"America Builds: A Review of Programs to Address Roadway Safety"

1[House Hearing, 119 Congress]2[From the U.S. Government Publishing Office]34                    AMERICA BUILDS: A REVIEW OF PROGRAMS TO5                             ADDRESS ROADWAY SAFETY67=======================================================================89                                (119-7)1011                                HEARING1213                               BEFORE THE1415                            SUBCOMMITTEE ON16                          HIGHWAYS AND TRANSIT1718                                 OF THE1920                              COMMITTEE ON21                   TRANSPORTATION AND INFRASTRUCTURE22                        HOUSE OF REPRESENTATIVES2324                    ONE HUNDRED NINETEENTH CONGRESS2526                             FIRST SESSION2728                               __________2930                           FEBRUARY 12, 20253132                               __________3334                       Printed for the use of the35             Committee on Transportation and Infrastructure3637[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]3839     Available online at: https://www.govinfo.gov/committee/house-40     transportation?path=/browsecommittee/chamber/house/committee/41                             transportation4243                                __________4445                   U.S. GOVERNMENT PUBLISHING OFFICE4660-064 PDF                  WASHINGTON : 20254748-----------------------------------------------------------------------------------4950             COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE5152		  Sam Graves, Missouri, Chairman53		 Rick Larsen, Washington, Ranking Member5455Eleanor Holmes Norton,               Eric A. ``Rick'' Crawford,56  District of Columbia               Arkansas,57Jerrold Nadler, New York               Vice Chairman58Steve Cohen, Tennessee               Daniel Webster, Florida59John Garamendi, California           Thomas Massie, Kentucky60Henry C. ``Hank'' Johnson, Jr.,      Georgiaott Perry, Pennsylvania61Andre Carson, Indiana                Brian Babin, Texas62Dina Titus, Nevada                   David Rouzer, North Carolina63Jared Huffman, California            Mike Bost, Illinois64Julia Brownley, California           Doug LaMalfa, California65Frederica S. Wilson, Florida         Bruce Westerman, Arkansas66Mark DeSaulnier, California          Brian J. Mast, Florida67Salud O. Carbajal, California        Pete Stauber, Minnesota68Greg Stanton, Arizona                Tim Burchett, Tennessee69Sharice Davids, Kansas               Dusty Johnson, South Dakota70Jesus G. ``Chuy'' Garcia, Illinois   Jefferson Van Drew, New Jersey71Chris Pappas, New Hampshire          Troy E. Nehls, Texas72Seth Moulton, Massachusetts          Tracey Mann, Kansas73Marilyn Strickland, Washington       Burgess Owens, Utah74Patrick Ryan, New York               Eric Burlison, Missouri75Val T. Hoyle, Oregon                 Mike Collins, Georgia76Emilia Strong Sykes, Ohio,           Mike Ezell, Mississippi77  Vice Ranking Member                Kevin Kiley, California78Hillary J. Scholten, Michigan        Vince Fong, California79Valerie P. Foushee, North Carolina   Tony Wied, Wisconsin80Christopher R. Deluzio, Pennsylvania Tom Barrett, Michigan81Robert Garcia, California            Nicholas J. Begich III, Alaska82Nellie Pou, New Jersey               Robert P. Bresnahan, Jr.,83Kristen McDonald Rivet, Michigan     Pennsylvania84Laura Friedman, California           Jeff Hurd, Colorado85Laura Gillen, New York               Jefferson Shreve, Indiana86Shomari Figures, Alabama             Addison P. McDowell, North87                                     Carolina88                                     David J. Taylor, Ohio89                                     Brad Knott, North Carolina90                                     Kimberlyn King-Hinds,91                                       Northern Mariana Islands92                                     Mike Kennedy, Utah93                                     Robert F. Onder, Jr., Missouri94                                     Vacancy9596                  Subcommittee on Highways and Transit9798		  David Rouzer, North Carolina, Chairman99		Eleanor Holmes Norton, District of Columbia, Ranking Member100101John Garamendi, California           Eric A. ``Rick'' Crawford,102Henry C. ``Hank'' Johnson, Jr., Georgiakansas103Jared Huffman, California            Daniel Webster, Florida104Julia Brownley, California           Thomas Massie, Kentucky105Mark DeSaulnier, California          Brian Babin, Texas106Jesus G. ``Chuy'' Garcia, Illinois   Mike Bost, Illinois107Chris Pappas, New Hampshire          Doug LaMalfa, California108Marilyn Strickland, Washington       Bruce Westerman, Arkansas109Patrick Ryan, New York               Pete Stauber, Minnesota110Val T. Hoyle, Oregon                 Tim Burchett, Tennessee111Emilia Strong Sykes, Ohio            Dusty Johnson, South Dakota112Jerrold Nadler, New York             Jefferson Van Drew, New Jersey113Nellie Pou, New Jersey               Troy E. Nehls, Texas114Kristen McDonald Rivet, Michigan     Burgess Owens, Utah115Laura Friedman, California           Eric Burlison, Missouri116Laura Gillen, New York               Mike Collins, Georgia117Shomari Figures, Alabama,            Kevin Kiley, California118  Vice Ranking Member                Vince Fong, California119Steve Cohen, Tennessee               Tony Wied, Wisconsin120Dina Titus, Nevada                   Tom Barrett, Michigan121Salud O. Carbajal, California        Robert P. Bresnahan, Jr.,122Greg Stanton, Arizona                Pennsylvania123Sharice Davids, Kansas               Jeff Hurd, Colorado124Seth Moulton, Massachusetts          Jefferson Shreve, Indiana125Robert Garcia, California            Addison P. McDowell, North126Rick Larsen, Washington (Ex Officio) Carolina127                                     David J. Taylor, Ohio128                                     Brad Knott, North Carolina129                                     Kimberlyn King-Hinds,130                                       Northern Mariana Islands131                                     Mike Kennedy, Utah132                                     Sam Graves, Missouri (Ex Officio)133134                                CONTENTS135136                                                                   Page137138Summary of Subject Matter........................................   vii139140                 STATEMENTS OF MEMBERS OF THE COMMITTEE141142Hon. David Rouzer, a Representative in Congress from the State of143  North Carolina, and Chairman, Subcommittee on Highways and144  Transit, opening statement.....................................     1145    Prepared statement...........................................     3146Hon. Eleanor Holmes Norton, a Delegate in Congress from the147  District of Columbia, and Ranking Member, Subcommittee on148  Highways and Transit, opening statement........................     3149    Prepared statement...........................................     5150Hon. Rick Larsen, a Representative in Congress from the State of151  Washington, and Ranking Member, Committee on Transportation and152  Infrastructure, opening statement..............................     5153    Prepared statement...........................................     7154155                               WITNESSES156157Hon. James H. Willox, Commissioner, Converse County, Wyoming, on158  behalf of the National Association of Counties, oral statement.     9159    Prepared statement...........................................    11160Michael Hanson, Director, Minnesota Department of Public Safety,161  Office of Traffic Safety, on behalf of the Governors Highway162  Safety Association, oral statement.............................    14163    Prepared statement...........................................    16164Haley Norman, Co-Owner, Direct Traffic Control, Inc., on behalf165  of the American Traffic Safety Services Association, oral166  statement......................................................    22167    Prepared statement...........................................    24168Catherine Chase, President, Advocates for Highway and Auto169  Safety, oral statement.........................................    29170    Prepared statement...........................................    30171172                       SUBMISSIONS FOR THE RECORD173174Submissions for the Record by Hon. David Rouzer:175    Statement of the American Society of Civil Engineers.........    81176    Statement of the Commercial Vehicle Safety Alliance..........    