trucking
    Association and the Commercial Vehicle Safety Alliance (CVSA). At CVSA,
    his expertise led him to become President of the Associate Members and
    Chairman of the Enforcement and Industry Modernization Committee.
        Through these roles, he demonstrated his ability to foster
    partnerships between the trncking industry, public officials, and law
    enforcement officers. This skillset is vital for an effective FMCSA
    Administrator, and Mr. Barrs' experience has given him firsthand
    knowledge of current matters like the importance of increasing truck
    parking capacity, the dangers of cargo theft and impaired driving, and
    the potential of autonomous vehicles.
        Schneider had the opportunity to work with Mr. Barrs in some of his
    past roles, and we expect that he will bring the same effectiveness to
    his post at the FMCSA. I urge you to support his nomination in the
    Senate Commerce, Science and Transportation Committee and on the Senate
    floor.
                Sincerely,
                                                   Mark Rourke,
                                                     President and CEO,
                                                   Schneider National, Inc.
                                     ______

                          National Asphalt Pavement Association
                                           Greenbelt, MD, July 15, 2025

    Hon,Ted Cruz,
    Chairman,
    Senate Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Science Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of the National Asphalt Pavement Association (NAPA), I'd
    like to express our support for President Trump's Nominee, Mr. Jonathan
    Morrison, of California, to be Administrator of the National Highway
    Traffic Safety Administration (NHTSA).
        NAPA is the lone Washington DC trade association representing over
    1,100 companies involved in asphalt pavement production and paving
    application across the Nation. Our industry produces over 400M tons of
    asphalt pavement annually, supporting close to 350,000 jobs nationwide,
    with plants in virtually every Congressional district. Asphalt
    comprises roughly 94 percent of the roadway market, and over 80 percent
    of the airfield pavement market. Asphalt mix plants provide the
    critical pavement materials needed to build and maintain the Nation's
    almost 4 million roadway miles.
        Over the past decades, asphalt pavers and contractors have faced
    the grim reality of dangerous work environments. Time and time again,
    we see crashes, injuries, and fatalities plaguing the road building
    community. Although the annual number of crashes is down over the past
    decade, crash severity and impact has increased, in large part due to
    erratic, distracted and intoxicated driving. We continue to see nearly
    1,000 fatalities in work zones annually--many of which are workers, but
    the vast majority are drivers.
        We welcome the opportunity to work with Administrator Designee
    Morrison on this critical issue as work zone safety policy directly
    impacts the wellbeing of our workers. NHTSA plays a key role in
    providing valuable data, safety expertise, and recommendations for the
    State Departments of Transportation (DOTs) and car manufacturers.
    Without the tools and resources that NHTSA provides, the Federal
    Highway Administration (FHWA) and State DOTs will not be able to
    improve the conditions for the workers who are building the foundation
    of the American economy. We see NHTSA as a key partner as we continue
    to craft and advance policies to improve work zone safety, and we
    welcome Nominee Morrison to the agency.
        Thank you for your consideration and please consult NAPA as an
    industry resource as your Committee works on critical regulatory
    policies and highway reauthorization legislative text this Congress.
                Sincerely,
                                                     Nile Elam,
                                  Vice President of Government Affairs,
                                     National Asphalt Pavement Association.
                                     ______

                                        PrePass Safety Alliance
                                                          July 15, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        PrePass Safety Alliance strongly supports the nomination of Retired
    Chief Derek Barrs of Florida to serve as Administrator of the Federal
    Motor Carrier Safety Administration (FMCSA).
        Chief Barrs is widely respected throughout the commercial vehicle
    safety community following a distinguished career with the Florida
    Highway Patrol. His professional background, including his current role
    in the private-sector, reflects a deep understanding of the federal-
    state partnership that underpins FMCSA's work and demonstrates his
    appreciation for the perspectives of both regulators and industry. His
    longstanding engagement with the American Trucking Associations and the
    Commercial Vehicle Safety Alliance further affirms his capacity to
    unite stakeholders around common-sense, safety-driven policy.
        As the Nation's most successful non-profit, public-private
    partnership between state enforcement agencies and the motor carrier
    industry, PrePass Safety Alliance operates the PrePass program that
    enables safe and compliant carriers to bypass at weigh stations
    nationwide. This allows enforcement resources to be focused on higher-
    risk operators. The Alliance's carrier customers span from single-truck
    owner-operators to the country's largest fleets and includes
    specialized carriers across the Nation. With over $1 billion invested
    in highway safety infrastructure--without the use of taxpayer funds--
    PrePass advanced technologies contribute meaningfully to both safety
    and the efficient flow of commerce across the country.
        A productive, transparent, and collaborative relationship between
    FMCSA, state agencies, and the trucking industry is essential to
    achieving shared safety goals on our Nation's highways. Since FMCSA's
    establishment in 2000, PrePass Safety Alliance has built a strong
    working relationship and engaged consistently with the agency. FMCSA's
    safety data is also foundational to the Alliance's operations and
    supports the safety compliance efforts of its 46 partner states.
        PrePass Safety Alliance believes that Chief Barrs will bring
    principled, effective leadership to FMCSA at a time when the agency's
    mission is critically important. His nomination deserves prompt
    confirmation. FMCSA's charge--to reduce crashes, injuries, and
    fatalities involving large trucks and buses--requires experienced,
    steady leadership.
        The Alliance looks forward to working with Chief Barrs in pursuit
    of safer and more efficient highways. We urge his swift consideration
    by the Committee and confirmation by the Senate.
                Sincerely,
                                                  Mark Doughty,
                                                     President and CEO,
                                                   PrePass Safety Alliance.
                                     ______

                                    Daimler Truck North America
                                            Portland, OR, July 11, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of Daimler Truck North America (DTNA), I am writing to
    express our strong support for the nomination of Derek Barrs for
    Administrator of the Federal Motor Carrier Safety Administration
    (FMCSA).
        DTNA is the largest commercial vehicle manufacturer in the United
    States, with over 40 percent market share in the Class 7 and 8 heavy-
    duty on-highway segment. This market leadership means that fully 30
    percent of America's goods are delivered using our products daily.
    Whether it's hauling freight, transporting people, or building and
    maintaining critical infrastructure, our truck and bus brands,
    including Freightliner, Western Star, Thomas Built Buses, Freightliner
    Custom Chassis, and Detroit Diesel, are trusted by our Nation's fleets.
    Our 18,000 U.S. employees are dedicated to keeping America moving. DTNA
    strongly believes in investing in America to drive economic growth,
    create jobs, and ensure a stable and prosperous future for all
    Americans.
        As the market leader for heavy-duty vehicles, DTNA has a long
    history of working closely with FMCSA and recognizes the enormous
    responsibilities of the Administrator. Mr. Barrs's extensive experience
    on both the public and private sides of the commercial motor vehicle
    industry is a testament to the leadership and vision he will bring to
    FMCSA.
        Members of my organization have worked closely with Mr. Barrs in
    his previous roles and DTNA is confident that under his leadership, the
    American people will benefit from his tireless work and commitment to
    service. DTNA strongly encourages you to support Mr. Barrs's swift
    nomination and we look forward to the positive impact he will bring to
    FMCSA.
        DTNA eagerly anticipates working with the Committee, President
    Trump, and FMCSA on advancing policies and regulations, including
    through the upcoming Surface Transportation Reauthorization, that will
    support reliable transportation nationwide, the economy, roadway
    safety, and innovation.
                Sincerely,
                                                Sean T. Waters,
                                     Vice President, Product Integrity,

    CC: Derek Barrs, Nominee, Administrator of Federal Motor Carrier Safety
    Administration
                                     ______

                                Damage Prevention Action Center
                                                          July 16, 2025

    Chairman Ted Cruz,
    Ranking Member Maria Cantwell,
    United States Senate,
    Commerce, Science, and Transportation Committee,
    Washington, DC.

    Re: Support for Paul Roberti to lead the U.S. Department of
                Transportation's Pipeline and Hazardous Materials Safety
                Administration

    Dear Chairman Cruz and Ranking Member Cantwell:

        The Damage Prevention Action Center (DPAC) is writing to express
    its support for President Donald J. Trump's nomination of Mr. Paul
    Roberti to serve as Administrator of the Pipelines and Hazardous
    Materials Safety Administration (PHMSA). Given Mr. Roberti's extensive
    qualifications, experience, and the importance of pipeline safety to
    communities across the country, we encourage you to expedite your
    consideration of his nomination.
        DPAC is a coalition of energy, utility and construction industry
    leaders advocating for public policies and industry practices that
    protect America's critical underground utility infrastructure and those
    who work and live near these important assets.\1\
    ---------------------------------------------------------------------------
        \1\ Damage Prevention Action Center members: htps://
    damagepreventionactioncenter.com/members/
    ---------------------------------------------------------------------------
        Damage to buried utilities costs America $30 billion annually,\2\
    disrupts businesses and communities, cuts off critical utility service,
    and can result in injuries and fatalities. As America's infrastructure
    continues to expand, strong leadership is crucial to safeguarding our
    critical buried utilities and pipelines.
    ---------------------------------------------------------------------------
        \2\ Common Ground Alliance's DIRT Report: htps://
    dirt.commongroundalliance.com/
    ---------------------------------------------------------------------------
        Mr. Roberti's demonstrated leadership positions him to be a strong
    PHMSA Administrator during this critical time in pipeline safety. As
    Chief Counsel of PHMSA during President Trump's first term, he helped
    shape important public policies to improve pipeline safety, and as
    Commissioner of the Rhode Island Utility Commission, he oversaw
    critical utility and infrastructure regulation.
        DPAC urges swift confirmation of Mr. Roberti and looks forward to
    collaborating with Mr. Roberti, PHMSA leaders, this committee, and
    Congress to pass the PIPES Act, and enhance and improve our industry's
    safety while delivering quality and safe underground utility
    infrastructure projects to America.
                Sincerely,
                                        Sarah K. Magruder Lyle,
                                                    Executive Director,
                                           Damage Prevention Action Center.
                                     ______

                                   Florida Trucking Association
                                         Tallahassee, FL, July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        On behalf of Florida Trucking Association (FTA), I write to offer
    FTA's full support for the nomination of Derek Barrs to be
    Administrator of the Federal Motor Carrier Safety Administration
    (FMCSA) of the U.S. Department of Transportation (USDOT).
        With an extensive background in law enforcement, particularly
    through his distinguished service with the Florida Highway Patrol,
    coupled with his exemplary collaboration with Florida Trucking
    Association, Derek brings a wealth of experience, insights, and
    dedication that would be invaluable to the committee.
        Mr. Barrs has demonstrated outstanding leadership and commitment
    throughout his tenure with the Florida Highway Patrol. As a Chief
    within the force, he has continually exhibited exemplary
    professionalism, integrity, and a steadfast commitment to upholding the
    law.
        Mr. Barrs' close working partnership with FTA is a testament to his
    ability to foster collaborative relationships between law enforcement
    agencies and key stakeholders in the transportation industry. His
    efforts in this regard have enhanced safety measures on Florida's
    roadways and facilitated strategies and policies to both protect and
    promote the trucking industry.
        Mr. Barrs possesses a deep understanding of the complexities and
    challenges facing the trucking industry--from individual driver to
    large national fleet. His insights into emerging trends, best
    practices, and innovative solutions make him a valuable asset in
    working to promote the mission of USDOT.
        Mr. Barrs would make an excellent FMCSA administrator. We ask
    members of the Committee to report his nomination favorably to the full
    Senate for consideration.
                Sincerely,
                                            Alix Miller, Ph.D.,
                                                     President and CEO,
                                              Florida Trucking Association.

    cc: Members of the Senate Committee on Commerce, Science, and
    Transportation
                                     ______

                                              Trucking Alliance
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        The Alliance for Driver Safety & Security (aka The Trucking
    Alliance) urges your committee's bipartisan support of Derek Barrs as
    the next FMCSA Administrator. The Trucking Alliance is a coalition of
    trucking, logistics and intermodal companies that collectively employs
    more than 102,000 people in serving the Nation's supply chain network.
        The FMCSA has one stated mission: ``to reduce crashes, injuries,
    and fatalities involving large trucks and buses.'' The Trucking
    Alliance supports that mission and, in fact, believes that with the
    right safety reforms, our industry can eliminate all large truck crash
    fatalities.
        Derek Barrs experience in commercial vehicle law enforcement will
    be a tremendous asset to achieving FMCSA's mission. Mr. Barrs
    understands the challenges that truck drivers face to safely deliver
    the goods upon which all of us depend. We believe he will lift up the
    truck driver's public image and their importance to the U.S. economy,
    while also making sure that the laws and regulations that can make the
    industry safer are never ignored. Derek Barrs is the perfect choice to
    lead FMCSA.
                Sincerely,
                                                     Lane Kidd,
                                                     Managing Director,
                                                         Trucking Alliance.
                                     ______

                                 American Trucking Associations
                                       Washington, DC, January 28, 2025

    Secretary Sean Duffy,
    U.S. Department of Transportation,
    Office of the Secretary of Transportation,
    Washington, DC.

    Mr. Secretary:

        On behalf of the American Trucking Associations (ATA), the
    undersigned organizations, and the 8.5 million hardworking men and
    women employed in the trucking industry in every state and
    congressional district, we write to express full support for the
    nomination of Derek Barrs to be Administrator of the Federal Motor
    Carrier Safety Administration (FMCSA) of the U.S. Department of
    Transportation (DOT).
        Mr. Barrs's experience in the commercial motor vehicle industry
    spans nearly 17 years, demonstrating dedication to ensuring highway
    safety while serving in various law enforcement capacities for the
    Florida Department of Transportation and Florida Highway Patrol. Mr.
    Barrs's extensive leadership in commercial enforcement equips him with
    a unique perspective on issues impacting the commercial motor vehicle
    industry and positions him as an exceptionally qualified candidate to
    lead the FMCSA. Beyond Mr. Barrs's experience in commercial vehicle
    enforcement, he brings over five years of industry experience, working
    most recently as a consultant on traffic-related and commercial motor
    vehicle safety projects across various states. The experience and
    expertise Mr. Barrs gleaned through these roles ultimately led him to a
    position on ATA's Law Enforcement Advisory Board in 2021, where he has
    helped strengthen the ties between the trucking industry and the law
    enforcement community. This group's active collaboration with Federal
    and state officials, along with local, state, and national law
    enforcement organizations, has been instrumental in securing hundreds
    of millions of dollars in Federal grant funding to expand truck parking
    capacity nationwide. Additionally, as a member of the Board, Mr. Barrs
    has provided critical insights into pressing issues affecting the CMV
    community and highway safety, including marijuana and drug impairment,
    cargo theft, and human trafficking. Mr. Barrs has also dedicated
    countless hours to the Commercial Vehicle Safety Alliance, serving in
    multiple roles and most recently as the President of the Associate
    Members, representing motor carriers and suppliers to the industry.
        Mr. Barrs extensive work history would be an invaluable resource to
    the FMCSA and the men and women employed in the trucking industry who
    share a common goal of highway safety. He would undoubtedly facilitate
    a reliable and effective partnership between DOT and the commercial
    motor vehicle industry.
        ATA, the National Tank Truck Carriers, and Truckload Carriers
    Association believe that Derek Barrs would make a superb FMCSA
    Administrator, and we urge the DOT to swiftly nominate him to this
    position.
                Sincerely,
                                                   Chris Spear,
                                                     President and CEO,
                                            American Trucking Associations.
                                                      Jim Ward,
                                                     President and CEO,
                                            Truckload Carriers Association.
                                                 Ryan Streblow,
                                                     President and CEO,
                                          National Tank Truck Carriers.
                                     ______

                                        PrePass Safety Alliance
                                         Phoenix, AZ, February 21, 2025

    Hon. Donald J. Trump,
    The White House,
    Washington, DC.