85177    Letter of February 14, 2025, to Hon. David Rouzer, Chairman,178      and Hon. Eleanor Holmes Norton, Ranking Member,179      Subcommittee on Highways and Transit, from Michael Gallant,180      Director, Industry Relations and Government Affairs,181      HaulHub Technologies.......................................    90182    Statement of the National Safety Council.....................    93183    Letter of February 12, 2025, to Hon. Sam Graves, Chairman,184      and Hon. Rick Larsen, Ranking Member, Committee on185      Transportation and Infrastructure, from the National Work186      Zone Safety Coalition......................................    96187    Letter of February 11, 2025, to Hon. David Rouzer, Chairman,188      and Hon. Eleanor Holmes Norton, Ranking Member,189      Subcommittee on Highways and Transit, from Leslie Kimball,190      Executive Director, Responsibility.org.....................    97191Letter of February 26, 2025, to Hon. David Rouzer, Chairman, and192  Hon. Eleanor Holmes Norton, Ranking Member, Subcommittee on193  Highways and Transit, from Stephanie Manning, Chief Government194  Affairs Officer, Mothers Against Drunk Driving, Submitted for195  the Record by Hon. Eleanor Holmes Norton.......................    99196197                                APPENDIX198199Questions from Hon. Tom Barrett to Hon. James H. Willox,200  Commissioner, Converse County, Wyoming, on behalf of the201  National Association of Counties...............................   101202Questions to Michael Hanson, Director, Minnesota Department of203  Public Safety, Office of Traffic Safety, on behalf of the204  Governors Highway Safety Association, from:205    Hon. David Rouzer............................................   101206    Hon. Tom Barrett.............................................   102207Question from Hon. Jerrold Nadler to Catherine Chase, President,208  Advocates for Highway and Auto Safety..........................   102209210[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]211212                            February 7, 2025213214    SUMMARY OF SUBJECT MATTER215216    TO:      LMembers, Subcommittee on Highways and Transit217    FROM:  LStaff, Subcommittee on Highways and Transit218    RE:      LSubcommittee Hearing on ``America Builds: A219Review of Programs to Address Roadway Safety''220_______________________________________________________________________221222                               I. PURPOSE223224    The Subcommittee on Highways and Transit will meet on225Wednesday, February 12, 2025, at 10:00 AM ET in 2167 of the226Rayburn House Office Building to receive testimony at a hearing227entitled, ``America Builds: A Review of Programs to Address228Roadway Safety.'' The purpose of the hearing is to provide229Subcommittee Members with the opportunity to receive testimony230on policies and programs focused on improving roadway safety231within the United States Department of Transportation (USDOT).232At the hearing, Members will receive testimony from witnesses233on behalf of the National Association of Counties (NACo), the234Governors Highway Safety Association (GHSA), the American235Traffic Safety Services Association (ATSSA), and the Advocates236for Highway and Auto Safety (Advocates).237238                             II. BACKGROUND239240    The National Highway Traffic Safety Administration's241(NHTSA's) mission is to ``save lives, prevent injuries, and242reduce economic costs due to road traffic crashes, through243education, research, safety standards, and enforcement.'' \1\244NHTSA works closely with State Highway Safety Offices (SHSOs)245to deliver its mission.\2\ The Subcommittee on Highways and246Transit has jurisdiction over select NHTSA behavioral safety247programs under chapter 4 of title 23, United States Code248(U.S.C.), including State Highway Safety Grants (Section 402),249Highway Safety Research and Development (Section 403), the High250Visibility Enforcement Program (Section 404), and National251Priority Safety Programs (Section 405).\3\252---------------------------------------------------------------------------253    \1\ DOT, NHTSA, About NHTSA, available at https://www.nhtsa.gov/254#::text=About.255    \2\ DOT, National Highway Traffic Safety Administration: Key Grant256Programs, (Nov. 17, 2023), available at https://www.transportation.gov/257rural/grant-toolkit/usdot-discretionary-grants-by-agency/nhtsa.258    \3\ Subcomm. on Highways and Transit of the H. Comm. on Transp. and259Infrastructure, Jurisdiction and Activities, 119th Cong. (Jan. 2025),260(on file with Comm.) [hereinafter Jurisdiction and Activities].261---------------------------------------------------------------------------262    Section 402 provides flexible apportioned funding to states263to support a highway safety program that is designed to reduce264traffic crashes and deaths, injuries, and property damage265resulting from those crashes.\4\ Section 402 requires states to266develop a triennial Highway Safety Plan that include strategies267for states to meet performance targets and improve safety268outcomes.\5\ Section 405 authorizes the Secretary of269Transportation to make grants that address selected national270priorities to reduce highway deaths and injuries.\6\ Eligible271projects include those to address impaired driving, occupant272protection, state traffic safety information system273improvements, distracted driving, motorcyclist safety,274nonmotorized safety, preventing roadside deaths, and driver and275officer safety education.\7\276---------------------------------------------------------------------------277    \4\ 23 U.S.C. Sec.  402.278    \5\ Governors Highway Safety Ass'n, Section 402 State and Community279Highway Safety Grant Program, available at https://www.ghsa.org/about/280federal-grant-programs/402.281    \6\ Governors Highway Safety Ass'n, Section 405 National Priority282Safety Program, available at https://www.ghsa.org/about/federal-grant-283programs/405.284    \7\ 23 U.S.C. Sec.  405.285---------------------------------------------------------------------------286    Section 403 authorizes the Secretary to conduct research287and carry out demonstration projects on highway safety and288traffic conditions, including human behavioral factors and289different countermeasures to increase highway and traffic290safety, such as occupant protection and alcohol- and drug-291impaired driving.\8\ Section 404 requires the Secretary to292coordinate and administer at least three Nationwide high-293visibility traffic safety enforcement campaigns each year.\9\294Funding authorized under this section may be used for295advertising and public outreach by state and local law296enforcement to further the goals of the campaigns.\10\297---------------------------------------------------------------------------298    \8\ 23 U.S.C. Sec.  403.299    \9\ 23 U.S.C. Sec.  404.300    \10\ 23 U.S.C. Sec.  404.301---------------------------------------------------------------------------302303TRAFFIC FATALITY TRENDS304305    NHTSA estimates that in 2023, 40,990 people died in motor306vehicle crashes. This is a 3.6 percent decrease from the 42,514307fatalities in 2022.\11\ Respectively, this equates to 1.26308fatalities per 100 million vehicle miles traveled (VMT)309compared to 1.22 per 100 million VMT in 2022.\12\ Early310estimates from the first half of 2024 indicate a continued311decline in traffic deaths with 18,720 fatalities, a 3.2 percent312decline in fatalities from the first half of 2023, marking the313ninth straight quarter of declines.\13\ According to NHTSA314data, in 2022, the latest year for which detailed data is315available, fatal crashes were attributed to several factors,316including: 18.5 percent driving too fast for conditions, in317excess of posted speed limit, or racing; 11 percent driving318under the influence of alcohol, drugs, or medication; 8.9319percent operating vehicle in a careless manner; 7.4 percent320failure to yield right-of-way; 5.7 percent failure to keep in321proper lane; 5.2 percent distracted, including by phone,322talking, eating, or an object.\14\323---------------------------------------------------------------------------324    \11\ DOT, NHTSA, Early Estimates of Motor Vehicle Traffic325Fatalities and Fatality Rate by Sub-Categories in 2023, (May 2023),326available at https://crashstats.nhtsa.dot.gov/Api/Public/327ViewPublication/813581.328    \12\ Id.329    \13\ Press Release, DOT, NHTSA, NHTSA Estimates Traffic Fatalities330Declined in the First Half of 2024, (Sept. 5, 2024), available at331https://www.nhtsa.gov/press-releases/nhtsa-estimates-traffic-332fatalities-declined-first-half-2024.333    \14\ DOT, NHTSA, Traffic Safety Facts 2022, (Dec. 2024), available334at https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813656.335---------------------------------------------------------------------------336    Notably, these numbers are still elevated compared to pre-337pandemic levels. A report from Cambridge Mobile Telematics338found that from the announcement of the pandemic on March 11,3392020, to April 15, 2020, driving trips had fallen by 60340percent, but speeding risk rose by 64 percent and phone341distraction by 18.5 percent.