    Dear President Trump,

        PrePass Safety Alliance is America's largest and most successful
    public-private partnership between state law enforcement agencies and
    the trucking industry. The PrePass program allows safe and responsible
    motor carriers to bypass most highway weigh stations so that law
    enforcement can focus on carriers that need more attention. Our
    membership includes America's largest trucking companies, single-truck
    owner-operators, and many specialized carriers. We have invested over
    $1 billion in highway safety infrastructure at no cost to taxpayers.
    Bypass promotes the safe and efficient transportation of goods
    throughout the country.
        The Alliance has worked closely with the Federal Motor carrier
    Safety Administration since its inception in 2000. FMCSA safety data is
    crucial to our program and the states' safety compliance programs. We
    know a proactive, respectful, and responsive working relationship
    between the agency, states, and the motor carrier industry is critical
    to motor carrier safety and efficiency.
        With this experience in mind, the PrePass Safety Alliance is
    pleased to support your consideration of Retired Chief Derek Barrs of
    Florida to be FMCSA Administrator. Chief Barrs is widely respected in
    the highway safety community following his successful career with the
    Florida Highway Patrol. He would also bring an appreciation of the role
    of states in a Federal agency whose success relies on collaboration
    with its state partners and industry. Chief Barrs' effective engagement
    with American Trucking Associations and the Commercial Vehicle Safety
    Alliance further demonstrates his understanding of our industry from
    all stakeholder perspectives. His exceptional track record speaks
    volumes about his ability to lead, innovate, and make a lasting impact
    on public safety and commercial vehicle transportation. I believe Chief
    Barrs will represent your administration and FMCSA with integrity,
    energy, and common sense.
        Thank you for considering my views.
                Sincerely,
                                                  Mark Doughty,
                                                     President and CEO.

    Cc: The Honorable Sean Duffy, Secretary of Transportation
                                     ______

                             Commercial Vehicle Safety Alliance
                                           Washington, DC, July 9, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    U.S. Senate.

    Dear Chairman Cruz and Ranking Member Cantwell,

        The Commercial Vehicle Safety Alliance (CVSA) expresses strong
    support for the nomination of Derek Barrs for the role of FMCSA
    administrator and encourages the Senate Committee on Commerce, Science,
    and Transportation to quickly advance his nomination to the full Senate
    for approval.
        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.
        FMCSA's primary mission is to prevent commercial motor vehicle-
    related fatalities and injuries. Mr. Barrs's history of leadership in
    commercial motor vehicle safety and enforcement gives him the
    experience and exposure necessary to guide FMCSA in this mission. In
    his previous roles at the Florida Department of Transportation and
    Florida Highway Patrol, he demonstrated his dedication to ensuring
    highway safety and equipped him with a unique perspective on issues
    impacting the commercial motor vehicle industry.
        Following his retirement from the state, Barrs continued to be an
    active, vocal leader in the commercial motor vehicle safety arena. If
    confirmed, CVSA looks forward to working with Barrs in this new
    capacity to improve commercial motor vehicle safety.
        The Alliance works to closely monitor, evaluate and identify
    potentially unsafe transportation processes and procedures as well as
    to help facilitate and implement best practices for enhancing safety on
    our highways. Commercial motor vehicle safety continues to be a
    challenge, and we need the involvement of all affected parties to help
    us better understand these issues and put into place practical
    solutions.
        If you have further questions or comments, please do not hesitate
    to contact me by phone at 202-998-1008 or by e-mail at
    collin.mooney@cvsa.org.
                Respectfully,
                                    Collin B. Mooney, MPA, CAE,
                                                    Executive Director,
                                        Commercial Vehicle Safety Alliance.
                                     ______

                                                      Drivewyze
                                             Madison, WI, July 11, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        On behalf of Drivewyze, I am honored to provide this letter of
    recommendation for Derek Barrs in his consideration for the position of
    Administrator at the Federal Motor Carrier Safety Administration
    (FMCSA). Having known and collaborated with Derek for over ten years,
    both in his governmental and industrial roles as well as his leadership
    position within the Commercial Vehicle Safety Alliance--where he worked
    with enforcement and industry partners nationwide to find common ground
    and achieve significant progress--I can confidently assert that he is
    an outstanding candidate for this vital leadership role.
        Drivewyze is a technology leader in the commercial vehicle
    industry, with the largest connected truck platform in North America.
    Our vision is a safe, efficient and sustainable commercial
    transportation system with no crashes and zero fatalities. We strive to
    achieve this through innovative technologies and solutions to support
    the programs of our government agency partners. We have implemented
    roadside technologies on highways with 27 state enforcement agencies
    and run the largest commercial vehicle preclearance network in the USA
    through public-private partnerships with 45 state agencies.
        Derek's extensive 17-year career in commercial vehicle compliance
    with the Florida Department of Transportation and the Florida Highway
    Patrol has shaped him into a respected leader in transportation safety
    and enforcement. His deep understanding of the commercial vehicle
    sector, coupled with his unwavering commitment to public safety, makes
    him uniquely qualified to lead FMCSA.
        Throughout his career, Derek has demonstrated not only technical
    expertise but also an innovative approach to solving complex
    transportation challenges. He possesses a rare ability to balance
    regulatory policy with industry-driven innovation, ensuring that safety
    and efficiency work hand in hand. His leadership in addressing emerging
    issues in the commercial vehicle space has set him apart as a forward-
    thinking professional who is always ahead of the curve.
        Beyond his professional accomplishments, Derek is a person of
    integrity and honor. He has earned the respect of colleagues across
    enforcement agencies, the transportation community, and the industry at
    large. His ability to engage stakeholders, foster collaboration, and
    drive meaningful change will be invaluable in his role as FMCSA
    Administrator.
        I can think of no finer choice to lead FMCSA into the future. I
    strongly support Derek's candidacy and have no doubt that his
    leadership will make a lasting impact on commercial vehicle safety and
    compliance. Please do not hesitate to contact me if you require any
    further information.

                                                 Brian Mofford,
                               SVP, Drivewyze Infrastructure Solutions,
                                                  Drivewyze by Fleetworthy.
                                     ______

                        Autonomous Vehicle Industry Association
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        The Autonomous Vehicle Industry Association (``AVIA'') writes to
    encourage the Committee on Commerce, Science, and Transportation to
    move forward expeditiously with Jonathan Morrison's nomination as
    Administrator of the National Highway Traffic Safety Administration
    (``NHTSA''). Having Senate-confirmed leadership in place will allow
    NHTSA to better carry out its vital role of supporting motor vehicle
    safety nationwide, including actions to support the safe deployment of
    autonomous vehicle (``AV'') technologies. AVs will play a pivotal role
    in addressing critical challenges facing our nation, including reducing
    the persistent and unacceptable level of traffic fatalities in our
    country, increasing access to transportation, enhancing supply chain
    efficiency, and expanding economic output.
        In the last several years, U.S. states have raced ahead on AV
    policy, and today 26 U.S. states have AV deployment statutes. State-
    level interest in this game-changing technology is welcome, but it is
    no substitute for Federal leadership. AVIA commends Secretary Duffy and
    his team at the U.S. Department of Transportation (``USDOT'') for their
    early and significant attention to AVs, including the new Automated
    Vehicle Framework that was announced in April.\1\ AVIA looks forward to
    working closely with members of the Senate Commerce Committee on
    autonomous vehicle legislation that advances American leadership on
    this transformative technology.
    ---------------------------------------------------------------------------
        \1\ See Trump's Transportation Secretary Sean P. Duffy Unveils New
    Automated Vehicle Framework as Part of Innovation Agenda, U.S. Dep't of
    Transp. (Apr. 24, 2025), https://www.transportation.gov/briefing-room/
    trumps-transportation-secretary-sean-p-duffy-unveils-new
    -automated-vehicle-framework.
    ---------------------------------------------------------------------------
        To further accelerate the safe and timely deployment of AVs,
    earlier this year AVIA released Securing American Leadership in
    Autonomous Vehicles,\2\ a comprehensive set of Federal AV policy
    recommendations that includes specific recommendations for NHTSA. These
    recommendations include:
    ---------------------------------------------------------------------------
        \2\ Autonomous Vehicle Indus. Ass'n, Securing American Leadership
    in Autonomous Vehicles (2025), https://theavindustry.org/resources/
    Securing%20American%20Leadership%20
    in%20Autonomous%20Vehicles1.pdf

       Initiating rulemaking to create a new Federal Motor Vehicle
            Safety Standard (``FMVSS'') that requires AV manufacturers to
            self-certify their autonomous driving systems (``ADS'')
            demonstrate a basic level of driving proficiency appropriate
    ---------------------------------------------------------------------------
            for its operational design domain.

       The creation of a new FMVSS to require that ADS manufactures
            develop, and provide upon request, a detailed ``safety case''
            that describes the manufacturer's conclusion that the design,
            construction, and performance of an ADS protects against an
            unreasonable risk to motor vehicle safety, as defined in 49
            U.S.C. Sec. 30102(a)(9).

       Clarification by NHTSA or Congress that regulatory
            requirements for manually operated driving controls and certain
            indicators and telltales are not applicable to Level 4 or Level
            5 ADS-dedicated vehicles because those controls, indicators,
            and telltales are intended for an in-vehicle human driver.

       Creation of a National AV Safety Data Repository to include
            relevant data about AV incidents and make information available
            to state transportation regulatory agencies.

       Moving forward with a voluntary AV demonstration program
            that is an enhanced pathway to the deployment of AVs whose
            designs require exemptions from current FMVSSs, but which
            achieve at least an equivalent level of safety.

        By expeditiously moving forward with the nomination process for Mr.
    Morrison the Committee will help position NHTSA and the USDOT to
    develop and implement these polices and others that will unlock the
    full potential of AVs, ensuring that the United States remains the
    world leader in autonomous vehicle technology. The autonomous vehicle
    industry looks forward to working closely with Administrator Morrison
    and the team at NHTSA.
                Sincerely,
                                                   Jeff Farrah,
                                               Chief Executive Officer,
                                   Autonomous Vehicle Industry Association.
    CC: Jonathan Morrison, Nominee, NHTSA Administrator
                                     ______

                        Autonomous Vehicle Industry Association
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell,

        The Autonomous Vehicle Industry Association (``AVIA'') writes to
    encourage the Committee on Commerce, Science, and Transportation to
    move forward expeditiously with Derek Barrs's nomination as
    Administrator of the Federal Motor Carrier Safety Administration
    (``FMCSA''). Having Senate-confirmed leadership in place will allow
    FMCSA to better carry out its vital role in regulating commercial motor
    vehicle (``CMVs'') and motor carrier safety nationwide and taking
    action to support the safe deployment of CMVs equipped with autonomous
    vehicle (``AV'') technologies. Autonomous CMVs will play a pivotal role
    in addressing critical roadway safety and supply chain efficiency
    challenges facing our nation, while also helping expand economic
    output.
        In partnership with Congress, the Trump Administration has the
    opportunity to promote the continued development and deployment of AVs
    in the United States, and AVIA commends Secretary Duffy and his team at
    the U.S. Department of Transportation for their early and significant
    attention to AVs.\1\ We are optimistic that this progress will continue
    under the leadership of a confirmed FMCSA administrator. AVIA looks
    forward to working closely with members of the Senate Commerce
    Committee on autonomous vehicle legislation that advances American
    leadership on this transformative technology.
    ---------------------------------------------------------------------------
        \1\ See Trump's Transportation Secretary Sean P. Duffy Unveils New
    Automated Vehicle Framework as Part of Innovation Agenda, U.S. Dep't of
    Transp. (Apr. 24, 2025), https://www
    .transportation.gov/briefing-room/trumps-transportation-secretary-sean-
    p-duffy-unveils-new-automated-vehicle-framework.
    ---------------------------------------------------------------------------
        To fully realize the benefits offered by AVs, a supportive and
    uniform nationwide Federal policy framework is essential, as AVIA laid
    out earlier this year in our publication, Securing American Leadership
    in Autonomous Vehicles.\2\ Our proposed framework includes specific
    actions that FMCSA can undertake to support the safe and timely
    deployment of autonomous technology, such as:
    ---------------------------------------------------------------------------
        \2\ Autonomous Vehicle Indus. Ass'n, Securing American Leadership
    in Autonomous Vehicles (2025), https://theavindustry.org/resources/
    Securing%20American%20 Leadership%20in
    %20Autonomous%20Vehicles1.pdf

       Codifying FMCSA's 2018 interpretation that the Federal Motor
            Carrier Safety Regulations do not require a human driver to
            operate or be present in a CMV being operated by a Level 4 or 5
            Autonomous Driving System.\3\ AVIA research has determined that
            this groundbreaking interpretation unlocked more than $6
            billion in private capital investment into autonomous CMV
            companies, with even more in the public markets.\4\
    ---------------------------------------------------------------------------
        \3\ U.S. Dep't of Transp., Preparing for the Future of
    Transportation: Automated Vehicles 3.0 (AV 3.0) 9 (Oct. 2018), https://
    www.transportation.gov/sites/dot.gov/files/docs/policy
    -initiatives/automated-vehicles/320711/preparing-future-transportation-
    automated-vehicle-30.pdf.
        \4\ The Trump Administration poliyc that kickstarted a supply chain
    revolution, AVIA (April 23, 2025), https://www.theavindustry.org/blog/
    the-trump-administration-policy-that-kickstarted-a-supply-chain-
    revolution.

       Address the warning device requirements included within 49
            C.F.R. Sec. Sec. 392.22 and 393.95, which require the physical
            placement of warning devices by a human being in front of and
            behind a stopped CMV and limit the types of warning devices
            that can be used. FMCSA should reverse its denial of an AV-
            industry backed exemption request that would have allowed the
            use of new emergency warning device solutions that utilize cab-
            mounted beacons instead of driver placed devices, a solution
            that not only allows ADS-equipped CMVs to meet the warning
            device requirement, but also gives human drivers a safe
    ---------------------------------------------------------------------------
            alternative to exiting their vehicles on busy highways.

       Supporting efforts to build on the existing consensus
            approach to autonomous truck inspection protocols, in
            partnership with state law enforcement officials and industry
            that is informed by real-world experience. For example, FMCSA
            should continue to support the Commercial Vehicle Safety
            Alliance on its Enhanced CMV Inspection Program for autonomous
            CMVs.

        By expeditiously moving forward on Mr. Barrs's nomination process,
    the Committee will help position FMCSA to implement these and other
    policies to foster the further deployment of autonomous CMVs and unlock
    their full potential. The autonomous vehicle industry looks forward to
    working closely with Administrator Barrs and the team at FMCSA.
                Sincerely,
                                                   Jeff Farrah,
                                               Chief Executive Officer,
                                   Autonomous Vehicle Industry Association.
    CC: Derek Barrs, Nominee, FMCSA Administrator
                                     ______

                    Autonomous Vehicle Industry Association
           AVIA Congratulates Derek Barrs on Nomination to Lead FMCSA
        WASHINGTON--AVIA released the following statement from CEO Jeff
    Farrah on the recent nomination of Derek Barrs to lead the Federal
    Motor Carrier Safety Administration:

        ``AVIA congratulates Derek Barrs on his nomination to serve as the
    next FMSCA Administrator. Mr. Barrs brings years of law enforcement and
    transportation policy experience to the position and will be an
    important voice in the Department of Transportation for the development
    of Federal autonomous vehicle policy. We look forward to working with
    Mr. Barrs and Secretary Duffy to strengthen American leadership in
    autonomous vehicles.''

        Earlier this year, AVIA released its comprehensive Federal policy
    framework, ``Securing American Leadership in Autonomous Vehicles.'' The
    recommendations for policymakers emphasize the urgent need for Federal
    action to secure the United States' position as a global leader in
    autonomous vehicle (AV) technology while ensuring safety, fostering
    innovation, and promoting economic resilience.
        AVIA's framework builds upon the Department of Transportation's
    Framework for Automated Driving System Safety, first introduced in 2020
    and prioritizes:
    AV Safety, Transparency, and Accountability
       Establishing a National AV Safety Data Repository for
            incident reporting and transparency.