\15\ In 2021, traffic fatalities342escalated 10.5 percent to the highest number of traffic343fatalities since 2005.\16\ Then-acting NHTSA Administrator Ann344Carlson further attributed the increase in fatalities to open345roads during the pandemic, leading to higher instances of346speeding, distracted driving, and impaired driving.\17\ Reports347suggest that, while enforcement of traffic violations tapered348during the pandemic, enforcement efforts have not rebounded in349recent years.\18\350---------------------------------------------------------------------------351    \15\ 2022 US Distracted Driving Report, Cambridge Mobile352Telematics, (2022), available at https://3532903147.fs1.hubspotusercontent-na1.net/hubfs/2903147/CMT%202022%20US354%20Distracted%20Driving%20Report.pdf.355    \16\ David Shepardson, U.S. Traffic Deaths Down 3.6% in 2023 but356Above Pre-pandemic Levels, Reuters, (Apr. 1, 2024), available at357https://www.reuters.com/world/us/us-traffic-deaths-down-36-2023-above-358pre-pandemic-levels-2024-04-01/.359    \17\ David Shepardson, U.S. Traffic Deaths Down in 2023 but Remain360Above Pre-pandemic Levels, Reuters, (Sept. 28, 2023), available at361https://www.reuters.com/world/us/us-traffic-deaths-down-2023-remain-362above-pre-pandemic-levels-2023-09-28/.363    \18\ Emily Badger and Ben Blatt, Traffic Enforcement Dwindled in364the Pandemic. In Many Places, It Hasn't Come Back., N.Y. Times, (July36524, 2024), available at https://www.nytimes.com/interactive/2024/07/29/366upshot/traffic-enforcement-dwindled.html.367---------------------------------------------------------------------------368369RURAL ROAD SAFETY370371    According to NHTSA, in 2022, 41 percent of all traffic372fatalities occurred in rural areas, despite only 20 percent of373the population living in rural areas.\19\ In 2022, the fatality374rate per 100 million vehicle miles traveled (VMT) was 1.5 times375higher in rural areas than in urban areas.\20\ A 2024 report by376TRIP examining rural infrastructure challenges found that377traffic crashes and fatalities on rural non-Interstate roads378are disproportionately high, while noting that rural roads are379more likely to have narrow lanes, limited shoulders, sharp380curves, exposed hazards, pavement drop-offs, steep slopes and381limited clear zones along roadsides.\21\ According to NHTSA, 64382percent of fatalities in rural areas in 2022 were in roadway-383departure crashes.\22\ Additionally, in 2022, GHSA and State384Farm Insurance reported that disproportionate rates of rural385fatalities may be caused by several factors; including lack of386safety resources, simpler roadway infrastructure, poor387emergency medical services, and behavioral risks including388failure to use a seat belt, impaired driving, speeding, or389distraction.\23\390---------------------------------------------------------------------------391    \19\ DOT, NHTSA, Rural Urban Traffic Fatalities, (July 2024),392available at https://crashstats.nhtsa.dot.gov/Api/Public/Publication/393813599 [hereinafter Rural Urban Traffic Fatalities].394    \20\ Id.395    \21\ TRIP, Rural Connections: Examining the Safety, Connectivity,396Condition and Funding Needs of America's Rural Roads & Bridges, (Sept.3972024), available at https://tripnet.org/wp-content/uploads/2024/09/398TRIP_Rural_Connections_Report_September_2024.pdf.399    \22\ Rural Urban Traffic Fatalities, supra note 19.400    \23\ Press Release, Governors Highway Safety Ass'n, America's Rural401Roads: Beautiful and Deadly, (Sept. 1, 2022), available at https://402www.ghsa.org/resources/news-releases/GHSA/Rural-Road-Safety22.403---------------------------------------------------------------------------404405URBAN TRAFFIC FATALITIES406407    According to NHTSA, in 2022, 59 percent of all traffic408fatalities occurred in urban areas. In 2022, 58 percent of409traffic fatalities in urban areas occurred on arterial410roadways.\24\ The AAA Foundation for Traffic Safety reviewed411traffic fatalities from 2010 to 2019 and found, ``Prior to 2015412traffic fatalities in rural areas were higher than in urban413areas, however between 2010 and 2019, motor vehicles crash414fatalities in urban areas increased by 34 percent, while those415in rural areas decreased by 10 percent.'' \25\ Consequently, in4162019, traffic fatalities in urban areas were higher than in417rural areas.'' \26\ NHTSA data also indicates that pedestrians418accounted for 18 percent of all traffic fatalities and419bicyclists accounted for 2.6 percent of all traffic420fatalities.\27\ The Insurance Institute for Highway Safety421(IIHS), however, reports that 82 percent of all bicyclist422fatalities (889) and 84 percent of all pedestrian fatalities423(6,323) occurred on urban roads in 2022.\28\424---------------------------------------------------------------------------425    \24\ Insurance Institute for Highway Safety, Fatality Fact 2022,426Urban/Rural Comparison, (June 2024), available at https://www.iihs.org/427topics/fatality-statistics/detail/urban-rural-comparison [hereinafter428Urban/Rural Comparison].429    \25\ Foundation For Traffic Safety, Traffic Fatalities on Urban430Roads and Streets in Relation to Speed Limits and Speeding, United431States, 2010-2019, (July 2022), available at https://aaafoundation.org/432wp-content/uploads/2022/07/Traffic-Fatalities-on-Urban-Streets-2010-4332019-July-2022.pdf.434    \26\ Id.435    \27\ DOT, NHTSA, Traffic Safety Facts, 2022 Data, Pedestrians,436(July 2024), available at https://crashstats.nhtsa.dot.gov/Api/Public/437Publication/813590; see also, DOT, NHTSA, Traffic Safety Facts, 2022438Data, Bicyclists and Other Cyclists, (July 2024), available at https://439crashstats.nhtsa.dot.gov/Api/Public/Publication/813591.440    \28\ Urban/Rural Comparison, supra note 24.441442Figure 1: Distribution of Motor Vehicle Crash Deaths by Land Use, 1977-443                               2022 \29\444445         III. SELECT FEDERAL ROADWAY SAFETY PROGRAMS AND RULES446447HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP)448449    HSIP\\ is a core Federal-aid highway program, funded out of450the Highway Trust Fund (HTF).\30\ HSIP provides Federal funding451for projects that will achieve a significant reduction in452traffic fatalities and serious injuries on public roads,453including local roads and roads on tribal land.\31\ In order to454use HSIP funding, the state must have an approved,455comprehensive, and data-driven strategic highway safety plan456(SHSP) that defines state safety goals and describes a program457of strategies to improve safety.\32\ The Infrastructure458Investment and Jobs Act (IIJA) (P.L. 117-58) increased funding459for HSIP to $15.6 billion, a 34 percent increase when compared460to the previous authorization, the Fixing America's Surface461Transportation (FAST) Act (P.L. 114-94).\33\462---------------------------------------------------------------------------463    \29\ Id.464    \30\ 23 U.S.C. Sec.  148; America Builds: Highways to Move People465and Freight: Hearing Before the Subcomm. on Highways and Transit of the466H. Comm. on Transp. and Infrastructure, 119th Cong. (Jan. 22, 2025)467(testimony of Jim Tymon, Executive Director, American Ass'n of State468Highway and Transp. Officials) (on file with Comm.); DOT, FHWA, Highway469Safety Improvement Program, (Jan. 30, 2025), available at https://470highways.dot.gov/safety/hsip.471    \31\ 23 U.S.C. Sec.  148(b).472    \32\ 23 U.S.C. Sec.  148(c)(1).473    \33\ DOT, FHWA, Federal-Aid Highway Program Authorizations Under474the Fixing America's Surface Transportation (FAST) Act, available at475https://www.fhwa.dot.gov/fastact/estfy20162020auth.pdf; DOT, IIJA,476Public Law 117-58, Authorized Funding, FY 2022 to FY 2026, available at477https://www.transportation.gov/sites/dot.gov/files/2022-01/478DOT_Infrastructure_Investment_and_Jobs_Act_Authorization_Table_%28IIJA%24799.pdf.480---------------------------------------------------------------------------481    Funding provided under HSIP is apportioned to state482departments of transportation (DOTs) to implement highway483safety improvement projects identified in the state's SHSP.\34\484The state DOT is responsible for selecting projects,485administering the funding, ensuring compliance with all486applicable Federal requirements, and overseeing the project to487completion.\35\ Each state DOT must evaluate the SHSP on a488regular basis to ensure the accuracy of the data in the plan489and the priorities of the proposed safety strategies.