       Commencing rulemaking on a core set of Autonomous Driving
            System (ADS) competency requirements and require that
            commercially deployed ADS manufacturers develop a safety case.
    Advancing American Leadership on AVs
       Modernizing Federal Motor Vehicle Safety Standards (FMVSS)
            by NHTSA clarifying, through interpretation and/or regulatory
            changes, that requirements for manually operated driving
            controls are not applicable to Level 4 and 5 ADS-equipped
            vehicles.

       Encouraging Federal legislation on, cybersecurity, privacy,
            and accessibility initiatives.
    Supporting Supply Chain Resiliency Through Autonomous Trucking
       Support for America's supply chain with Federal policy on
            autonomous trucking, including codification of previous Federal
            Motor Carrier Safety Administration (FMCSA) 2018 interpretation
            that a human driver need not be present in a commercial motor
            vehicle operated by a Level 4 or 5 ADS

       FMCSA action to allow use of cab-mounted warning beacons on
            autonomous trucks to support road safety and innovation.
    Supporting Safety Regulators with Enhanced Resources
       Increasing funding for the Department of Transportation
            (DOT), National Highway Traffic Safety Administration (NHTSA),
            and Federal Motor Carrier Safety Administration (FMCSA) to
            ensure expert regulators have the resources they need on AV
            policy.
    Protecting National Security While Promoting AV Leadership
       Bolstering domestic manufacturing of critical AV hardware,
            such as sensors. Read the full recommendations here. [https://
            theavindustry.org/ resources/Securing%20American%20
            Leadership%20in%20Autonomous% 20Vehicles1.pdf]
                                     ______

                      American Pipeline Contractors Association
                                                          July 15, 2025

    Hon. Ted Cruz,
    Chair,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    Committee on Commerce, Science, and Transportation,
    United States Senate,
    Washington, DC.

    Re: APCA letter of support for Paul Roberti to lead the U.S. Department
                of Transportation's Pipeline and Hazardous Materials Safety
                Administration (PHMSA)

    Dear Chair Cruz and Ranking Member Cantwell:

        The American Pipeline Contractors Association (APCA) fully supports
    President Donald J. Trump's nomination of Paul Roberti to serve as
    Administrator of the Pipeline and Hazardous Materials Safety
    Administration (PHMSA).
        APCA represents construction firms, manufacturers, and suppliers
    who build and maintain interstate pipeline systems. Every day, APCA
    members provide the manpower to build the infrastructure needed to
    deliver critical energy across the country. Safety is always our top
    concern.
        APCA is impressed that Mr. Roberti's career includes six years as a
    utility regulator in his home state of Rhode Island. He previously
    served as PHMSA's general counsel, where he oversaw enforcement of the
    agency's safety regulations.
        APCA's leadership and member companies strongly urge Senators to
    vote to confirm Paul Roberti as PHMSA Administrator.
        Our organization looks forward to working with Mr. Roberti to
    enhance and improve our industry's safety while delivering quality
    energy pipeline infrastructure to America.
                Sincerely,
                                                    Tim Wagner,
                                                    Executive Director,
                                 American Pipeline Contractors Association.
                                     ______

                      Associated General Contractors of America
                                                          March 4, 2025

    Chairman Ted Cruz,
    Commerce, Science, and Transportation Committee,
    United States Senate,
    Washington, DC.
    Ranking Member Maria Cantwell,
    Commerce, Science, and Transportation Committee,
    United States Senate,
    Washington, DC.

    RE: AGC Support for Paul Roberti's Nomination to the Pipeline and
                Hazardous Materials Safety Administration

    Dear Chairman Cruz and Ranking Member Cantwell:

        The Associated General Contractors of America (AGC) supports the
    nomination of Mr. Paul Roberti as Administrator of the Pipeline and
    Hazardous Materials Safety Administration (PHMSA). AGC is a national
    construction trade association representing more than 28,000
    construction firms with chapters and members in every state, the
    District of Columbia and Puerto Rico. AGC members are engaged in
    excavation and utility construction including pipelines and understand
    the importance of their safety and infrastructure.
        Mr. Roberti has demonstrated leadership in pipeline safety when he
    served as PHMSA Chief Counsel during the previous Trump administration.
    This role gave him valuable background experience and an understanding
    of the needs of America's pipeline system. Mr. Roberti also has
    pipeline experience from serving as Commissioner on the Rhode Island
    Public Utilities Commission, which provides him with additional
    knowledge and experience that can benefit PHMSA's work nationwide.
        Importantly, Mr. Roberti understands the important role pipelines
    serve in transporting energy safely and efficiently into our economy.
    The construction of pipelines will provide cheaper energy for Americans
    and support well-paying construction jobs across the country.
        AGC looks forward to working with Mr. Roberti on the construction
    and safety of our pipeline system. As such, we urge the Senate to
    quickly confirm his nomination.
                Sincerely,
                                              Jeffrey D. Shoaf,
                                               Chief Executive Officer.

    CC: All members of the U.S. Senate Committee on Commerce, Science, and
    Transportation
                                     ______

                           Montana Department of Transportation
                                                Helena, MT, May 9, 2025

    Hon. Tim Sheehy,
    United States Senate,
    Washington, DC.

    Re: FMCSA Administrator--Letter of Support for Derek Barrs

    Dear Senator Sheehy,

        On behalf of the Montana Department of Transportation I am honored
    to write this letter in strong support of Derek Barrs consideration for
    the position of Administrator of the Federal Motor Carrier Safety
    Administration (FMCSA).
        Mr. Barrs spent over 17 years in the commercial motor vehicle
    industry while serving in various law enforcement capacities for the
    Florida Department of Transportation and Florida Highway Patrol, which
    gives him a wealth of knowledge in commercial vehicle enforcement.
    After retiring from the state, Mr. Barrs remained in the commercial
    motor vehicle safety industry and has over 5 years of industry
    experience. During this time, he was actively involved in leadership
    roles within the Commercial Vehicle Safety Alliance (CVSA), Florida
    Trucking Association, and serving on the American Trucking
    Associations' Law Enforcement Advisory Board, further demonstrating his
    commitment to be an active leader in the commercial motor vehicle
    safety realm.
        The knowledge and experience that Mr. Barrs brings from both
    enforcement and industry perspectives affords him the opportunity to be
    a unique and exceptionally qualified candidate to lead the FMCSA. Mr.
    Barrs's experience and work history would be invaluable to FMCSA and
    the commercial motor vehicle community, and I would urge the Committee
    to report his nomination favorably to the full Senate for
    consideration.
                Sincerely,
                                        Christopher Dorrington,
                                                              Director.
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
                                     ______

                                 Truckload Carriers Association
                                                          July 10, 2025

    Hon. Ted Cruz,
    Chairman,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    United States Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman and Ranking Member:

        On behalf of the Truckload Carriers Association (TCA), I am writing
    to express our strong support for Derek Barr's nomination as the next
    Administrator of the Federal Motor Carrier Safety Administration
    (FMCSA). The trucking industry moves approximately 75 percent of all
    freight transported by all modes in the United States. As such, our
    industry plays a vital role in keeping America's supply chain moving
    and ensuring goods reach communities across the Nation safely and
    efficiently.
        To protect all drivers on our Nation's highways, TCA continues to
    advocate for allocating dedicated funding to address the ongoing truck
    parking crisis, continuing to improve safety technologies, and
    supporting policies that foster a resilient and thriving supply chain.
    Mr. Barrs' leadership and experience make him exceptionally well-suited
    to lead the FMCSA in advancing these priorities.
        Throughout his career, Mr. Barrs has demonstrated a steadfast
    commitment to strengthening collaboration between the trucking industry
    and law enforcement. He has held multiple leadership roles within the
    Florida Department of Transportation and the Florida Highway Patrol,
    where he was instrumental in advancing safety initiatives for
    commercial motor vehicles. Most recently, he has consulted on traffic-
    related and commercial motor vehicle safety projects across numerous
    states, bringing his expertise to diverse regions and stakeholders.
        TCA members who have worked with Mr. Barrs speak highly of his
    thoughtful leadership and dedication to improving safety and compliance
    across the industry. His track record reflects a clear understanding of
    the complex realities facing motor carriers today and a strong
    commitment to working collaboratively toward effective, practical
    solutions.
        We have full confidence in Mr. Barrs' abilities and respectfully
    urge the Senate to confirm his nomination. We are confident he will
    bring integrity, experience, and a results-driven approach to FMCSA at
    a time when the agency's work is more important than ever.
                Sincerely,
                                                      Jim Ward,
                                                             President,
                                                                       TCA.
                                     ______

                                     American Chemistry Council
                                                          July 16, 2025

    Hon. Ted Cruz,
    Chairman,
    U.S. Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.
    Hon. Maria Cantwell,
    Ranking Member,
    U.S. Senate,
    Committee on Commerce, Science, and Transportation,
    Washington, DC.

    Dear Chairman Cruz and Ranking Member Cantwell:

        I write to you on behalf of the American Chemistry Council (ACC) in
    support of the confirmation of Paul Roberti as Administrator of the
    Pipeline and Hazardous Materials Safety Administration (PHMSA) at the
    Department of Transportation. Mr. Roberti has an impressive history of
    public service and a proven track record of getting things done in his
    previous role at PHMSA. If confirmed, we are confident that he will
    lead the agency with integrity and work to advance hazardous materials
    transportation safety while improving efficiency and modernizing agency
    procedures.
        ACC represents more than 190 of America's leading chemical
    companies. Our members produce a wide variety of chemicals, polymers,
    and related products that make our lives and our world healthier,
    safer, more productive, and more sustainable.
        The business of chemistry supports over 25 percent of the U.S.
    Gross Domestic Product and directly touches nearly all manufactured
    goods. We rely on all modes of transportation to safely deliver
    chemicals crucial to everyday life and the chemical industry is one of
    the largest shipping customers for both freight rail and trucking.
    These chemicals are used in critical functions such as water treatment,
    food production, healthcare, and much more. We rely on a strong,
    resilient, and efficient freight transportation network to support our
    domestic and international supply chains.
        It is critical that PHMSA puts forward regulatory solutions that
    allow American businesses to fully and safely utilize the United
    States' dynamic transportation system. Mr. Roberti's experience at the
    agency will help guide it to future success.
        We strongly recommend confirming Mr. Roberti as PHMSA
    Administrator.
        If you have any questions or require additional information, please
    do not hesitate to contact me.
                Sincerely,
                                                    Chris Jahn,
                                                     President and CEO,
                                                American Chemistry Council.

        The Chairman. Senators will have until the close of
    business on Friday, July 18, to submit questions for the
    record. The nominees will have until the close of business on
    Monday, July 21, to respond to those questions.
        That concludes today's hearing. The Committee stands
    adjourned.
        [Whereupon, at 12:01 p.m., the hearing was adjourned.]

                                A P P E N D I X

        Response to Written Questions Submitted by Hon. Jerry Moran to
                                  Derek Barrs
        Question 1. The previous Surface Transportation Reauthorization
    included the Safe Driver Apprenticeship Pilot Program (SDAP),
    established by FMCSA to assist 18-, 19-, and 20-year-old individuals to
    pursue interstate trucking careers.
        The Biden administration added onerous and costly requirements that
    deterred motor carriers from participating in the program, which took
    Congressional action to remove. Providing additional uncertainly, the
    program is set to expire later this year.
        If confirmed, will you commit to supporting the continuation of the
    SDAP program as Congress further considers this issue as part of the
    next surface transportation bill?
        Answer. As a former law enforcement officer and a member of the
    Florida Trucking Association, with decades of experience in public
    safety, my priority has been and will continue to be the safety of both
    drivers and the traveling public. The SDAP program is set to expire in
    November. The data needs to be examined and a report will be sent to
    Congress. If confirmed, I will work with the Secretary, as well as
    Congress to explore the next steps necessary to set the future
    generation of truck drivers up for success.

        Question 2. I have heard from drivers that they are not being
    allowed access to restrooms at various facilities, including shippers,
    receivers, and warehouses. I know certain states, including Washington,
    have taken steps to ensure access to these facilities.
        If confirmed as FMCSA Administrator, will you support legislative
    or regulatory efforts to restore basic human dignity to the men and
    women who keep our supply chain moving and ensure our Nation's truck
    drivers have access to these facilities?
        Answer. I believe in dignified working conditions for all drivers
    on the road. Part of the effort to improve motor carrier safety must
    include improving working conditions, which in turn helps to retain
    safe and experienced drivers. If confirmed, I am willing to further
    discuss this important issue to restore human dignity to our Nation's
    truck drivers and explore potential solutions.

        Question 3. Integral to the mission of the agency you are nominated
    to lead is coordination with other Federal departments and agencies and
    with states, localities, and industry stakeholders to deliver safe and
    efficient transportation networks.
        How will you leverage relationships with state departments of
    transportation, metropolitan planning organizations, local governments,
    and other partners to navigate diverse transportation safety needs
    while upholding a uniform standard of safety throughout the country?
        Answer. As you mentioned safety is integral to the mission, and
    coordination with other entities to ensure our Nation's roadways are
    safe and efficient is paramount. FMCSA relies on the work our state
    inspectors conduct every day to ensure the motoring public is safe.
        Secretary Duffy recently announced the launch of a nationwide audit
    of state practices for issuing non-domiciled Commercial Driver's
    Licenses (CDLs). Ensuring that our state partners are issuing CDLs at
    the level the Agency deems necessary is critical to a safe and
    efficient supply chain.
                                     ______

          Response to Written Questions Submitted by Hon. Ted Budd to
                                  Derek Barrs
        Question 1. The Entry Level Driver Training Rule created minimum
    standards for truck driver training, but many CDL mills and bad actors
    continue to disregard the rule. This is a safety issue, but FMCSA has
    made little progress on removing unfit training organizations from the
    Training Provider Registry. Will you commit to increasing enforcement
    of the Training Provider Registry and removing bad actors within 90
    days of a complaint?
        Answer. Ensuring bad actors are not training the commercial motor
    vehicle drivers of tomorrow is critical in maintaining national safety
    on our roadways. The FMCSA is authorized to audit and investigate
    providers in order to identify and address those who are not compliant
    with the regulations or who are engaging in fraudulent or criminal
    activities. If confirmed, I will commit to auditing and removing bad
    actors within a timely manner.

        Question 2. I understand some autonomous trucking companies have
    previously sent a petition to FMCSA seeking to be allowed to use new
    warning devices on their vehicles, but were denied by the last
    administration. If confirmed, would you be willing to take another look
    at that petition? How should FMCSA adapt regulations to new
    technologies, including autonomous trucking?
        Answer. The core mission of FMCSA is, and always will be, safety.
    FMCSA's unwavering commitment is to save lives and prevent injuries and
    crashes involving large trucks and buses. Every decision FMCSA makes
    and every regulation it considers must be viewed through the lens of
    this fundamental responsibility. FMCSA should support innovation while
    ensuring the highest level of safety on our Nation's roadways. This
    means FMCSA must guarantee the safe integration of Automated Driving
    Systems (ADS)-equipped commercial motor vehicles. A critical component
    of this is ensuring that these vehicles meet a level of safety that is
    equivalent to or greater than the safety standards we currently have in
    place for all commercial motor vehicles. Any petition that comes before
    the agency should be given a fresh and comprehensive review based on
    the latest available safety data and technological analysis.
    Additionally, if confirmed, I will review the ADS rulemaking for
    alignment with the Department's and Administration's priorities and
    will be updating the status and next steps in the Unified Agenda of
    Regulatory and Deregulatory Actions.
                                     ______

         Response to Written Questions Submitted by Hon. Tim Sheehy to
                                  Derek Barrs
        Question 1. Chief Barrs, a speed-limiter rule would disrupt the
    economy in rural states like Montana and jeopardize safety. Will you
    continue to engage small-business truckers in preventing any speed-
    limiter mandate, and commit to engaging with them on other important
    safety issues?
        Answer. On June 27, 2025, Secretary Duffy unveiled the Department's
    ``Supporting American Truck Driver'' initiative that is in line with
    the President's ``Enforcing Commonsense Rules of the Road For America's
    Truck Drivers'' Executive Order. As part of the Pro-Trucker initiative,
    FMCSA and NHTSA jointly announced and subsequently have taken actions
    to withdraw a proposal to require speed-limiting devices on heavy
    vehicles.
        This decision respects the professionalism of drivers and
    acknowledges the proposed rulemaking lacked a sufficiently clear and
    compelling safety justification.

        Question 2. Montana is home to cutting-edge photonics technology
    being deployed in autonomous systems. Do you see opportunities at FMCSA
    to embrace innovation, including autonomous systems, to make meaningful
    improvements to roadway safety?
        Answer. During my time in law enforcement, I utilized many
    different tools in the proverbial toolbelt in order to ensure safety is
    maintained. If confirmed, I am happy to work with Congress to explore
    opportunities for alignment with the Department's and Administration's
    priorities to utilize automation to make meaningful improvements to
    roadway safety.
                                     ______

       Response to Written Questions Submitted by Hon. Maria Cantwell to
                                  Derek Barrs
    Federal Workforce Staffing Cuts
        In May, DOT paused its planned reductions in force due to ongoing
    litigation. On July 8, the Supreme Court allowed the Administration to
    move forward with widespread firings. There is now uncertainty about
    what actions DOT plans to take. Meanwhile, 13.7 percent of Federal
    Motor Carrier Safety Administration (FMCSA) employees have already left
    the agency through the deferred resignation program.

        Question 1. Yes or No: Do you oppose a reduction-in-force at FMCSA,
    particularly when the agency has already lost nearly 14 percent of its
    workforce?
        Answer. I support Secretary Duffy and President Trump and will
    ensure that safety continues to be priority number 1.

        Question 2. Are you concerned that widespread departures may be
    contributing to the decline in enforcement of commercial motor vehicle
    safety laws?
        Answer. It is my understanding that critical safety positions are
    exempt and not eligible to participate in the deferred resignation
    program.
    Autonomous Vehicle Safety and AI Moratorium
        Mr. Barrs, some of my colleagues have proposed prohibiting state
    and local governments from regulating AI. This would include
    prohibiting states from imposing safety and reporting requirements on
    autonomous vehicles.

        Question 1. Are you aware of any Federal requirements to ensure the
    safe operation of autonomous trucks?
        Answer. While a comprehensive Federal regulatory framework for
    autonomous trucks has not been released, FMCSA may exercise its
    existing authority to ensure their safe operation. A motor carrier
    operating in interstate commerce may not operate an autonomous truck
    unless it complies with all current operational requirements and
    standards for parts and accessories as prescribed by the Federal Motor
    Carriers Safety Regulations (FMCSRs). FMCSA retains full enforcement
    authority and can place a vehicle out of service if an automated system
    creates an ``imminent hazard.'' Furthermore, any equipment installed
    that decreases the safety of operation can subject the motor carrier to
    additional enforcement action. If a company cannot fully comply with
    existing regulations, it must seek an exemption by demonstrating a
    likely equivalent to or greater level of safety.

        Question 2. If the Federal government does not have any safety
    requirements, do you think it make sense to prohibit states like
    Florida from ensuring autonomous trucks are safe to operate on public
    roads?
        Answer. Uniformity across our Nation's roadways--particular with
    interstate commerce--ensures there isn't a patchwork of different rules
    and regulations that would deter truck drivers from focusing on their
    day to day operations of safely moving freight.
    Fatigue and Truck Accidents
        There were 54 fatal accidents with large trucks in Washington State
    last year, and 1,200 more accidents that resulted in injuries. The NTSB
    has frequently cited fatigue as a significant factor in fatal truck
    crashes. To ensure that truck and bus drivers are getting the rest they
    need, drivers must comply with hours-of-service requirements.
        However, in President Trump's first term DOT created a loophole to
    allow truck drivers to continue driving a loaded truck as long as it
    was for a personal reason known as personal convenience. The Commercial
    Motor Vehicle Safety Alliance found that about 40 percent of drivers
    were misusing this flexibility, and those drivers were four times as
    likely to be in a crash.

        Question 1. Yes or No: If confirmed, would you work to close this
    loophole?
        Answer. There is no question that fatigued driving is a direct
    threat to public safety. No driver should ever operate a commercial
    motor vehicle when their alertness is impaired to a degree that would
    prevent the safe operation of that vehicle. The Hours-of-Service
    regulations are a cornerstone of FMCSA's efforts to combat fatigue.
        Commercial motor vehicle drivers operating in interstate commerce
    must comply with the FMCSRs. Any operation of a commercial motor
    vehicle outside the limits of these safety regulations is unacceptable
    and should be subject to appropriate enforcement action. If confirmed,
    I will ensure the Agency's rulemakings are data driven to improve the
    safety on our Nation's roadways.
    Reconciliation Bill and Overtime for Truck Drivers
        President Trump has touted his recent tax bill as the largest tax
    cut in history for middle-and working-class Americans.'' One key
    provision is intended to eliminate taxes on overtime for workers. There
    are 3.5 million truck drivers employed in this country, including
    34,500 truck drivers in the State of Washington. Truck drivers are
    exempted from receiving overtime under the Fair Labor Standards Act of
    1938. We hear from the Trucking Industry frequently about the driver
    shortage.

        Question 1. Do you think that preventing truck drivers from
    receiving a tax exemption on overtime payments will help or hurt the
    trucking industry's ability to recruit new drivers?
        Answer. The millions of truck drivers in this country are the
    backbone of our economy and absolutely critical to the strength of our
    supply chain. They deserve to be treated with dignity and respect for
    the difficult and essential work they perform every day. Addressing
    challenges like driver recruitment and retention is vital for our
    Nation's economic prosperity.
        Questions of overtime pay and tax policy are important ones and
    impact the lives of drivers. However, the laws and regulations
    governing overtime for truck drivers are rooted in the Fair Labor
    Standards Act, which is administered by the Department of Labor, and
    tax policy is determined by Congress. The mission of FMCSA is focused
    solely on safety. My commitment, if confirmed, is to lead FMCSA with a
    laser focus on that safety mission.
    Driver Training
        Currently Federal entry level driver training requirements do not
    require truck drivers to spend a certain number of hours training
    behind the wheel of a truck. However, in a negotiated rulemaking a
    broad coalition of trucking companies, drivers, and safety groups
    agreed that it would be appropriate for drivers to receive at least 30
    hours of behind the wheel training.

        Question 2. Do you think the Entry Level Driver Training
    requirements need to be reviewed to require some amount of behind-the-
    wheel training?
        Answer. Proficiency behind the wheel is the ultimate goal of the
    entry level driving training. We must be confident that when a driver
    gets behind the wheel of a large truck the driver is trained and ready
    to operate safely on America's roadways. If confirmed, ensuring that
    only the safest drivers are behind the wheel of a commercial vehicle
    will continue to be among the Agency's top priority.
    Under 21-Year-Old Truck Drivers
        According to the American Trucking Associations (ATA), the industry
    is facing a shortage of 60,000 truck drivers. However, truck drivers
    under the age of 21 are not permitted in interstate commerce, despite
    being able to drive in intrastate commerce in most states.

        Question 1. Do you believe that allowing 18-year-olds to drive in
    interstate commerce is a good solution to address ATA's concerns about
    a trucking shortage.
        Answer. As a former law enforcement officer and a member of the
    Florida Trucking Association, with decades of experience in public
    safety, my priority has been and will continue to be the safety of both
    drivers and the traveling public, as well as the efficient delivery of
    our Nation's freight. Ensuring that only the safest drivers are behind
    the wheel of a commercial vehicle will continue to be among the
    Agency's top priority. The Safe Driver Apprenticeship Program (SDAP) is
    set to expire in November. The data needs to be examined and a report
    will be promptly sent before Congress. If confirmed, I will work with
    the Secretary, as well as Congress, to explore the next steps necessary
    to set up the future generation of truck drivers for success.
    Lease to Own Agreements
        The Bipartisan Infrastructure Law created a task force to study
    predatory lease to purchase agreements for truck drivers. The task
    force, made up of a broad group including carriers, owner-operators,
    lessors, attorneys, and economists recommended that these lease to
    purchase agreements be banned.

        Question 1. Do you agree these agreements should be banned?
        Answer. If confirmed, I will work with the industry to ensure
    safety is the top priority when operating a commercial motor vehicle
    business.

        Questions 2. What steps will you take at FMCSA to address the
    recommendations in this report?
        Answer. If confirmed, I will work with the industry to ensure
    safety is the top priority when operating a commercial motor vehicle
    business.
    Universal Identifiers
        The Commercial Vehicle Safety Alliance, which represents many state
    commercial vehicle enforcement organizations, has recommended that
    FMCSA require universal identifiers on all trucks to improve
    enforcement efficiency. However, some truck drivers have raised privacy
    concerns with the technology.

        Question 1. Do you think that universal identifiers are beneficial
    to truck safety enforcement?
        Answer. I served as the chairman of the Commercial Vehicle Safety
    Alliance's Enforcement and Industry Modernization Committee and
    President of the Transportation Industry membership.
        There, I helped advance initiatives in connected and automated
    vehicle technologies, data sharing, and cross-jurisdictional
    collaboration. If confirmed, I will work with industry and stakeholders
    to progress technologies and improve safety.

        Question 2. What actions regarding universal identifiers would you
    take at FMCSA?
        Answer. If confirmed, I will work with industry to create
    collaborative ways to improve safety.
                                     ______

       Response to Written Questions Submitted by Hon. Edward Markey to
                                  Derek Barrs
    Automatic Emergency Braking
        The Bipartisan Infrastructure Law required DOT to issue a final
    rule to require Automatic Emergency Braking (AEB) on all newly
    manufactured large trucks by November 2023. DOT estimates this
    technology will save over a hundred lives, prevent thousands of
    injuries, and tens of thousands of crashes involving large trucks every
    year. This critical standard is nearly 2 years overdue.

        Question 1. Do you commit to expedite the completion of the final
    AEB rule? When is your target date to issue the final rule?
        Answer. Safety on America's roadways is critical and vehicle
    technology can play an important role. If confirmed, I will review this
    rulemaking for alignment with the Department and Administration
    priorities and will be updating the status and next steps in the
    Unified Agenda of Regulatory and Deregulatory Actions.
    Quarterly Motor Carrier Safety Progress Report
        Question 1. Do you commit to ensuring Quarterly Motor Carrier
    Safety Progress Reports are transparently published in a timely manner?
        Answer. If confirmed, I will commit to ensuring all reports are
    published in a timely manner.
    Truck Underrides
        The FMCSA report on side underride guards published in 2020
    excluded any data on the number of pedestrians, cyclists, and
    motorcyclists that would be saved by the device. Subsequently, NHTSA
    did not account for these lives in its cost-benefit analysis in the
    2023 ANPRM. This means the lives of at least two of my constituents--
    Minh-Thi Nguyen and Sidney Olson--were not accounted for in the
    benefits of a safety regulation that could have saved their lives. In
    April, the FMCSA denied a petition by the Insurance Institute for
    Highway Safety to correct its report and include lives saved of
    pedestrians, cyclists, and motorcyclists.

        Question 1. Do you commit to reverse this decision and ensure the
    lives of my constituents are included in the FMCSA's report on the
    benefits of side underride guards?
        Answer. If confirmed, I commit to connect with you and your staff
    to further discuss, as well as engage with my colleagues at NHTSA.
    Underrides and all Federal motor vehicle safety standards are under the
    purview of NHTSA, not FMCSA.
    Staffing Cuts
        According to recent reporting by Politico, 13.7 percent of FMCSA's
    employees took the Delayed Resignation Program offer.

        Question 1. At an agency whose chief mission is safety, do you
    support these drastic cuts to FMCSA's workforce?
        Answer. I support Secretary Duffy and President Trump and will
    ensure that safety continues to be priority number 1. If confirmed, I
    commit to carrying out FMCSA's mission to reduce crashes, injuries, and
    fatalities involving large trucks and buses.

        Question 2. What actions will you take to ensure FMCSA has the
    staff it needs to deliver on its safety mission?
        Answer. It is my understanding that critical safety positions are
    exempt and not eligible to participate in the deferred resignation
    program.
                                     ______

        Response to Written Questions Submitted by Hon. Gary Peters to
                                  Derek Barrs
        Question 1. The impact of heavier and longer trucks on our roads
    has been an ongoing concern I've heard from trucking, labor, and law
    enforcement. As the cost of replacing aging infrastructure continues to
    rise and accidents involving larger trucks climb, will you commit to
    working with a diverse industry stakeholder group when considering any
    changes to Federal weight and length limits for trucks?
        Answer. If confirmed, I will talk with all stakeholders who are
    willing to discuss safety matters. Specific to size and weight, that
    falls outside of the purview of FMCSA, but I am happy to work with
    Congress, stakeholders, and FHWA on considering any changes to Federal
    weight and length limits for trucks.

        Question 2. One of the most persistent and dangerous challenges in
    the freight sector is the national shortage of safe and available truck
    parking. When drivers are unable to find parking, they are forced to
    make unsafe choices--such as parking on highway shoulders or in
    unsecure locations--which puts both them and other road users at risk.
    New technologies that leverage real-time data sharing and predictive
    intelligence could offer solutions to help fleet managers and drivers
    locate available parking, and help state DOTs better plan where to best
    locate new parking capacity. If confirmed, how will you work to advance
    safe and adequate truck parking nationwide, and will you include the
    use of innovative technologies in addressing this challenge?
        Answer. Having adequate and safe truck parking is one of the most
    significant safety issues facing the industry. I applaud Secretary
    Duffy for his hard work on prioritizing safe truck parking and if
    confirmed, I will continue to work with the Secretary, Congress, and
    FHWA to advance safe and adequate truck parking nationwide.
                                     ______

       Response to Written Questions Submitted by Hon. Ben Ray Lujan to
                                  Derek Barrs
        Question 1. The role of the Department of Transportation is to
    ensure all vehicles, including those equipped with partially or fully
    automated driving systems, are safe for all road users. In 2024, nearly
    70 percent of all vehicles sold in the U.S. had some form of automated
    driving system. One of the most prevalent issues leading to AV crashes
    is over-trust in the automated system, leading to lack of oversight by
    the human in the loop. Trust in these systems is built on the
    assumption that the government is performing its oversight duties to
    ensure cars and roads are safe for everyone.

        (a) What do you plan to do to ensure drivers' trust in commercial
    AV technology is not misguided? How do you plan to enforce safety
    mechanisms in commercial autonomous vehicles so we can all benefit from
    the promise of these technologies?

        (b) What do you believe are the biggest safety concerns or
    challenges that are unique to commercial autonomous vehicles?
        Answer. The core mission of FMCSA is, and always will be, safety.
    FMCSA's unwavering commitment is to save lives and prevent injuries and
    crashes involving large trucks and buses. Every decision FMCSA makes
    and every regulation it considers must be viewed through the lens of
    this fundamental responsibility. FMCSA should support innovation while
    ensuring the highest level of safety on our Nation's roadways. This
    means FMCSA must guarantee the safe integration of Automated Driving
    Systems (ADS)-equipped commercial motor vehicles. A critical component
    of this is ensuring that these vehicles meet a level of safety that is
    equivalent to or greater than the safety standards we currently have in
    place for all commercial motor vehicles. Any petition that comes before
    the agency should be given a fresh and comprehensive review based on
    the latest available safety data and technological analysis.
    Additionally, if confirmed, I will review the ADS rulemaking for
    alignment with the Department and Administration priorities and will be
    updating the status and next steps in the Unified Agenda of Regulatory
    and Deregulatory Actions.
                                     ______

     Response to Written Questions Submitted by Hon. John Hickenlooper to
                                  Derek Barrs
    Commercial Driver's License Audits & Oversight
        Last year, we witnessed tragic fatalities in Jefferson County,
    Colorado, that involved trucking companies failing safety standards or
    employees unlicensed truck drivers. In response to our Sept. 2024
    letter expressing these safety concerns to the Federal Motor Carrier
    Safety Administration (FMCSA), we learned:

       In Fiscal Year 2023, 705 motor carriers were identified with
            Commercial Drivers License (CDL) violations;

       In Fiscal Year 2024, 683 motor carriers had CDL violations.