\36\490---------------------------------------------------------------------------491    \34\ Supra note 33.492    \35\ DOT, FHWA, Funding Federal Aid Highways, (Jan. 2017),493available at https://www.fhwa.dot.gov/policy/olsp/fundingfederalaid/.494    \36\ 23 U.S.C. Sec.  148(c)(1)(C).495---------------------------------------------------------------------------496    Congress has created several special rules to address key497safety problems, including high-risk roads, older drivers,498vulnerable road users, and rural roads.\37\ For example, the499special rule for high risk rural roads requires states to500expend HSIP funds for safety projects on roads that the state501determines pose a significant safety risk pursuant to Federal502Highway Administration (FHWA) guidance.\38\ In fiscal year (FY)5032024, 24 states triggered the special rule, and $103.7 million504was obligated for safety projects on high risk rural roads.\39\505IIJA established the special rule on vulnerable road users506safety, which requires states to expend HSIP funds on projects507that address the safety of bicyclists, pedestrians, and other508non-motorized users if vulnerable road user fatalities509represent more than 15 percent of total annual crash fatalities510in the state.\40\511---------------------------------------------------------------------------512    \37\ 23 U.S.C. Sec.  148(g)(1)-(3).513    \38\ 23 U.S.C. Sec.  148.514    \39\ DOT, Bipartisan Infrastructure Law Computational Tables, Table5155: Highway Safety Improvement Program, available at https://516www.fhwa.dot.gov/bipartisan-infrastructure-law/comptables/table5p2.cfm.517    \40\ IIJA, Pub. L. No. 117-58, Sec.  11111.518---------------------------------------------------------------------------519520SAFETY PERFORMANCE MANAGEMENT521522    Since the enactment of the Moving Ahead for Progress in the52321st Century Act (MAP-21) (P.L. 112-141) in 2012, states have524been required to establish performance management targets and525measures within several identified areas to increase the526accountability and transparency of the Federal-aid highway527program and improve project decision making through528performance-based planning and programming.\41\ MAP-21529established a national safety goal to achieve a significant530reduction in traffic fatalities and serious injuries on public531roads.\42\ MAP-21 directed the Secretary to establish532performance measures for states to use to assess serious533injuries and fatalities per VMT and the total number of serious534injuries on public roads.\43\535---------------------------------------------------------------------------536    \41\ 23 U.S.C.Sec.  150(a).537    \42\ 23 U.S.C. Sec.  150(b)(1).538    \43\ 23 U.S.C. Sec.  150(c)(4).539---------------------------------------------------------------------------540    Pursuant to the law, FHWA established the Safety541Performance Management (Safety PM) measure to support the HSIP542program. The Safety PM Final Rule, issued in 2016, establishes543five performance measures: the number of fatalities; the rate544of fatalities per 100 million VMT; the number of serious545injuries; the rate of serious injuries per 100 million VMT; and546the number of non-motorized fatalities and non-motorized547serious injuries.\44\548---------------------------------------------------------------------------549    \44\ DOT, FHWA, Safety Performance Management (hereinafter Safety550PM), available at https://safety.fhwa.dot.gov/hsip/spm/.551---------------------------------------------------------------------------552    The Safety PM Final Rule also required state DOTs to553establish and report annual safety targets.\45\ Recognizing the554differences between rural and urban areas in the states, MAP-21555permitted states to provide different targets for those556areas.\46\ Additionally, the Safety PM Final Rule established a557process for FHWA to assess if state DOTs have met or made558significant progress toward achieving safety performance559targets. A state DOT is determined to have met or made560significant progress toward meeting its targets when at least561four out of five safety performance targets are met. State DOTs562are required to use obligation authority equal to the HSIP563apportionment from the prior fiscal year on safety related564projects if it has not met or made significant progress toward565meeting safety performance targets.\47\566---------------------------------------------------------------------------567    \45\ DOT, FHWA, Let's Talk Performance Webinar FAQs: Safety568Performance Management Measures, available at https://569safety.fhwa.dot.gov/hsip/spm/docs/LetsTalkPerfWebinar570FAQspdf.pdf [hereinafter Let's Talk Performance Webinar FAQs].571    \46\ 23 U.S.C. Sec.  150(d)(2).572    \47\ Let's Talk Performance Webinar FAQs, supra note 46.573---------------------------------------------------------------------------574575ROAD DESIGN STANDARDS576577    Roads with clear markings, proper lighting, and safe578pedestrian crossings help to significantly reduce accidents and579are crucial for road safety.\48\ FHWA's Manual on Uniform580Traffic Control Devices for Streets and Highways (MUTCD) and581the American Association of State Highway and Transportation582Officials' (AASHTO's) Policy on Geometric Design of Highways583and Streets (known as the ``Green Book'') provide standards584that govern road design through Federal statutes and585regulations.\49\ FHWA is responsible for updating the MUTCD,586whereas AASHTO updates the Green Book. FHWA, however, does587contribute to the Green Book's development and must adopt each588subsequent update by reference for it to be recognized as a589binding Federal standard on the National Highway System590(NHS).\50\591---------------------------------------------------------------------------592    \48\ Anthony Davis, Enhancing Road Safety--Best Practices and593Strategies, Highways Today, (June 11, 2024), available at https://594highways.today/2024/06/11/road-safety-strategies.595    \49\ 23 U.S.C. Sec.  109.596    \50\ DOT, FHWA, Guidance on NHS Design Standards and Design597Exceptions, (Mar. 6, 2019), available at https://www.fhwa.dot.gov/598design/standards/qa.cfm.599---------------------------------------------------------------------------600    The MUTCD is the national standard for all traffic control601devices--signs, signals, and markings--installed on any street,602highway, or bicycle path open to public travel.\51\ The MUTCD603also provides guidance on setting speed limits. On December 19,6042023, a final rule was published in the Federal Register,605adopting the 11th Edition of the MUTCD, requiring states to606adopt the new standards within two years of the effective date,607January 18, 2024.\52\608---------------------------------------------------------------------------609    \51\ DOT, FHWA, Manual on Uniform Traffic Control Devices,610``Overview,'' (June 7, 2024), available at https://mutcd.fhwa.dot.gov/611kno-overview.htm.612    \52\ National Standards for Traffic Control Devices; the Manual on613Uniform Traffic Control Devices for Streets and Highways; Revision, 88614Fed. Reg. 87,672, (Dec. 19, 2023), available at https://615www.federalregister.gov/documents/2023/12/19/2023-27178/national-616standards-for-traffic-control-devices-the-manual-on-uniform-traffic-617control-devices-for.618---------------------------------------------------------------------------619    The Green Book provides minimum standards and guidance for620the geometric design of roadways, such as lane width and design621speed. Earlier versions of the Green Book often dictated high-622speed designs for urban and rural arterial roadways, but the623latest update, in 2018, allows for more flexible, multimodal,624and performance based designs.\53\ While the Green Book only625applies to facilities on the NHS, state standards that control626Federal-aid projects off the NHS are often consistent with627Green Book requirements.\54\ To provide additional flexibility628for local governments that wish to deviate from state design629standards, IIJA clarifies that local jurisdictions may use630design guides that are different from state standards on the631roads they own, that are not part of the NHS, without approval632from the state.\55\633---------------------------------------------------------------------------634    \53\ DOT, FHWA, Complete Streets Report to Congress, (Mar. 2022),635available at https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-03/636Complete%20Streets%20Report%20to637%20Congress.pdf.638    \54\ 23 U.S.C. Sec.  109(c); (o).639    \55\ IIJA, Pub. L. No. 117-58, Sec.  11129.640---------------------------------------------------------------------------641    AASHTO also publishes the Manual for Assessing Safety642Hardware (MASH). This manual sets guidelines for crash testing643permanent and temporary highway safety features, such as644guardrails.\56\ Guardrails make roads safer and lessen the645severity of crashes. Ideally, a guardrail should deflect the646vehicle back to the roadway, bring the vehicle to a stop, or647slow a vehicle down significantly as it passes the648guardrail.\57\ A guardrail works by absorbing the energy of the649moving vehicle. Additional speed or weight of the vehicle650impacts how the guardrail functions.\58\ Research has indicated651that existing guardrails may not be designed to adequately652respond to the increased number of electric vehicles on the653Nation's roadways, as these vehicles tend to be heavier than654those powered by internal combustion engines.\59\655---------------------------------------------------------------------------656    \56\ DOT, FHWA, AASHTO Guidance, (June 20, 2023), available at657https://highways.dot.gov/safety/rwd/reduce-crash-severity/aashto-658guidance.659    \57\ DOT, FHWA, Guardrail 101, (Dec. 10, 2014), available at660https://www.fhwa.dot.gov/guardrailsafety/guardrail101.pdf.661    \58\ Id.662    \59\ Kris Van Cleave and Analisa Novak, Electric Vehicles Raise663Concerns About Whether Safety Infrastructure Can Handle Their Weight in664a Crash, CBS News, (Sept. 18, 2024), available at https://665www.cbsnews.com/news/electric-vehicles-safety-infrastructure-barriers/.666---------------------------------------------------------------------------667668SAFE STREETS AND ROADS FOR ALL (SS4A)669670    IIJA established SS4A, a discretionary grant program671available to local governments, to improve roadway safety by672significantly reducing or eliminating roadway fatalities and673serious injuries for all road users, and authorized $200674million annually for the program from FY 2022 to FY 2026.\60\675Separately, IIJA provided $5 billion in advance appropriations676for the program. Funding is eligible for both development and677implementation of comprehensive safety action plans, but678applicants must have a safety action plan or similar plan in679place to apply for an implementation grant under this680program.\61\ After three years of SS4A awards, approximately 75681percent of the Nation's population is covered under a safety682action plan, and almost half of the communities receiving683awards are in rural areas.\62\ Eligible activities for684implementation grants are infrastructure, behavioral, or685operational activities identified in the action plan directly686related to addressing the roadway safety problems identified in687the application and action plan.\63\ Eligible activities for688implementation grants include improvements to multimodal689networks, applying low cost safety treatments along high crash690corridors, speed management projects, safety enhancements, and691making street design changes.\64\692---------------------------------------------------------------------------693    \60\ IIJA, Pub. L. No. 117-58, Sec.  24112.694    \61\ Id.695    \62\ DOT, Safe Streets and Roads for All (SS4A) Grant Program,696(Jan. 2025), available at https://www.transportation.gov/grants/SS4A.697    \63\ IIJA, supra note 61.698    \64\ Id.699---------------------------------------------------------------------------700701WORK ZONE SAFETY702703    In January, the Association of General Contractors (AGC)704testified that construction companies have reported a ``greater705frequency of reckless driver behavior since the COVID-19706pandemic resulting in 64% of contractors reporting that a motor707vehicle has crashed into their work zones in the past year708alone attributed mainly to extreme speeding, distractions, and709impairment.'' \65\ The National Work Zone Information710Clearinghouse estimated 96,000 work zone crashes, 37,000 elated711injuries, and 891 fatalities occurred in 2022.\66\ IIJA712included several programs to address work zone safety,713including allowing states to create work zone safety714contingency funds to pay for additional safety measures for715projects that have unforeseen safety risks.\67\716---------------------------------------------------------------------------717    \65\ America Builds: The State of the Nation's Transportation718System: Hearing Before the H. Comm. on Transp. and Infrastructure,719119th Cong. (Jan. 15, 2025) (testimony of Seth Schulgen, Vice720President, Williams Bros. Construction).721    \66\ Nat'l Work Zone Safety Info. Clearing House, Work Zone Data,722available at https://workzonesafety.org/work-zone-data/.723    \67\ IIJA, Pub. L. No. 117-58, 135 Stat. 429.724---------------------------------------------------------------------------725    On September 20, 2023, FHWA published a Notice of Proposed726Rulemaking (NPRM) and request for comments to update727regulations pertaining to highway and street work zones.\68\728The NPRM seeks to make changes to many provisions addressed in729a 2004 FHWA final rule intended to bolster work zone730safety.\69\ Specifically, the NPRM proposes requiring states to731``identify the safety and mobility performance measures that732will be used to monitor and manage performance,'' \70\ as part733of their work zone safety and mobility policy. It would also734formally require states to develop and implement systematic735procedures to assess work zone impacts in project development,736and to manage safety and mobility during project737implementation.\71\ The final rule was published on November 1,7382024, to allow for consideration of a more coordinated and739comprehensive approach to the broader safety and mobility740impacts of work zones across project development stages.\72\741---------------------------------------------------------------------------742    \68\ Work Zone Safety and Mobility and Temporary Traffic Control743Devices, 88 Fed. Reg. 64,836 (Sept. 20, 2023), available at https://744www.federalregister.gov/documents/2023/09/20/2023-19701/work-zone-745safety-and-mobility-and-temporary-traffic-control-devices.746    \69\ Work Zone Safety and Mobility, 69 Fed. Reg. 54,562 (Sept. 9,7472004), available at https://www.federalregister.gov/documents/2004/09/74809/04-20340/work-zone-safety-and-mobility.749    \70\ Supra note 69.750    \71\ Id.751    \72\ Work Zone Safety and Mobility and Temporary Traffic Control752Devices, 89 Fed. Reg. 87,282 (Nov. 1, 2024), available at https://753www.federalregister.gov/documents/2024/11/01/2024-25065/work-zone-754safety-and-mobility-and-temporary-traffic-control-devices#h-14.755---------------------------------------------------------------------------756757                             IV. WITNESSES758759     LThe Honorable. James H. Willox, Commissioner,760Converse County, Wyoming, on behalf of the National Association761of Counties (NACo)762     LMr. Michael Hanson, Director, Minnesota763Department of Public Safety, Office of Traffic Safety, on764behalf of the Governors Highway Safety Association (GHSA)765     LMs. Haley Norman, Co-Owner, Direct Traffic766Control, Inc., on behalf of the American Traffic Safety767Services Association (ATSSA)768     LMs. Cathy Chase, President, Advocates for Highway769and Auto Safety770771     AMERICA BUILDS: A REVIEW OF PROGRAMS TO ADDRESS ROADWAY SAFETY772773                              ----------774775                      WEDNESDAY, FEBRUARY 12, 2025776777                  House of Representatives,778              Subcommittee on Highways and Transit,779            Committee on Transportation and Infrastructure,780                                                    Washington, DC.781    The subcommittee met, pursuant to call, at 10 a.m., in Room7822167, Rayburn House Office Building, Hon. David Rouzer783(Chairman of the subcommittee) presiding.784    Mr. Rouzer. The Subcommittee on Highways and Transit will785come to order.786    Welcome, everyone.787    I ask unanimous consent the chairman be authorized to788declare a recess at any time during today's hearing.789    Without objection, so ordered.790    I also ask unanimous consent that Members not on the791subcommittee be permitted to sit with the subcommittee at792today's hearing and ask questions.793    Without objection, so ordered.794    As a reminder, if Members wish to insert a document into795the record, please also email it to DocumentsTI@mail.house.gov.796Again, that's DocumentsTI@mail.house.gov.797    I now recognize myself for the purposes of an opening798statement for 5 minutes.799800   OPENING STATEMENT OF HON. DAVID ROUZER OF NORTH CAROLINA,801         CHAIRMAN, SUBCOMMITTEE ON HIGHWAYS AND TRANSIT802803    Mr. Rouzer. Today's hearing continues the subcommittee's804efforts to improve highway safety through policy and program805reviews within the Department of Transportation as we work806towards reauthorizing