        Every violation by motor carriers to ensure their drivers maintain
    valid CDL licenses puts more lives at risk.

        How will FMCSA improve its oversight and increase frequency of
    auditing the CDL registrations for commercial truck drivers?
        Answer. Safety is integral to the mission and coordination with
    other entities to ensure our Nation's roadways are safe and efficient
    is paramount. FMCSA relies heavily on the work our state inspectors
    conduct every day to ensure the motoring public is safe. Secretary
    Duffy recently announced the launch of a nationwide audit by the
    Department of state practices for issuing non-domiciled CDLs. It is
    critical to ensure that all state licensing agencies are issuing
    commercial driver's licenses that meet all Federal requirements that
    FMCSA deems necessary to promote a safe and efficient supply chain.
    Automatic Emergency Braking
        The Infrastructure Investment and Jobs Act (IIJA) required DOT to
    issue a final rule to require Automatic Emergency Braking (AEB) on all
    newly manufactured large trucks by November 2023. DOT estimates this
    technology will save over a hundred lives, prevent thousands of
    injuries, and tens of thousands of crashes involving large trucks
    annually. This critical standard is nearly 2 years overdue.

        What steps will you commit to taking to expedite the completion of
    the final AEB rule? When is your target date to issue the final rule?
        Answer. Safety on America's roadways is critical and vehicle
    technology can play an important role. If confirmed, I will review this
    rulemaking for alignment with the Department's and Administration's
    priorities and will be updating the status and next steps in the
    Unified Agenda of Regulatory and Deregulatory Actions.
                                     ______

         Response to Written Questions Submitted by Hon. John Thune to
                               Jonathan Morrison
        Question 1. Mr. Morrison, do you agree that autonomous vehicles
    (AVs) have the potential to improve traffic safety?
        Answer. Yes. Properly developed and operated AVs have the unique
    ability to prevent the vast majority of crashes, injuries, and
    fatalities caused by human choices and errors--impairment, distraction,
    and speeding.

        Question 2. If confirmed, will you commit to making the adoption
    and deployment of new safety technologies like AVs a priority at the
    National Highway Traffic Safety Administration?
        Answer. While AV and other technology developers have the ability
    to deploy without pre-approval from NHTSA, the agency can foster
    development and deployment by engaging with industry and establishing
    best practices, guidance, removal of unintended barriers to designs
    enabled by automated driving systems, and eventual regulation. If
    confirmed, I will work with the Secretary to realize his vision for an
    AV framework to assure safe deployment.
                                     ______

        Response to Written Questions Submitted by Hon. Jerry Moran to
                               Jonathan Morrison
        Question 1. The National Highway Traffic Safety Administration,
    under the previous administration, had taken requirements from the last
    Surface Transportation Reauthorization for the State Highway Safety
    Grant Programs and expanded them beyond the Congressional intent--
    resulting in increased red tape in delivering these safety programs.
        Will you work with the states to find ways to reduce administrative
    red tape so that more of the money intended for safety programs can be
    put to work improving safety on our roadways?
        Answer. If confirmed, I would help implement the Secretary's vision
    for reducing red tape. While the agency must ensure that taxpayer
    dollars are appropriately spent, removal of unnecessary bureaucratic
    hurdles to the efficient distribution of safety-focused grant funding
    would be a priority. This would likely involve working with the States
    to identify specific areas for streamlining administrative
    requirements.

        Question 2. Under the last administration, NHTSA changed how State
    Highway Safety Offices (SHSOs) plan and report on their use of Federal
    grant funds, requiring they submit plans every three years and an
    annual update on changes and grant activity for the Fiscal Year.
    Kansas' Annual Grant Application for FY24 ended up being 493 pages to
    provide all the information required by NHTSA, creating an overly
    cumbersome process.
        How will you work with the states to find ways to enhance
    coordination and collaboration in prioritizing safety, while also being
    cognizant of minimizing cumbersome tasks?
        Answer. If confirmed, I would help implement the Secretary's vision
    for reducing red tape. This would likely involve creation of working
    groups with States, NHTSA headquarter officials, and NHTSA regional
    offices to identify specific areas for streamlining administrative
    requirements in a manner that maintains appropriate oversight over
    taxpayer dollars to ensure they are used to maximize safety outcomes.

        Question 3. Integral to the mission of the agency you are nominated
    to lead is coordination with other Federal departments and agencies and
    with states, localities, and industry stakeholders to deliver safe and
    efficient transportation networks.
        How will you leverage relationships with state departments of
    transportation, metropolitan planning organizations, local governments,
    and other partners to navigate diverse transportation safety needs
    while upholding a uniform standard of safety throughout the country?
        Answer. Consistent communication between NHTSA headquarters and
    regional offices, State and local governments, and other safety
    stakeholders, is critical to understanding the safety challenges unique
    to each locale while also setting expectations for deployment of
    countermeasures.
                                     ______

      Response to Written Question Submitted by Hon. Marsha Blackburn to
                               Jonathan Morrison
        Question 1. NHTSA has a horrible track record of meeting deadlines
    set by Congress. A 2022 GAO report revealed that NHTSA failed to
    complete 17 of 22 mandated rulemakings by their statutory deadlines.
    These deadlines are not suggestions--they're law. President Trump has
    focused on cutting through bureaucracy and right-sizing Federal
    agencies to ensure that deadlines are met and efficiency is a priority.
    What steps are you planning to decrease the long delay times for NHTSA
    responses to official requests?
        Answer. Federal Motor Vehicle Safety Standards are technical/
    engineering standards that must meet strict criteria in the Motor
    Vehicle Safety Act and notice-and-comment rulemaking requirements of
    the Administrative Procedure Act. Ensuring standards are objective,
    practicable, meet the need for motor vehicle safety and grounded upon a
    sound scientific basis is critical both to ensuring legal sufficiency,
    cost-effectiveness, and avoiding unintended adverse safety
    consequences. Ensuring the necessary scientific basis requires
    research. If appropriate and relevant research on a particular
    technology does not yet exist, NHTSA must carry out or sponsor that
    research itself, which takes time to plan and conduct. If confirmed, I
    will ensure NHTSA's rulemaking resources are appropriately allocated to
    required rulemaking.. Further, I understand that the Government
    Accountability Office recently issued recommendations to NHTSA on
    reducing the rulemaking timeline, with which the agency concurred. If
    confirmed, I will work to ensure these recommendations are implemented
    where appropriate.
                                     ______

          Response to Written Questions Submitted by Hon. Ted Budd to
                               Jonathan Morrison
        Question 1. It's critical for America that NHTSA writes new FMVSS
    specifically for AVs. Harmonizing AV regulation nationally via robust
    Federal AV rules will promote regulatory certainty for industry and
    will ensure all American consumers are protected by the same
    regulations. If NHTSA cannot get the right regulations in place soon to
    support the safe and quick deployment of this technology, we'll see
    other countries try to steal America's lead. China is already trying to
    take advantage and leapfrog the U.S. like they have in so many other
    industries. As NHTSA administrator, do you commit to establishing ADS-
    specific FMVSS and prioritizing the U.S. remaining the global leader on
    AVs?
        Answer. If confirmed, I will prioritize realizing the Secretary's
    vision of an AV framework that enables safe deployment of the
    technology to ensure the United States remains the global leader in AV
    technological development and deployment.

        Question 2. On December 3, 2024, NHTSA issued a final decision
    notice adding four new advanced driver assistance systems technologies
    to the New Car Assessment Program. This notice includes these new
    technologies in NHTSA's assessment starting with the 2026 Model Year,
    which manufacturers could begin selling in January 2025. Essentially,
    NHTSA provided only 1 month of lead-time to the industry for this
    program. If confirmed, will you work with industry to set more
    reasonable timeframes for NHTSA programs?
        Answer. Yes.

        Question 3. Under the last administration NHTSA expanded reporting
    and compliance requirements for several grant programs. Instead of
    working to reduce drunk driving or encourage seatbelt use, state
    employees are spending their time jumping through hoops and filling out
    paperwork. If confirmed, will you work with states to reduce
    administrative red tape so that NHTSA's programs can actually be put to
    work improving safety on our roadways?
        Answer. Yes. While the agency must ensure that taxpayer dollars are
    appropriately administered, removal of unnecessary bureaucratic hurdles
    to the efficient distribution of safety-focused grant funding will be a
    priority, should I be confirmed.

        Question 4. Last month, our friends across the Capitol held a
    hearing on the state of the auto industry. Each panelist had the same
    message: industry needs a well-resourced and transparent regulator in
    order to flourish and maintain U.S. Competitiveness, but NHTSA is not
    working well. Safety groups, regulated parties, and the Insurance
    Institute for Highway Safety all agree that NHTSA needs to be better
    than it has been in the recent past. What are your top ideas to make
    NHTSA a collaborative and transparent agency again?
        Answer. If confirmed, I plan to provide avenues for consistent and
    deep communication between agency leadership and staff, industry, and
    technical safety experts. Doing so is critical to ensuring NHTSA
    understands how technology is developing, and industry understands
    agency priorities and concerns.

        Question 5. Many innocent people have lost their lives in a
    gruesome and preventable kind of traffic crash known as ``underride.''
    These underride crashes can happen at the rear and sides of large
    commercial trucks and are caused by the mismatch between the tall
    bottom edge of trailers and the relatively lower heights of all other
    vehicles that share the roads with them. Many of these underride
    casualties are pedestrians and bicyclists, who are especially
    vulnerable to being trapped under the tandem wheels of large trucks in
    low-speed encounters on town and city streets.
        Those fatalities can be prevented by side underride guards, which
    act to block pedestrians and cyclists from falling beneath the tractor-
    trailer and being crushed to death under its rear wheels. NHTSA knows
    about this problem and announced a proposed rulemaking for side
    underride guards, which remains pending. In the last administration,
    however, NHTSA did not count preventing the deaths of pedestrians and
    bicyclists as a benefit of its proposed rulemaking.
        Will you, as NHTSA Administrator, conduct a full cost-benefit
    analysis of this pending proposed rulemaking or any future rulemaking
    on side underride guards?
        Answer. If confirmed, I would work with agency economists to ensure
    that appropriate factors are considered as part of any benefit-cost
    analyses.
                                     ______

        Response to Written Questions Submitted by Hon. Eric Schmitt to
                               Jonathan Morrison
        Question 1. In the past, vehicle owners controlled the data their
    cars generated--like its mileage, tire pressure, and location. But with
    connected vehicles, automakers are increasingly limiting that access.
    When owners have access to and control over their data, they can ensure
    proper maintenance and monitor driving safety, which will ultimately
    help improve traffic flow. Given the implications raised by some
    stakeholders, can you commit to working with me to ensure owners retain
    appropriate access to their vehicle data?
        Answer. Failure to appropriately maintain or service vehicles has
    safety consequences ranging from brake failure to sudden loss of motive
    power to tire blow outs. The ability of vehicle owners to service and
    maintain their own vehicles, or have their vehicles serviced or
    maintained at the facility of their choice is important to ensuring
    safety. If confirmed, I would support efforts to provide consumers with
    secure access to data necessary to maintain or service their vehicles.

        Question 2. As part of the Infrastructure Jobs and Investment Act
    (IIJA), NHTSA's regulations are required to define what constitutes
    both ``public participation and engagement'' and ``effective community
    collaboration''. They have even gone so far as to say that if a highway
    safety program did not originate from a request of the affected
    community, then such a program does not meet public participation
    expectations of the law. For example, if Missouri Department of
    Transportation (MoDOT) were to go to a school district or a local
    community that has low seat belt use and recommend some programs or
    countermeasures the school or community could implement, NHTSA has, at
    times, only deemed this eligible for a grant if the idea originated
    from the community itself. This has resulted in increased
    administrative burdens for highway safety programs, diverting time and
    resources from implementation.
        How do you plan to work with states to reduce administrative red
    tape so that the states and their highway safety partners can spend
    more time implementing safety programs than administering them?
        Answer. If confirmed, I would help implement the Secretary's vision
    for reducing red tape. While the agency must ensure that taxpayer
    dollars are appropriately spent, removal of unnecessary bureaucratic
    hurdles to the efficient distribution of safety-focused grant funding
    would be a priority. This would likely involve working with the States
    to identify specific areas for streamlining administrative
    requirements.

        Question 3. Vehicle-to-Everything technology, or ``V2X'', has
    demonstrated significant potential to reduce crashes, save lives, and
    improve traffic efficiency. However, the Department of Transportation's
    National Deployment Plan for V2X was recently taken down, creating
    uncertainty about the Federal government's direction on this critical
    safety technology. Meanwhile, state and local governments are making
    considerable investments in V2X infrastructure to improve roadway
    safety and efficiency.
        Given this momentum of V2X, are you willing to work collaboratively
    with public and private sector stakeholders to develop a voluntary
    framework for national V2X deployment? And will you ensure that NHTSA
    provides leadership and coordination to support these ongoing
    investments and maximize the safety and mobility benefits of V2X for
    all Americans?
        Answer. V2X technologies provide great potential safety and
    efficiency benefits for next generation vehicles, other road users, and
    infrastructure. If confirmed, I would work with the Secretary to
    achieve his vision for efficient and effective V2X deployment to
    achieve positive safety outcomes.
                                     ______

       Response to Written Questions Submitted by Hon. Maria Cantwell to
                               Jonathan Morrison
    Federal Workforce Staffing Cuts
        In May, the DOT paused its planned reductions in force due to
    ongoing litigation. On July 8, the Supreme Court allowed the
    Administration to move forward with widespread firings. There is now
    uncertainty about what actions DOT plans to take. Meanwhile, 27.8
    percent of National Highway Traffic Safety Administration (NHTSA)
    employees have already left the agency through the deferred resignation
    program.

        Question 1. Yes or No: Do you oppose a reduction-in-force at NHTSA,
    particularly when the agency has already lost over 27 percent of its
    workforce?
        Answer. Since I'm not yet at the agency, I'm not aware of how
    NHTSA's staff is allocated amongst the various divisions, nor how
    workstreams are currently staffed.

        Question 2. Are you concerned that widespread departures undermine
    NHTSA's ability to ensure public safety and pursue investigations?
        Answer. Since I'm not yet at the agency, I'm not aware of how
    NHTSA's staff is allocated amongst the various divisions, nor how
    workstreams are currently staffed.
    Stalled Safety Standards
        Nearly 40,000 people die in traffic accidents every year, including
    731 people who died in Washington State last year. The most common
    causes of traffic accidents are impaired and distracted driving, and
    speeding. NHTSA is responsible for setting and enforcing vehicle safety
    standards.
        During your previous time at DOT, the agency did not issue a single
    new Federal motor safety standard. Currently, there are 19 outstanding
    congressionally mandated vehicle safety requirements the agency has not
    completed. This includes automatic emergency braking for trucks, which
    could prevent 19,000 crashes annually, and lane keep assist, which
    could reduce crashes by 24 percent.

        Question 1. What Congressionally mandated Federal motor vehicle
    safety requirement rulemakings will you prioritize to decrease the
    number of fatal accidents on our roads, if confirmed?
        Answer. Since I'm not yet at the agency, I'm not aware of how far
    staff has progressed in its various ongoing rulemakings. If confirmed,
    I would be briefed on the status of all outstanding rulemaking
    mandates,.

        Question 2. If confirmed, will you commit to completing
    congressionally mandated vehicle safety rulemakings in a timely manner?
        Answer. If confirmed, I will exercise my leadership to ensure that
    all laws are faithfully executed and statutory mandates complied with.
    Autonomous Vehicle Safety and AI Moratorium
        Mr. Morrison, some of my colleagues have proposed prohibiting state
    and local governments from regulating AI. This would include
    prohibiting states from imposing safety and reporting requirements on
    autonomous vehicles.

        Question 1. Does DOT have any requirements to ensure the safe
    operation of autonomous vehicles?
        Answer. Pursuant to the Motor Vehicle Safety Act, manufacturers
    have the obligation to file a defect notice and commence the recall
    process within five days of having reason to believe that the vehicle
    or equipment has a defect in design, construction, or performance
    posing an unreasonable risk to safety. This applies to all vehicles,
    including AVs.

        Question 2. If the Federal government does not have any safety
    requirements, does it make sense to prohibit states from ensuring
    autonomous vehicles are safe to operate on public roads?
        Answer. As described in response to Question 1, all vehicles,
    including autonomous vehicles, are subject to the Motor Vehicle Safety
    Act's broad defect authorities. I will defer to Congress on legislative
    efforts to restrict State regulation of Autonomous Vehicles.
    Safe Systems Approach for Roadway Safety
        Roadway fatality rates in the United States are 15 percent higher
    than they were a decade ago. Clearly, we need to fix the safety culture
    on our roads. Currently, three Federal agencies work with three
    different agencies in each state to address their own aspects of
    roadway safety, often without any coordination.
        We have learned from other industries, including the aviation
    industry, that looking at safety holistically and creating redundancy
    is essential to preventing mistakes that could lead to fatal accidents.

        Question 1. Yes or No: Do you agree that a safe system approach is
    the best way to reduce roadway fatalities?
        Answer. Yes--multi-prong approaches that provide for redundancy,
    such as a safe system approach, provide for a better and more
    comprehensive means to reduce fatality risks.

        Question 2. How do you believe NHTSA can work with other modal
    administrations at the DOT to address safety holistically?
        Answer. NHTSA can work with other modal administrations to address
    safety in several areas. This takes consistent collaboration on areas
    of adjacent or overlapping authority (e.g., the Federal Motor Carrier
    Safety Administration on trucking safety). If confirmed, I would look
    forward to working with the Secretary on ensuring that intermodal
    workstreams are aligned to achieve the most effective results.

        Question 3. Yes or No: Do you support state and local efforts to
    implement comprehensive safety plans also known as ``vision zero
    plans?''
        Answer. Yes, if those plans are followed with concrete steps to
    address safety risks.
    Suppressing Safety Data
        Last year I sent a letter to DOT requesting documents related to
    allegations NHTSA suppressed safety data that showed side underride
    guards on truck trailers were cost beneficial. You were NHTSA's Chief
    Counsel at the time.

        Question 1. While serving as NHTSA's Chief Counsel, did you allow
    any industry group to view, edit, or provide comment on a cost-benefit
    analysis or proposed research compiled by DOT's Volpe Center related to
    side underride guards?
        Answer. No.

        Question 2. Did you participate in a January 2020 meeting of DOT,
    NHTSA, and FMCSA officials related to the Volpe Center and side
    underride guards? If not, did any NHTSA attorneys in your office
    participate?
        Answer. Yes.

        Question 3. Did you participate in any meetings with members of the
    American Trucking Association related to the Volpe Center and side
    underride guards? If so, provide the dates, participants, and purpose
    of each meeting.
        Answer. No.

        Question 4. Do you think it's appropriate to allow industry groups
    to have special access to pre-decisional government reports that have a
    direct financial impact on them?
        Answer. No.

        Question 5. If confirmed, do you commit to full transparency at
    NHTSA regarding meetings with industry lobbyists on issues related to
    public safety?
        Answer. If confirmed, I will follow the law.
    Apple
        Mr. Morrison, after working at NHTSA during the first Trump
    Administration, you worked in the Special Projects Group at Apple for
    the past four years. According to reports, during your tenure at Apple,
    the company spent billions of dollars developing a self-driving car,
    named ``Project Titan.'' Little information is known about Project
    Titan, although some reports indicate Apple largely ended this effort
    last year.

        Question 1. Mr. Morrison, please describe in detail your work on
    Project Titan or any other self-driving car project at Apple.
        Answer. I am subject to non-disclosure requirements that do not
    allow me to discuss non-public work I performed at Apple.

        Question 2. I understand you informed my staff during your
    interview on May 28, 2025, that you would not disclose the specifics of
    your work at Apple due to multiple non-disclosure agreements (NDAs). Is
    that still your position today?
        Answer. Yes.

        Question 3. Have you asked Apple to release you from these NDAs?
        Answer. No.

        Question 4. If a Member of this Committee directed you to ask Apple
    to release you from your NDAs, would you do so? If no, explain why not.
        Answer. I will work with the Committee, if confirmed.

        Question 5. Do you believe it is appropriate to conceal the work
    you did for a private company when it is directly relevant to the
    position for which you have been nominated?
        Answer. If any matter arises that could have implications for
    Apple, I will consult with NHTSA's Designated Ethics Official prior to
    any engagement.
                                     ______

       Response to Written Questions Submitted by Hon. Edward Markey to
                               Jonathan Morrison
    Driver Automation
        Almost every manufacturer of driver automation systems and partial
    driver automation systems restrict their systems only to the roads and
    driving conditions the systems are designed for. Manufacturers do this
    using a technology known as ``geofencing.'' Tesla is an industry
    exception, allowing its Autopilot and Full-Self drive features to be
    enabled on any road and in any driving condition. During your hearing,
    you said regulation is appropriate when ``a technology is fully
    understood and after an industry consensus has already been reached.''
    Geofencing driving automation systems appears to meet both these
    criteria given its widespread adoption by industry with the exception
    of Tesla.

        Question 1. Do you agree that NHTSA should require all driving
    automation systems, including partial driving automation systems like
    Autopilot, to be constrained to the specific roads and conditions they
    are designed for?
        Answer. Level 3 and Level 4 automated driving systems are
    inherently limited to use within their operational design domain, and
    failure to include a fallback maneuver to achieve a minimal risk
    condition when an operational design domain is exceeded would present a
    safety risk subject to the Motor Vehicle Safety Act's defect
    requirements. With driver assistance systems, a human is driving under
    all circumstances and responsible for safe operation of the vehicle.
    The manufacturer of the system is expected to provide countermeasures
    to address reasonably foreseeable misuse, which may include a
    combination of geofencing, driver monitoring, and other technologies to
    provide assurance that the system is being used properly. Failure to
    include such countermeasures would present a safety risk subject to the
    Motor Vehicle Safety Act's defect requirements.
    Truck Underrides
        Q: During your hearing, you told Senator Lujan that you were not
    familiar with the truck underride side guard rulemaking. However, files
    released under the Freedom of Information Act show you were the direct
    recipient of e-mails regarding the publication of an FMCSA report on
    this topic. Records also show your direct reports were heavily involved
    in the report's revision and publication. The report itself was highly
    controversial due to investigative reporting at ProPublica.

        Question 1. Now that you have had the chance to refamiliarize
    yourself with the issue, can you commit to ensuring the lives of my
    constituents--Minh-Thi Nguyen and Sidney Olson--and all vulnerable road
    users are included in any cost-benefit analysis NHTSA conducts while
    reviewing this rule?
        Answer. If confirmed, I would work with agency economists to ensure
    that all appropriate factors are considered as part of any benefit-cost
    analyses.
    Distracted Driving
        Research suggests distracted driving may be implicated in as many
    as 30 percent of all crashes. The Bipartisan Infrastructure Law
    required NHTSA to conduct research on distracted driving and, if
    appropriate, propose rulemaking to prevent distracted driving. The
    research was mandated to be conducted within three years of enactment
    and is now long overdue.

        Question 1. Can you commit to expeditiously completing this
    research and undertaking a rulemaking to mitigate distracted driving?
        Answer. If confirmed, I will be briefed on the status of the
    research and provide resources to ensure the research is completed in a
    timely manner. Upon completion of the research, and based upon the
    findings of that research and other relevant information pursuant to
    the Motor Vehicle Safety Act, I will work with staff and the Secretary
    to determine whether a rulemaking is appropriate.
    Seatback Safety
        For decades, front seats in vehicles have endangered back seat
    riders' lives when they collapse and become projectiles during rear-end
    collisions. The Bipartisan Infrastructure Law mandated NHTSA propose
    rulemaking to update the standards for seat back safety and protect
    back seat riders, many of whom are children. NHTSA announced a proposed
    rule in July 2024.

        Question 1. Do you commit to expeditiously finalizing this long
    overdue rule and protecting the lives of children in back seats?
        Answer. If confirmed, I will be briefed on the status of the
    rulemaking and will exercise my leadership to ensure that all laws are
    faithfully executed, and statutory mandates complied with.
    Staffing Cuts
        According to recent reporting by Politico, 28 percent of NHTSA's
    employees took the Delayed Resignation Program offer.

        Question 1. At an agency whose chief mission is safety, do you
    support these drastic cuts to NHTSA workforce?
        Answer. If confirmed, I would seek to ensure that the agency has
    sufficient staffing to accomplish its mission, and look forward to
    working with NHTSA's fantastic team of safety professionals.

        Question 2. What actions will you take to ensure NHTSA has the
    staff it needs to deliver on its safety mission?
        Answer. Since I'm not yet at the agency, I'm not aware of how
    NHTSA's staff is allocated amongst the various divisions, nor how
    workstreams are currently staffed.
    CAFE Standards
        The reconciliation bill zeroed out penalties for automakers who
    violate the Corporate Average Fuel Economy standards--unless the
    Department of Transportation explicitly notifies them of noncompliance.

        Question 1. Will you commit to publishing a public list of
    violators, including who has received official noncompliance notices
    from the Department of Transportation?
        Answer. If confirmed, I will follow the law.
    Scientific Research
        Question 1. Will you commit to ensuring that the findings of
    scientific research conducted by your agency will be communicated
    accurately, methodology will be transparent and available to those who
    wish to understand it, and that the scientists who generated the work
    will have an opportunity to correct any misrepresentations of their
    work prior to dissemination?
        Answer. Transparency of research methodology and findings is
    critical to ensuring that NHTSA's research continues to set the gold
    standard in the vehicle and behavioral safety research fields, and I
    will ensure that the agency continues to be transparent in these areas.

        Question 2. Do you pledge to use the best available scientific
    evidence to inform decisions and evidence-based policies, and to
    communicate clearly and accurately with the public regarding the
    evidence that informed these decisions and policies?
        Answer. Yes.
                                     ______

        Response to Written Questions Submitted by Hon. Gary Peters to
                               Jonathan Morrison
        Question 1. Over the course of Administrations under both parties,
    NHTSA has fallen behind on rulemakings in response to Congressional
    mandates. Studies have also found that it takes NHTSA over 5 years on
    average to complete a rulemaking.

        a. If confirmed, what is your plan to complete this rulemaking
    backlog and what steps do you think might be appropriate to improve
    NHTSA's operations?
        Answer. Federal Motor Vehicle Safety Standards are technical/
    engineering standards that must meet strict criteria in the Motor
    Vehicle Safety Act and notice-and-comment rulemaking requirements of
    the Administrative Procedure Act. Ensuring that standards are
    objective, practicable, meet the need for motor vehicle safety and
    grounded upon a sound scientific basis is critical both to ensuring
    legal sufficiency, cost-effectiveness and avoiding unintended adverse
    safety consequences. Ensuring the necessary scientific basis requires
    research. If appropriate and relevant research on a particular
    technology does not yet exist, NHTSA must carry out or sponsor that
    research itself, which takes time to plan and conduct. If confirmed, I
    will ensure that NHTSA's rulemaking resources are appropriately
    allocated to required rulemaking. Further, I understand that the
    Government Accountability Office recently issued recommendations to
    NHTSA on reducing the rulemaking timeline, with which the agency
    concurred. If confirmed, I will work to ensure that these
    recommendations are implemented where appropriate.

        b. Will you commit to providing timely and transparent updates to
    Congress on NHTSA's regulatory agenda and progress on specific
    rulemakings?
        Answer. I will work toward delivering on NHTSA's regulatory agenda.

        Question 2. I have long been a champion of autonomous vehicle
    technology and believe that, if deployed correctly and responsibly,
    this technology can transform roadway safety.

        a. Will you commit to maintaining transparency and safety as
    guiding principles as you work to provide a regulatory framework for
    the deployment of autonomous vehicles on our roads?
        Answer. Yes.

        b. What rulemakings do you think it would be appropriate for NHTSA
    to pursue related to autonomous vehicle testing and deployment?
        Answer. I believe a combination of amending existing FMVSS to
    remove unnecessary and unintended barriers to designs enabled by
    automated driving systems and establishment of performance requirements
    for automated driving system competency will be necessary. In the
    meantime, NHTSA can issue guidance documents and best practices to help
    align industry toward appropriate and safe development, testing, and
    deployment of automated driving systems. Lastly, strong agency
    oversight and transparency are necessary to foster consumer trust.

        c. Will you commit to sharing updates with Congress, including my
    staff, on your progress related to an AV framework?
        Answer. Yes, as appropriate.

        d. If confirmed, will you support maintaining NHTSA's Standing
    General Order on collecting crash data on autonomous and semi-
    autonomous systems?
        Answer. Yes.

        Question 3. Vehicle-to-Everything technology, or ``V2X'', has
    demonstrated significant potential to reduce crashes, save lives, and
    improve traffic efficiency. However, the Department of Transportation's
    National Deployment Plan for V2X was recently taken down, creating
    uncertainty about the Federal government's direction on this critical
    safety technology. Meanwhile, state and local governments are making
    considerable investments in V2X infrastructure to improve roadway
    safety and efficiency.

        a. Are you willing to work collaboratively with public and private
    sector stakeholders to develop a voluntary framework for national V2X
    deployment?
        Answer. V2X technologies provide great potential safety and
    efficiency benefits for next generation vehicles, other road users, and
    infrastructure. If confirmed, I would work with the Secretary to
    achieve his vision for efficient and effective V2X deployment to
    achieve positive safety outcomes.

        b. And will you ensure that NHTSA provides leadership and
    coordination to support these ongoing investments and maximize the
    safety and mobility benefits of V2X for all Americans?
        Answer. If confirmed, I would work with the Secretary to achieve
    his vision for efficient and effective V2X deployment to achieve
    positive safety outcomes.

        Question 4. NHTSA's pending ANPRM on side underride guards
    estimated very few preventable deaths could be expected with a side
    underride guard requirement on tractor trailers, making the costs of
    regulation exceed benefits. This estimate reflected assumptions in the
    rulemaking's cost-benefit analysis that excluded whole categories of
    preventable deaths, the largest of which was vulnerable road users
    (pedestrians, bicyclists, and motorcyclists).

        a. If confirmed, will you commit to considering vulnerable road
    users (pedestrians, bicyclists, and motorcyclists) in cost-benefit
    analyses to the furthest extent possible in rulemakings, including
    reconsidering its use in the above ANPRM?
        Answer. If confirmed, I would work with agency economists to ensure
    that all appropriate factors are considered as part of any benefit-cost
    analyses.

        Question 5. As an avid Motorcyclist and Co-chair of the motorcycle
    caucus, I am strongly supportive of efforts to improve motorcycle
    safety given the disproportionate injuries and deaths experienced by
    motorcycle riders on our roads each year.

        a. If confirmed, will you commit to working to improve motorcycle
    safety, including by continuing to carry out the Motorcycle Advisory
    Council Act, which was passed in 2021?
        Answer. If confirmed, I commit to working to improve motorcycle
    safety and will follow the law--including the Motorcycle Advisory
    Council Act.

        Question 6. Mr. Morrison, it seems that NHTSA's bumper standards
    under Part 581 are overdue for an update, particularly since they
    restrict the placement of critical ADAS sensors used in Automatic
    Emergency Braking and other modern safety systems. If confirmed, will
    you look into modernize these standards to support new safety
    technologies?
        Answer. If confirmed, I would look to evaluate regulations that may
    pose unnecessary barriers to safety innovation, including Part 581.