our Nation's surface transportation807programs.808    The National Highway Traffic Safety Administration, or809NHTSA for short, estimates nearly 41,000 people died in motor810vehicle-related crashes in 2023. While this was a 3.6-percent811decline from 2022, fatalities are still up compared to the last812decade.813    Driver behavior has changed considerably since 2020. After814pandemic-era closures began in March of 2020, driving trips815dropped by 60 percent and speeding risk increased by 64816percent. These risks have only increased as traffic enforcement817declined after police officers were discouraged from, quote,818``nonessential contact'' and radical political movements called819for the defunding of police across the country. This came to a820head in 2021 when traffic fatalities jumped more than 10821percent, the highest number of fatalities since 2005 and the822largest percentage increase since 1975.823    Today, car travel has returned to normal, but traffic824enforcement has not. According to a New York Times report,825traffic stops have declined by as much as 91 percent in cities826since 2020. Again, 91 percent in cities since 2020. Underfunded827and understaffed police forces mean there are no real828consequences for drivers' illegal actions, and it has only829paved the way--pardon the pun there--for drivers to speed,830drive while impaired, and make reckless decisions endangering831others on the road.832    We have also seen the increase in traffic fatalities833disproportionately affect our rural communities. In 2022, NHTSA834found 40 percent of all traffic fatalities occurred in rural835areas on non-interstate roads, despite the fact that only 20836percent of the population resides in these rural areas.837Fatality rates remain 1\1/2\ times higher in rural areas than838in urban areas.839    Our rural roads often have narrow lanes, limited shoulders,840exposed hazards, and limited clear zones, and drivers tend to841be riskier when there is less traffic and fewer traffic842patterns that require slower speeds. Sixty-eight percent of our843public roads are in rural areas, and 77 percent of all roadways844are maintained by local governments. The backlog for rural road845and bridge maintenance was more than $180 billion in 2022.846    States and local governments need flexibility to implement847programs that address the shortfalls in our rural communities.848States also need reliable and consistent programming, such as849the Highway Safety Improvement Program, which addresses850maintenance backlogs and ensures roads meet safety standards.851    Our current and future road design standards can help drive852down fatalities across our communities. Pavement and guardrail853standards should adapt to new vehicle technology, such as854electric vehicles, which weigh more than traditional vehicles.855We should consider if updates to the design standards for856guardrails are necessary to absorb the heavier weight and help857prevent these heavier vehicles from crossing the median into858oncoming traffic.859    We also need to continue to address work zone safety.860Reckless driving puts our roadside workers at greater risk of861injury or death. According to the Associated General862Contractors of America, 64 percent of contractors reported a863motor vehicle had crashed into their work zone since 2020. Now,864this number is simply unacceptable. Again, enforcement can865discourage reckless driving in work zones, but we can also look866at ways to better design work zones and related traffic867patterns to curtail these incidents.868    So, I look forward to hearing from our witnesses today, who869will be able to share what is working, what's not, and how we870can continue to make our roadways safer. We don't have871unlimited funds, as we all know, and it's crucial that we make872strategic investments that are proven to save lives.873    [Mr. Rouzer's prepared statement follows:]874875 Prepared Statement of Hon. David Rouzer, a Representative in Congress876    from the State of North Carolina, and Chairman, Subcommittee on877                          Highways and Transit878    Today's hearing continues the Subcommittee's efforts to improve879highway safety through policy and program reviews within the Department880of Transportation as we work towards reauthorizing our nation's surface881transportation programs.882    The National Highway Traffic Safety Administration (NHTSA)883estimates nearly 41,000 people died in motor vehicle related crashes in8842023. While this was a 3.6 percent decrease from 2022, fatalities are885still up compared to the last decade.886    Driver behavior has changed considerably since 2020. After887pandemic-era closures began in March of 2020, driving trips dropped by88860 percent and speeding risks increased by 64 percent. These risks have889only increased as traffic enforcement declined after police officers890were discouraged from ``nonessential'' contact and radical political891movements called for defunding police forces across the country. This892came to a head in 2021, when traffic fatalities jumped over 10 percent,893the highest number of fatalities since 2005, and the largest percentage894increase since 1975.895    Today, car travel has returned to normal, but traffic enforcement896hasn't. According to a New York Times report, traffic stops have897declined as much as 91 percent in cities since 2020. Underfunded and898understaffed police forces mean there are no real consequences for899drivers' illegal actions and have only paved the way for drivers to900speed, drive while impaired, and make reckless decisions endangering901others on the road.902    We have also seen the increase in traffic fatalities903disproportionately affecting our rural communities. In 2022, NHTSA904found 40 percent of all traffic fatalities occurred in rural areas on905non-interstate roads, despite only 20 percent of the population906residing in these rural areas. Fatality rates remain one and a half907times higher in rural areas than in urban areas.908    Our rural roads often have more narrow lanes, limited shoulders,909exposed hazards, and limited clear zones. Drivers tend to be riskier910when there is less traffic and fewer traffic patterns that require911slower speeds. Sixty-eight percent of our public roads are in rural912areas and 77 percent of all roadways are maintained by local913governments. The backlog for rural road and bridge maintenance was over914$180 billion in 2022.915    States and local governments need flexibility to implement programs916which address the shortfalls in our rural communities. States also need917reliable, consistent programming, such as the Highway Safety918Improvement Program, which addresses maintenance backlogs and ensures919roads meet safety standards.920    Our current and future road design standards can help drive down921fatalities across our communities. Pavement and guardrail standards922should adapt to new vehicle technology, such as electric vehicles,923which weigh more than traditional vehicles. We should consider if924updates to the design standards for guardrails are necessary to absorb925the heavier weight and prevent these heavier vehicles from crossing the926median into oncoming traffic.927    We also need to continue to address work zone safety. Reckless928driving puts our roadside workers at greater risk of injury or death.929According to the Associated General Contractors of America, 64 percent930of contractors reported a motor vehicle had crashed into their work931zone since 2020. This number is unacceptable. Again, our enforcement932can discourage reckless driving in work zones, but we can also look at933ways to better design work zones and related traffic patterns to934curtail these incidents.935    I look forward to hearing from our witnesses today, who will be936able to share what's working, what's not, and how we can continue to937make our roadways safer. We don't have unlimited funds, and it's938crucial we make strategic investments that are proven to save lives.939940    Mr. Rouzer. I now recognize my distinguished ranking941member, Ms. Norton, for 5 minutes for an opening statement.942943OPENING STATEMENT OF HON. ELEANOR HOLMES NORTON OF THE DISTRICT944   OF COLUMBIA, RANKING MEMBER, SUBCOMMITTEE ON HIGHWAYS AND945                            TRANSIT946947    Ms. Norton. Thank you, Mr. Chair.948    I would like to thank subcommittee Chair Rouzer for holding949this hearing on the safety of our Nation's surface950transportation. Safety must continue to be the cornerstone of951our work as the subcommittee considers the next surface952transportation reauthorization bill.953    Make no mistake. We are living through a public health954crisis in transportation: 40,990 people died on our roadways