        Question 7. Thank you for answering my question on NHTSA's global
    leadership at the hearing. How important do you believe it is for NHTSA
    to prioritize harmonizing with global standards on rulemakings when
    possible?
        Answer. Given the massive and expensive inefficiencies involved in
    developing different vehicles for different markets, harmonization is
    important to achieving cost savings that can make vehicles more
    affordable and quicken fleet turnover into safer and cleaner new
    vehicles. That said, NHTSA must meet the statutory requirements of the
    Motor Vehicle Safety Act and the Administrative Procedure Act in
    promulgating standards, and cannot merely adopt standards from other
    countries for the sake of harmonization. An important part of the
    agency's work is playing a leadership role in the UNECE World Forum for
    Harmonization of Vehicle Regulations to create Global Technical
    Regulations for new technologies. This forum enables the United States
    to help ensure that new technical regulations are consistent with the
    tenets of the Motor Vehicle Safety Act.
        Further, a critical part of the Motor Vehicle Safety Act is a
    requirement that standards be practicable--an important aspect of which
    includes affordability. Ensuring that new Federal Motor Vehicle Safety
    standards are compatible with regulations elsewhere can help minimize
    additional costly design, engineering, and testing efforts.
                                     ______

       Response to Written Questions Submitted by Hon. Ben Ray Lujan to
                               Jonathan Morrison
        Question 1. The Honoring the Abbas Family Legacy to Terminate Drunk
    Driving Act--also known as the HALT Act--is a bipartisan law enacted in
    2021 as part of the Infrastructure Investment and Jobs Act. This
    historic law requires all new vehicles to be equipped with advanced
    anti-drunk driving technology and, according to the Insurance Institute
    for Highway Safety (IIHS), will save more than 10,000 lives a year when
    fully implemented. NHTSA's annual budget request to Congress states
    that implementing standards for advanced drunk and impaired driving
    technology will be an agency priority.

        How will you prioritize dedicating the necessary time and resources
    to complete NHTSA's rulemaking on anti-drunk driving technology? Please
    provide exact details and a proposed timeline.
        Answer. I'm not yet at the agency, so I don't yet have the
    information necessary to develop a detailed plan or timeline. That
    said, as mentioned in your office and during the hearing, getting
    briefed on the state of the DADSS technology and status of research and
    rulemaking progress will be a priority if I am confirmed.

        Question 2. Critics of the HALT Act have cited privacy concerns
    regarding advanced anti-drunk driving technology. However, the
    technology is meant to be a vehicle safety feature that simply prevents
    illegally drunk drivers from operating motor vehicles and putting
    others on the road at risk. It is NOT meant to put a police officer in
    your car or otherwise spy on drivers. Moreover, NHTSA is fully capable
    of building in privacy guardrails and protections in its final rule to
    safeguard consumer privacy. In fact, in its Advanced Notice of Proposed
    Rulemaking, NHTSA acknowledged that consumer privacy is critical toward
    establishing public acceptance of this technology.

        Do you pledge as NHTSA Administrator to protect privacy and
    incorporate strong privacy principles in the final regulation
    implementing the HALT Act?
        Answer. With any Federal Motor Vehicle Safety Standard, the rule
    must be practicable--which means not only technically feasible and
    affordable, but also acceptable to the driving public, since the
    Federal government cannot force Americans to embrace new technologies
    through regulatory mandates. A technology that would threaten to expose
    sensitive information would likely face consumer resistance, and any
    rulemaking in this area should factor in privacy considerations.

        Question 3. NHTSA has a pending Advanced Notice of Proposed
    Rulemaking on side underride guards, with a cost benefit analysis that
    estimates that side underride guards will prevent very few deaths. As a
    result, according to NHTSA, the cost of installing side guards exceeds
    the benefits. Unfortunately, to reach this estimate, NHTSA makes
    assumptions in their cost benefit analysis that excludes whole
    categories of preventable deaths of vulnerable road users such as
    pedestrians, bicyclists, and motorcyclists. As shown in this video
    (https://www.youtube.com/ watch?v=GTRZ1Pj9r7g) side underride guards
    can prevent pedestrians and bicyclists from being crushed underneath,
    causing further injury and death in many circumstances.

        Will you commit to counting pedestrians and bicyclists as
    preventable deaths for vulnerable road users in this cost benefit
    analysis and future rulemakings on side underride guards?
        Answer. If confirmed, I would work with agency economists to ensure
    that all appropriate factors are considered as part of any benefit-cost
    analyses.

        Question 4. The Driver Alcohol Detection System for Safety (DADSS)
    program is coming to an end in September 2025. At that time the
    reference design package will be handed over to the auto industry.

        What will you do as NHTSA Administrator to work with auto industry
    leadership to ensure that this 17-year federal-funded program to
    develop anti-drunk driving tech in collaboration with the auto industry
    will be ready to go in cars and available to consumers as soon as
    possible?
        Answer. As discussed during our meeting and at the hearing, if
    confirmed, I will be briefed on the state of the DADSS program . One of
    the critical aspects of the DADSS program is that the intellectual
    property behind the technology must be made available to automakers and
    suppliers on a royalty-free basis. I believe this technology can have a
    massive safety impact and will encourage its early adoption.

        Question 5. The role of the Department of Transportation is to
    ensure all vehicles, including those equipped with partially or fully
    automated driving systems, are safe for all road users. In 2024, nearly
    70 percent of all vehicles sold in the U.S. had some form of automated
    driving system. Yet the NHTSA has no formal requirements for testing or
    certifying these vehicles. Additionally, NHTSA has recently relaxed its
    reporting requirements for autonomous vehicle (AV) crashes, eliminated
    a significant number of staff specifically focused on AV safety, and
    has drastically reduced the number of enforcement actions since the
    start of this administration. One of the most prevalent issues leading
    to AV crashes is over-trust in the automated system, leading to lack of
    oversight by the human in the loop. Trust in these systems is built on
    the assumption that the government is performing its oversight duties
    to ensure cars and roads are safe for everyone. Yet NHTSA is not only
    failing to enact mandatory standards to address the unique issues that
    arise with AVs, but they are loosening the reigns.

        (a) What do you plan to do to ensure Americans' trust in AVs is not
    misguided? How do you plan to enforce safety mechanisms in autonomous
    vehicles so we can all benefit from the promise of these technologies?
        Answer. Critically important is differentiating between driver
    assistance systems and driving automation systems. Driver assistance
    systems--effectively all the systems available for consumer purchase--
    are effectively a sophisticated form of cruise control that require
    driver attention at all times during operation. Automakers are expected
    to have countermeasures in place to address reasonably expected misuse,
    but the person behind the wheel is the driver and responsible for safe
    operation of the vehicle. Consistent communication with automakers and
    drivers on these responsibilities is important to achieving appropriate
    design and operation.
        With driving automation systems, however, the vehicle itself is
    responsible for the driving task, and with very few limited exceptions
    in a handful of highline vehicles, are limited to operator-controlled
    fleets in specific geographical areas. Setting development, testing,
    and performance expectations through guidance and best practices can
    help ensure that developers are acting appropriately. Being transparent
    with the public on what is being tested and the state of the technology
    can foster consumer trust.
        Both driver assistance systems and driving automation systems are
    subject to the requirements of the vehicle safety act--including
    NHTSA's recall authority. If confirmed, I would not hesitate to use the
    full force of NHTSA's enforcement authorities to address bad actors in
    either space. This, too, can help ensure the trust in the American
    public.

        (b) What do you see as the most significant safety challenges that
    are unique to autonomous vehicles?
        Answer. While AVs provide incredible potential safety and mobility
    benefits, they present their own unique risks. First and foremost,
    development of an automated driving system is one of the greatest
    engineering challenges ever attempted. Ensuring that industry
    development and testing appropriately mitigates risk is critically
    important to achieving safe outcomes.
        Automated driving systems involve sophisticated sensor suites and
    powerful computing systems that drive incredibly complicated software
    to fuse and translate sensor data into meaningful depictions of the
    physical world, classify objects and assign potential kinematic actions
    to those objects, and develop motion plans to navigate through roadways
    toward the destination--all constantly changing in real-time. Hardware
    or software insufficiencies or errors in any part of the system can
    lead to adverse safety outcomes. Industry best practices and standards
    for functional safety, safety of the intended functionality, software
    development, public road testing, and safety cases help developers
    track and mitigate risk.

        Question 6. You have agreed to recuse yourself from any matters in
    which Apple is a party for two years. However, because your non-
    disclosure agreements prevent you from disclosing your work there, we
    lack the visibility into what those matters might include.

        How can we ensure your recusal is meaningful and effective if we do
    not have the relevant information?
        Answer. During member and staff meetings, and in the resume and
    questionnaire I submitted to the Committee, I described the types of
    activities and general work I performed for Apple, but I am prohibited
    from describing specific technologies. That said, I am subject to
    criminal conflict-of-interest law, and have entered into a robust
    ethics agreement to ensure I do not engage in inappropriate activities.
    If any matter arises that could have implications for Apple, I would
    consult with NHTSA's Designated Ethics Official prior to any engagement
    on the matter.
                                     ______

     Response to Written Questions Submitted by Hon. John Hickenlooper to
                               Jonathan Morrison
    Autonomous Vehicles
        Despite past Congressional efforts to establish such, there are
    currently no comprehensive Federal statutes or regulations that
    specifically apply to the testing or operational deployment of fully
    autonomous vehicles (AVs). Today, many states-including Colorado-have
    passed their own laws establishing strict requirements for testing and
    deploying autonomous vehicles. AVs can be a transformative technology
    only if targeted and rigorous safety regulations are in place.

        To maintain robust safety standards and promote the adoption in
    AVs, what specific lessons do you believe the Federal government could
    learn from the enacted state laws in effect today?
        Answer. While State laws provide for permitting or registration,
    and sometimes reporting, I am not aware of State regulations that
    create the sort of technical performance requirements and test
    procedures that would be appropriate under the Motor Vehicle Safety
    Act.

        Which examples of AV safety testing or AV deployment from state AV
    laws do you believe are achievable within NHTSA's existing statutory
    authorities, and which do you believe would require new authorization
    from Congress for NHTSA to execute?
        Answer. While State laws provide for permitting or registration,
    and sometimes reporting, I am not aware of State regulations that
    create the sort of technical performance requirements and test
    procedures that would be appropriate under the Motor Vehicle Safety
    Act.
    Vehicle Communications Infrastructure
        Vehicle-to-Everything technology, or ``V2X'', has demonstrated
    significant potential to reduce crashes, save lives, and improve
    traffic efficiency. However, the Department of Transportation's
    National Deployment Plan for V2X was recently taken down, creating
    uncertainty about the Federal government's direction on this critical
    safety technology. Meanwhile, state and local governments are making
    considerable investments in V2X infrastructure to improve roadway
    safety and efficiency.

        Are you willing to work with public and private sector stakeholders
    to develop a robust voluntary framework for national V2X deployment?
        Answer. V2X technologies provide great potential safety and
    efficiency benefits for next generation vehicles, other road users, and
    infrastructure. If confirmed, I would work with the Secretary to
    achieve his vision for efficient and effective V2X deployment to
    achieve positive safety outcomes.

        Will you ensure that NHTSA provides coordination to support these
    ongoing investments and maximize the safety and mobility benefits of
    V2X technology?
        Answer. If confirmed, I would work with the Secretary to achieve
    his vision for efficient and effective V2X deployment to achieve
    positive safety outcomes.
    Automatic Emergency Braking
        The Infrastructure Investment and Jobs Act (IIJA) required DOT to
    issue a final rule to require Automatic Emergency Braking (AEB) on all
    newly manufactured large trucks by November 2023. DOT estimates this
    technology will save over a hundred lives, prevent thousands of
    injuries, and tens of thousands of crashes involving large trucks
    annually. This critical standard is nearly 2 years overdue.

        What steps will you commit to taking to expedite the completion of
    the final AEB rule? When is your target date to issue the final rule?
        Answer. If confirmed, I will be briefed on the status of this
    rulemaking and any research necessary to provide the foundation
    necessary for rulemaking. I would also ensure that staff continues to
    work on the rulemaking. Without such information, I'm unable to provide
    a target date.
                                     ______

    Response to Written Questions Submitted by Hon. Lisa Blunt Rochester to

                               Jonathan Morrison
    NHTSA Overdue Rules
        Question 1. Since Congress passed the Bipartisan Infrastructure Law
    and allocated more resources to NHTSA four years ago, the agency has
    now more than doubled its pace of rulemaking on critical safety issues.
    We still need to do better, but this represents progress.

        Do you agree that the Bipartisan Infrastructure Law was effective
    in easing NHTSA's rulemaking backlog?
        Answer. I have not worked with the agency since the Bipartisan
    Infrastructure Law was passed, and don't have information that would
    allow me to meaningfully weigh in on this question, but the agency was
    able to complete a number of rulemakings after passage of the law.

        Question 2. Do you support the funding for staff resources and
    capacity for NHTSA in the Bipartisan Infrastructure Law?
        Answer. The resources from the Bipartisan Infrastructure Law
    provided a significant plus up for vehicle and behavioral safety
    research. If confirmed, I will ensure the agency delivers on its
    mission.

        Question 3. Will you commit to maintaining NHTSA's workforce that
    has proven so critical for safety?
        Answer. Since I'm not yet at the agency, I'm not aware of how
    NHTSA's staff is allocated amongst the various divisions, nor how
    workstreams are currently staffed. If confirmed, I would seek to ensure
    that the agency has sufficient staffing to accomplish its mission.
    NHTSA Hot Cars
        Question 1. The Bipartisan Infrastructure Law directed NHTSA to
    issue rulemaking on child safety requiring cars to have a rear seat
    detector to help prevent children from dying in overheated vehicles.
    Will you commit to advancing this rule if confirmed?
        Answer. If confirmed, I will be briefed on the status of this
    rulemaking and any research necessary to provide a foundation necessary
    for rulemaking. I would also ensure that staff continues to work on the
    rulemaking.
                                     ______

        Response to Written Questions Submitted by Hon. Jerry Moran to
                                  Paul Roberti
        Question 1. Next to agriculture, the aviation industry is central
    to the Kansas economy.
        As the Aviation Subcommittee Chair, I've seen how FAA's information
    sharing systems have proven to be successful at encouraging
    collaboration between stakeholders. I've worked with the Commerce
    Committee to establish a similar mechanism at PHMSA to accelerate
    pipeline monitoring and raise safety standards.
        How does voluntary information sharing among natural gas
    infrastructure operators enhance safety, security, efficiency, and
    regulatory compliance?
        Answer. When operators see broader trends beyond their own
    networks, they can act more quickly on indicators of failure and
    collaborate to address shared vulnerabilities. Shared data can be
    analyzed to identify high-risk assets or regions, benchmark performance
    against peers, identify best practices, and develop new technologies.
    If properly implemented with the information protections needed to
    ensure operator participation, a successful Voluntary Information-
    Sharing program could serve as a trusted repository of high-volume,
    high-quality data and information that would advance pipeline safety
    and could lead to opportunities for reducing accidents and incidents,
    enhance safety management systems, and determine gaps in pipeline
    information to drive continuous improvement.

        Question 2. Integral to the mission of the agency you are nominated
    to lead is coordination with other Federal departments and agencies and
    with states, localities, and industry stakeholders to deliver safe and
    efficient transportation networks.
        How will you leverage relationships with state departments of
    transportation, metropolitan planning organizations, local governments,
    and other partners to navigate diverse transportation safety needs
    while upholding a uniform standard of safety throughout the country?
        Answer. As a former state Public Utility Commissioner in Rhode
    Island, I know first-hand how important Federal, state, and local
    government cooperation is to enhance safety and ensure resources are
    being leveraged appropriately to protect the traveling public. As
    Administrator, I will continue to leverage the partnerships PHMSA has
    developed with these important stakeholders to ensure the safe movement
    of hazardous materials and energy products in all states and
    localities.
                                     ______

          Response to Written Questions Submitted by Hon. Ted Budd to
                                  Paul Roberti
        Question 1. As we think about the lessons learned post-COVID about
    the importance of just in time deliveries, I am excited about the
    prospect of package delivery by drones. Drone deliveries bring a lot of
    advantages because they can travel as the crow flies and enable
    deliveries in less than 30 minutes. However, there are items that
    consumers seek to have delivered--like hand sanitizer, nail polish or
    small lithium ion batteries--are classified as hazardous materials
    creating issues delivering these items via drone. These small
    commercial items classified as hazardous materials are regularly
    carried onto airplanes in purses, backpacks and carry-on luggage, but
    PHMSA regulations create significant issues when these same items are
    delivered by drone. Section 933 of the FAA Reauthorization Act of 2024
    required PHMSA to develop a risk-based approach to allow drones to
    deliver certain small commercial items classified as hazardous
    materials by drone by November 12, 2024. While some progress has been
    made, PHMSA has not yet established such a risk-based approval process
    that can enable common small commercial items to be delivered by drone.
        Mr. Roberti, if confirmed, would you ensure that PHMSA meets the
    obligation under the FAA Reauthorization Act to establish a risk-based
    approach for small commercial items classified as hazardous materials
    required by Section 933 of the FAA Reauthorization Act of 2024?
        Answer. Yes. On August 22, 2024, PHMSA and the FAA hosted a public
    meeting to solicit comments from stakeholders on ideas for establishing
    a risk-based approach for small commercial items classified as
    hazardous materials as required by Section 933 of the FAA
    Reauthorization Act of 2024. If confirmed, I am committed to taking the
    next steps to follow the law and implement this Congressional mandate.