in9552023. Urban and rural communities alike suffer from956infrastructure that has traditionally prioritized the quick957movement of cars over the safe movement of people.958    These deaths are not inevitable. Taking a comprehensive959approach to safety saves lives. That includes designing roads960that prioritize safety for all users, including pedestrians and961bicyclists, equipping vehicles with the latest safety962technologies, and continuing to crack down on impaired driving.963A safe systems approach ensures that when human error does964occur, it need not be a death sentence.965    The Bipartisan Infrastructure Law took safety seriously.966States and localities now have unprecedented resources to967tackle the safety crisis. The BIL increased funding for the968Highway Safety Improvement Program by 34 percent to help States969implement data-driven safety plans. It created a new Vulnerable970Road User Special Rule to direct more dollars to projects that971protect those not traveling in vehicles, and through the Safe972Streets and Roads for All program, the BIL covered 75 percent973of the Nation's population with roadway safety plans.974    The BIL's targeted investments are making a difference. The975troubling upward trend in traffic fatalities has declined since9762022, and projects that adhere to Complete Streets design977principles are making a difference.978    Vehicle design is also part of the solution. Last year,979NHTSA issued a new standard to require automatic emergency980braking to reduce crashes. This rule is anticipated to save 360981lives and prevent at least 24,000 injuries per year.982    We have the knowledge and tools to respond to the urgency983of the roadway safety crisis. The rhetoric around traffic984safety has finally begun to change. Transportation leaders now985acknowledge the shared responsibility to build roads that are986safer for everyone.987    But words are not enough. The surface transportation988reauthorization bill this subcommittee considers must take989concrete steps to design, build, and rebuild roads that990prioritize the safe movement of people, regardless of how they991move. We must enhance the transparency and accountability of992our transportation infrastructure design-making to tackle our993safety crisis. The BIL is making important progress toward the994mission of zero roadway deaths. We must keep this positive995momentum going.996    Thank you to our witnesses today. I appreciate your input997regarding the safety of the Nation's transportation system, and998I look forward to our discussion about the challenges ahead. I999yield back.1000    [Ms. Norton's prepared statement follows:]10011002    Prepared Statement of Hon. Eleanor Holmes Norton, a Delegate in1003      Congress from the District of Columbia, and Ranking Member,1004                  Subcommittee on Highways and Transit1005    I would like to thank Subcommittee Chairman Rouzer for holding this1006hearing on the safety of our nation's surface transportation. Safety1007must continue to be the cornerstone of our work as this Subcommittee1008considers the next surface transportation reauthorization bill.1009    Make no mistake--we are living through a public health crisis in1010transportation. 40,990 people died on our roadways in 2023. Urban and1011rural communities alike suffer from infrastructure that has1012traditionally prioritized the quick movement of cars over the safe1013movement of people.1014    These deaths are not inevitable. Taking a comprehensive approach to1015safety saves lives. That includes designing roads that prioritize1016safety for all users, including pedestrians and bicyclists, equipping1017vehicles with the latest safety technologies and continuing to crack1018down on impaired driving. A safe systems approach ensures that when1019human error does occur, it need not be a death sentence.1020    The Bipartisan Infrastructure Law took safety seriously. States and1021localities now have unprecedented resources to tackle the safety1022crisis. The BIL increased funding for the Highway Safety Improvement1023Program by thirty-four percent to help states implement data-driven1024safety plans. It created a new Vulnerable Road User Special Rule to1025direct more dollars to projects that protect those not traveling in1026vehicles. And through the Safe Streets and Roads for All program, the1027BIL covered seventy-five percent of the nation's population with1028roadway safety plans.1029    The BIL's targeted investments are making a difference. The1030troubling upward trend in traffic fatalities has declined since 20221031and projects that adhere to complete streets design principles are1032making a difference.1033    Vehicle design is also part of the solution. Last year, NHTSA1034issued a new standard to require automatic emergency braking to reduce1035crashes. This rule is anticipated to save three hundred sixty lives and1036prevent at least twenty-four thousand injuries per year.1037    We have the knowledge and the tools to respond to the urgency of1038the roadway safety crisis. The rhetoric around traffic safety has1039finally begun to change. Transportation leaders now acknowledge the1040shared responsibility to build roads that are safer for everyone.1041    But words are not enough. The surface transportation1042reauthorization bill this Subcommittee considers must take concrete1043steps to design, build and rebuild roads that prioritize the safe1044movement of people, regardless of how they move. We must enhance the1045transparency and accountability of our transportation infrastructure1046decision-making to tackle the safety crisis.1047    The BIL is making important progress toward the vision of zero1048roadway deaths. We must keep this positive momentum going.1049    Thank you to our witnesses today. I appreciate your input regarding1050the safety of the nation's transportation system and look forward to1051our discussion about the challenges ahead.10521053    Mr. Rouzer. I would now like to recognize our ranking1054member of the full committee, Mr. Larsen, for up to 5 minutes.10551056 OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING1057     MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE10581059    Mr. Larsen of Washington. Thank you, Mr. Chair, for holding1060the hearing to highlight safety and transportation.1061    Tragically, nearly 41,000 people were killed on U.S. roads1062in 2023. These fatalities make me and make thousands of1063families ask: Is safety a priority or not? Roughly 95 percent1064of fatalities in our transportation system occur on our1065roadways. So, as we work on a surface reauthorization bill, we1066have to make sure that improving safety is a top priority.1067    We can invest in infrastructure while prioritizing safety1068at the same time, so when America builds, Americans travel1069safely.1070    The Bipartisan Infrastructure Law takes safety seriously.1071It provides: $16 billion for highway safety improvement to help1072States improve road and bridge infrastructure; nearly $61073billion for the new Safe Streets and Roads for All to support1074local governments in deploying safety solutions; and over $81075billion to the National Highway Traffic Safety Administration1076for efforts to improve driver safety.1077    The BIL also reforms how we build and protect road users.1078New safety measures include incorporating Complete Streets1079principles in roadway designs and equipping new cars with new1080safety technology like automatic emergency brakes. These1081efforts work together to make infrastructure safer, raise1082driver awareness, and reduce high-risk scenarios, and the next1083bill must put safety first and build upon the funding and1084policies in the BIL.1085    Now, in my State, 813 people died in 2023 on our roadways.1086That represents a 10-percent increase from 2022 and the highest1087number of traffic deaths since 1990. The year 2023 also marked1088the worst year on record for pedestrian and motorcyclist1089fatalities in my State. Impaired driving, speeding, and1090distracted driving were the leading causes of these tragedies.1091    So I have worked with communities in my district to raise1092awareness of our safety challenges and deliver Federal funding1093to improve safety and save lives. In my district, Safe Streets1094and Roads for All funding will help Tribes and other1095communities, including the Lummi Nation, the Samish Indian1096Nation, the city of Everett, and the city of Sedro-Woolley to1097plan for and build safer streets.1098    The city of Burlington received a $2 million grant to look1099at removing a dangerous railroad crossing, and the1100Stillaguamish Tribe has received an $8.5 million award for a1101crossing project to reduce dangerous interactions with wildlife1102across