        Question 2. I have concerns that over the past few years, PHMSA
    (pronounced FIM-zuh) has moved away from pipeline safety toward climate
    activism and environmental regulation. Pipelines are essential to
    American energy security, and if we do not have the necessary
    infrastructure to deliver oil and natural gas from producers to the end
    user, our energy security is at risk. Do you agree it is critical to
    maintain PHMSA's focus on safety regulation rather than environmental
    activism?
        Answer. Yes. If confirmed, safety will be my top priority as
    Administrator.
                                     ______

       Response to Written Questions Submitted by Hon. Maria Cantwell to
                                  Paul Roberti
    Federal Workforce Staffing Cuts
        In May, the Department of Transportation paused its planned
    reductions in force due to ongoing litigation. On July 8, the Supreme
    Court allowed the Administration to move forward with widespread
    firings. There is now uncertainty about what actions DOT plans to take.
    Meanwhile, 13.1 percent of Pipeline and Hazardous Materials Safety
    Administration (PHMSA) employees have already left the agency through
    the deferred resignation program.

        Question 1. Yes or No: Do you oppose a reduction-in-force at PHMSA,
    particularly when the agency has already lost over 13 percent of its
    workforce?
        Answer. I am not currently at the agency or informed about its
    workforce needs, but, if confirmed, I will advocate for PHMSA to have
    the resources it needs to fulfill its critical safety mission.

        Question 2. Are you concerned that widespread departures may be
    contributing to the decline in enforcement actions?
        Answer. I understand the agency announced changes to its
    enforcement process in May and has brought numerous enforcement actions
    since then. A strong enforcement program will be a priority for me if
    confirmed.
    Compliance with PHMSA Rulemaking Transparency Requirements
        Congress required PHMSA to provide monthly updates on its progress
    in implementing congressionally mandated pipeline safety requirements.
    This is critical information needed to hold an agency accountable for
    completing Congressional mandates, some of which data back to 2011.
    However, we have not received a status update since January 2025.

        Question 1. During your tenure at PHMSA the agency provided timely
    updates on the implementation of Federal law. Yes or No: Do you believe
    it is acceptable that current agency leadership has failed to keep
    Congress informed?
        Answer. I am not currently at the agency, but, if confirmed, I will
    prioritize receiving an update on the status of these reports.

        Question 2. If confirmed, will you commit to providing the monthly
    updates that Congress requires?
        Answer. If confirmed, I am committed to following the law.
    Continuing Pipeline Safety Trust Funding
        The Pipeline Safety Trust was created in the aftermath of the
    Olympic Pipeline explosion that killed three kids in Bellingham,
    Washington. The trust works to ensure that other families in
    communities around the country do not have to face similar tragedies.

        Question 1. The Trust currently receives grant funding to ensure
    communities understand the unique risks that pipelines pose to them so
    that they can adequately prepare. Do you think this kind of public
    education is important?
        Answer. Congress created the Technical Assistance Grant program to
    provide funding to educate the public. If confirmed, I will follow the
    law.

        Question 2. Do you support continuing the Pipeline Safety Trust's
    educational efforts?
        Answer. I am not currently at the agency or familiar with the
    details of the Pipeline Safety Trust's recent educational efforts, but
    I look forward to getting up to speed on all PHMSA grant programs if
    confirmed.
    Safer Rail Tank Cars
        The National Transportation Safety Board has repeatedly found that
    DOT-111 tank cars do not perform well in derailments. The Board has
    recommended that these tank cars be phased out for the transportation
    of all hazardous materials and replaced with stronger DOT-117 tank
    cars, which have a much better track record of preventing spills during
    derailments.

        Question 1. Do you agree that we should phase out DOT-111 tank cars
    for the transportation of all hazardous materials?
        Answer. Congress mandated that DOT-111 tank cars be phased out by
    2029 as part of the FAST Act. If confirmed, I am committed to following
    the law.
    Improving Emergency Response Preparedness and Training
        Just this month in Glendora, Mississippi, 12 fire departments and
    50 fire trucks fought a fire caused by a train derailment for over 12
    hours. The fire was not extinguished until Canadian National Railroad
    was able to bring specialized firefighting foam to the scene.

        Question 1. Do you believe we should reform PHMSA's existing
    hazardous materials emergency response grant programs to ensure that
    firefighters--like those in Glendora and East Palestine--can obtain the
    training and equipment they need to respond more effectively to
    hazardous materials incidents?
        Answer. PHMSA's Hazardous Materials Emergency Preparedness grants
    support important work. If confirmed, I am committed to working with
    the emergency response community to identify and implement changes that
    could make the program more effective.

        Question 2. What more can we do to ensure that railroads are
    providing first responders with the information they need to adequately
    prepare for these kinds of emergencies?
        Answer. If confirmed, I will prioritize ensuring effective
    implementation of PHMSA's recent regulation requiring railroads to
    maintain real-time train consist information and provide that
    information to first responders if an incident occurs. I will also work
    with the emergency response community to solicit additional thoughts
    about what they need to prepare for these emergencies.
                                     ______

       Response to Written Questions Submitted by Hon. Edward Markey to
                                  Paul Roberti
    Enforcement
        Question 1. Pipeline enforcement cases have fallen by more than
    two-thirds so far this Administration. Do you commit to reversing this
    trend and ensuring that enforcement actions continue?
        Answer. I understand the agency announced changes to its
    enforcement process in May and has brought forth numerous enforcement
    actions since then. A strong enforcement program will be a priority for
    me if confirmed.

        Question 2. How do you plan to ensure that pipeline operators are
    held accountable for regulatory violations?
        Answer. PHMSA implements a comprehensive oversight program that
    involves rigorous inspections, robust enforcement, and the issuance of
    pipeline safety policies and regulations. As Chief Counsel, I oversaw
    cases with record setting civil penalties for the agency and
    prioritized swift resolution of enforcement actions. If confirmed, I
    will bring that same commitment to my role as Administrator.
    Staffing Cuts
        PHMSA has always struggled with insufficient staffing to carry out
    its mandates on pipeline safety. To make matters worse, in recent
    months, 20 percent of the agency's staff has departed. For example, the
    Community Liaisons--which were already understaffed with only a dozen
    FTEs covering the entire nation--are reportedly down to a team of three
    people.

        Question 1. Do you believe reductions in staffing can affect
    safety, inspections, and community outreach?
        Answer. I am not currently at the agency and am not aware of any
    recent staffing changes that would negatively impact PHMSA's ability to
    successfully advance its safety mission.

        Question 2. What specific steps will you take to rebuild PHMSA's
    workforce?
        Answer. I am not currently at the agency or informed about its
    workforce needs, but, if confirmed, I will advocate for PHMSA to have
    the resources it needs to fulfill its critical safety mission.

        Question 3. Do you believe community outreach is an important
    component of PHMSA's work?
        Answer. Yes.

        Question 4. Will you commit to fully staff the Public Engagement
    Division
        Answer. I am not currently at the agency or informed about its
    workforce needs, but, if confirmed, I will advocate for PHMSA to have
    the resources it needs to fulfill its critical safety mission.
    Liquid Natural Gas
        PHMSA's existing liquefied natural gas (LNG) safety regulations are
    out of date; they have not been substantially updated in more than two
    decades and come from an era before the rapid proliferation of massive
    U.S. LNG export terminals. This regulatory gap is especially concerning
    given the flammable and explosive nature of LNG and the proximity of
    many facilities to communities. After two Congressional mandates in
    2016 and 2020 to update LNG safety regulations, PHMSA recently
    published an advanced notice of proposed rulemaking on the topic.

        Question 1. How do you plan to seek input from community members
    near LNG facilities? Please include how you will ensure physical and
    virtual accessibility, as well as transparency for community members.
        Answer. I am not currently at the agency or informed about its
    plans for seeking input from community members on its open rulemaking
    proceedings.
    Draft Carbon Dioxide Rule
        Last Congress, I introduced a bill to improve pipeline
    accountability, safety, and environmental standards. Amongst multiple
    other priorities, my bill would finalize regulations on carbon dioxide
    pipelines to avoid future disasters like the one that devastated
    Satartia, Mississippi.

        Question 1. Will you commit to finalizing the draft carbon dioxide
    pipeline rule, which PHMSA proposed in January of this year?
        Answer. A draft rule was withdrawn from the Federal Register in
    January and is currently under review. I am not currently at the agency
    or familiar with the status of that review.

        Question 2. If yes, by when would you ensure the rule is finalized?
        Answer. The agency has multiple open rulemaking actions in
    progress. If confirmed, I will prioritize getting up to speed on the
    expected timeline for all agency rulemakings.

        Question 3. If not, please explain why you do not support a rule to
    improve safety on this technology, particularly as it expands
    throughout the country.
        Answer. Congress mandated that PHMSA complete a gaseous carbon
    dioxide pipeline safety rulemaking. If confirmed, I am committed to
    implementing congressional mandates.
                                     ______

        Response to Written Questions Submitted by Hon. Gary Peters to
                                  Paul Roberti
        Question 1. Mr. Roberti, in your written testimony you mention
    ``constant vigilance'' as a key to ensuring pipeline safety. I
    wholeheartedly agree. However, ``constant vigilance'' isn't possible
    without proper staffing.
        PHMSA is a relatively small agency that has faced hiring and
    retention challenges for several years. That's why the PIPES Act of
    2020--which was signed into law by President Trump--included a mandate
    for PHMSA to hire 20 percent more pipeline inspectors in the succeeding
    three years.
        Unfortunately, since the creation of DOGE, PHMSA employees have
    been encouraged to leave the agency, and many have. Some estimates
    suggest as much as 20 percent of the agency has left just in the first
    few months of this Administration.
        PHMSA is not an agency I want to have spread thin. The stakes are
    just too high.
        So, Mr. Roberti, can you speak to the importance of proper staffing
    levels at PHMSA to ensuring pipeline safety? As Administrator, will you
    work to ensure that PHMSA is properly staffed and, specifically, that
    the staffing levels outlined in the 2020 PIPES Act are met?
        Answer. I am not currently at the agency or informed about its
    workforce needs, but, if confirmed, I will advocate for PHMSA to have
    the resources it needs to fulfill its critical safety mission.

        Question 2. Currently, state utility commissions and state pipeline
    inspectors oversee about 85 percent of the Nation's pipeline
    infrastructure. This federal/state partnership is critical, as our
    state inspectors are intimately familiar with local pipeline operations
    and their work can lead to more thorough and more frequent inspections
    than what PHMSA alone could provide. Recognizing the important role our
    states play in ensuring pipeline safety, in 2024, Congress boosted
    funding for state pipeline inspection programs to the tune of roughly
    30 percent.
        Mr. Roberti, do you support continuing to fund state pipeline
    inspection programs at the levels envisioned by Congress--at up to 80
    percent of their costs--so that states have the tools to oversee
    pipeline safety and environmental protection?
        Answer. States are critical partners for the agency. If confirmed,
    I will advocate for PHMSA to have the resources it needs to fulfill its
    critical safety mission.
                                     ______

       Response to Written Questions Submitted by Hon. Ben Ray Lujan to
                                  Paul Roberti
        Question 1. PHMSA has been tasked with drafting leak detection and
    repair standards for gas pipelines by Congress and signed by President
    Trump in 2020. PHMSA drafted a final rule that received broad support
    last year, but was withdrawn.
        What timeline will you commit to ensuring PHMSA complies with this
    legislative mandate and what are your views on the withdrawn rule?
        Answer. A draft rule was withdrawn from the Federal Register in
    January and is under review. I am not currently at the agency or
    familiar with the status of that review.

        Question 2. PHMSA has had an unprecedented drop in enforcement over
    the past few months.
        What are your plans to ensure that pipeline operators are held
    accountable for regulatory violations?
        Answer. PHMSA implements a comprehensive oversight program that
    involves rigorous inspections, robust enforcement, and the issuance of
    pipeline safety policies and regulations. As Chief Counsel, I oversaw
    cases with record setting civil penalties for the agency and
    prioritized swift resolution of enforcement actions. If confirmed, I
    will bring that same commitment to my role as Administrator.

        Question 3. Most of PHMSA's leadership team has left the agency in
    recent months. Other departments have been hit especially hard with
    retirements as well. For example, the Community Liaisons have
    apparently gone from 13 to 3.

        (a) Do you believe the reduced staffing and leadership levels at
    PHMSA will impact safety?
        Answer. During my time as Chief Counsel, I worked with many of the
    PHMSA leaders currently serving in an acting capacity at the agency and
    I am confident its safety mission is in good hands.

        (b) If so, what specific steps will you take to rebuild PHMSA's
    institutional knowledge and leadership capacity?
        Answer. I am not currently at the agency or informed about its
    workforce needs, but, if confirmed, I will advocate for PHMSA to have
    the resources it needs to fulfill its critical safety mission.

        (c) How will you ensure communities have adequate access to
    pipeline safety information and emergency response coordination?
        Answer. PHMSA administers multiple programs that support community
    access to pipeline safety information as well as emergency response
    coordination. If confirmed, I look forward to supporting that work.
                                     ______

    Response to Written Questions Submitted by Hon. Lisa Blunt Rochester to

                                  Paul Roberti
    PHMSA and Train Derailments
        Question 1. There has been some discussion about renewing a
    proposal from the first Trump Administration that would allow for the
    transport of Liquified Natural Gas by tanker rail cars without any
    restrictions on train routes, nor the number of tanker cars allowed on
    a particular train. The National Transportation Safety Board and the
    National Association of State Fire Marshall have previously objected to
    this proposal.
        As the nominee for PHMSA Administrator, can you share your thoughts
    on renewing this proposal? And will you be pursing this proposal?
        Answer. In June, PHMSA updated its Hazardous Materials Regulations
    to restore them to the version that existed prior to the effective date
    of the LNG by Rail Rule (August 24, 2020) that was overturned by the DC
    Circuit Court of Appeals earlier this year. I am not aware of any plans
    to revisit that rulemaking.

        Question 2. Safety concerns have only increased following recent
    tanker rail car derailments, including one last month in Bear,
    Delaware, carrying crude oil--thankfully, no one was hurt.
        Can you discuss the vulnerabilities of switching to tanker rail
    cars as opposed to approved UN portable tanks that PHMSA has
    historically required?
        Answer. PHMSA regulations have long allowed both rail tank cars and
    UN portable tanks as safe, approved packages for transportation of
    crude oil. Under PHMSA regulations, the shipper of hazardous materials
    identifies which is appropriate for their needs.
    PHMSA and Technology
        Question 1. As you know, pipelines require continuous monitoring
    and inspections to protect public safety and prevent pipeline system
    failures and leaks.
        As Administrator, how will you incorporate technology innovation
    into pipeline management?
        Answer. PHMSA's research and development program has invested
    millions of dollars in support of new technologies to improve pipeline
    safety. These investments have led to many patent applications and new
    technologies entering the market. As Administrator, I will ensure the
    continued effectiveness of PHMSA's research and development program,
    advance new and updated regulations that encourage innovation and
    account for technological advancements, and encourage pipeline
    operators to continue making their own investments in technology to
    improve performance.

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