Highway 20.1103    Tragically, Tribal communities themselves1104disproportionately feel the impact of our safety crisis. Native1105Americans are seven times more likely to be killed in a motor1106vehicle crash than other Americans. The BIL doubles the funding1107for the Tribal transportation safety set-aside.1108    If safety is a priority, then we must keep these funding1109streams going. You can't have a big-league economy with little-1110league infrastructure. This is because these investments1111support the movement of people and connect them with jobs.1112    In the case of safety projects, the right investments,1113carried out with accountability and where they are needed most,1114save lives. It does not get more personal than that.1115    The National Highway Traffic Safety Administration1116estimated that, in 2019, traffic crashes cost the economy $3401117billion.1118    Across the country, our main streets and downtown areas1119depend on safe and accessible mobility to support local1120economies. So, when people feel safe to drive, walk, or bike in1121their communities, they are more active. Investing in safety is1122therefore an investment in our families, in our communities,1123and our local economies.1124    The Safe Streets and Roads for All grants program empowers1125communities to plan and execute projects safely to improve1126mobility in ways that reflect local realities. More than 751127percent of the Nation's population will be covered by local1128safety plans funded by these grants.1129    So Congress has to act and continue to provide the historic1130investment levels from the BIL with a renewed focus on outcomes1131so that the communities can turn safety plans into reality,1132meaning lives saved and livelihoods improved. I am ready to1133make that investment. Let's keep it going.1134    I want to thank the witnesses for being here today, and I1135look forward to your testimony.1136    With that, I yield back.1137    [Mr. Larsen of Washington's prepared statement follows:]11381139 Prepared Statement of Hon. Rick Larsen, a Representative in Congress1140    from the State of Washington, and Ranking Member, Committee on1141                   Transportation and Infrastructure1142    Thank you, Chairman Rouzer, for holding this hearing to highlight1143safety in surface transportation.1144    Tragically, 40,990 people were killed on U.S. roads in 2023--a1145public health crisis. These fatalities make me and thousands of1146families ask: is safety truly a priority, or isn't it?1147    Roughly 95 percent of fatalities in our transportation system occur1148on our roadways, so as we work on a surface reauthorization bill, we1149must make sure safety is our top priority.1150    We can invest in infrastructure while prioritizing safety at the1151same time. When America builds, Americans travel safely.1152    The Bipartisan Infrastructure Law (BIL) takes safety seriously. It1153provides:1154      $16 billion for Highway Safety Improvement to help states1155improve road and bridge infrastructure;1156      Nearly $6 billion for the new Safe Streets and Roads for1157All to support local governments in deploying safety solutions; and,1158      Over $8 billion to the National Highway Traffic Safety1159Administration for efforts to improve driver safety.11601161    The BIL also reforms how we build and protect road users. New1162safety measures include incorporating complete street principles in1163roadway designs and equipping new cars with new safety technology like1164automatic emergency brakes.1165    These efforts work together to make infrastructure safer, raise1166driver awareness, and reduce high risk scenarios.1167    The next surface reauthorization bill must put safety first and1168build upon the funding and policies in the BIL.1169    In my state, 813 people died in 2023 on our roadways. This1170represents a 10 percent increase from 2022 and the highest number of1171traffic deaths since 1990.1172    2023 also marked the worst year on record for pedestrian and1173motorcyclist fatalities in Washington State.1174    Impaired driving, speeding, and distracted driving were the leading1175causes of these tragedies.1176    I have worked with communities in my district to raise awareness of1177our safety challenges and deliver federal funding to improve safety and1178save lives.1179    In my district, Safe Streets and Roads for All funding will help1180tribes and communities, including Lummi Nation, Samish Indian Nation,1181the City of Everett and the City of Sedro-Woolley, plan for and build1182safer streets.1183    The City of Burlington received a $2 million grant to look at1184removing a dangerous railroad crossing, and the Stillaguamish Tribe1185received an $8.5 million award for a crossing project to reduce1186dangerous interactions with wildlife across Highway 20.1187    Tragically, tribal communities disproportionately feel the impact1188of our safety crisis. Native Americans are seven times more likely to1189be killed in motor vehicle crashes than other Americans.1190    The BIL doubles the funding for the tribal transportation safety1191set aside. If safety is a priority, then we must keep it going.1192    You cannot have a big league economy with little league1193infrastructure. That is because these investments support the movement1194of people and connect them with jobs.1195    In the case of safety projects, the right investments, carried out1196with accountability and where they are needed most, save lives. It does1197not get more personal than that.1198    The National Highway Traffic Safety Administration estimated that1199in 2019, traffic crashes cost the economy $340 billion.1200    Across the country, our main streets and downtown areas depend on1201safe and accessible mobility to support local economies.1202    When people feel safe to drive, walk or bike in their communities,1203they are more active. Investing in safety is therefore an investment in1204families, communities, and the economy.1205    The Safe Streets and Roads for All grants program empowers1206communities to plan and execute projects safely to improve mobility in1207ways that reflect local realities. More than 75 percent of the nation's1208population will be covered by local safety plans funded by these1209grants.1210    Congress has to act to provide historic investment levels from the1211BIL with a renewed focus on outcomes so that communities can turn1212safety plans into reality, save lives, and improve livelihoods.1213    I am ready to make that investment. Let's keep it going.1214    Thank you to our witnesses for being here today. I look forward to1215your testimony.12161217    Mr. Rouzer. I thank the gentleman.1218    I would now like to welcome our witnesses and thank each of1219you for being here today. I am going to introduce each of you,1220but first, I am going to yield to my friend and colleague from1221Minnesota to introduce Mr. Hanson.1222    Mr. Stauber, if you would like to introduce Mr. Hanson.1223    Mr. Stauber. Thank you very much, Mr. Chair. I appreciate1224this opportunity, and I am excited to introduce a witness today1225who hails from the great State of Minnesota who brought the1226snow in with him last night.1227    Mr. Mike Hanson is the director of Minnesota Department of1228Public Safety's Office of Traffic Safety. He has held this1229position since November of 2017. In addition to his role as1230director, Hanson also serves as Minnesota's representative to1231NHTSA and coordinates Minnesota's participation in NHTSA's1232State and community Safety Grants Program. He also cochairs the1233Minnesota Toward Zero Deaths program and chairs the Advisory1234Council on Traffic Safety.1235    In October, Director Hanson was elected to serve as chair1236of the Governors Highway Safety Association, the national1237nonprofit association of State and Territorial Highway Safety1238Offices that addresses behavioral traffic safety issues. He is1239here testifying on behalf of GHSA today.1240    I am especially proud to have Director Hanson here, Mr.1241Chair, as he also wore the law enforcement uniform. He served1242the Minnesota State Patrol for 32 years, retiring as captain.1243And I often say, even though my time in uniform is over, my1244watch never ends.1245    Your continued dedication, Mr. Hanson, to safety after your1246service is a testament that the saying holds true for all those1247in law enforcement. I look forward to hearing your testimony.1248Your expertise in safety cannot be overstated.1249    Mr. Chair, one last thing. Mr. Hanson could be anywhere1250today with his family and friends celebrating his 39th1251birthday. Happy birthday.1252    Mr. Rouzer. Thank you very much.1253    We also have with us the Honorable Jim Willox, commissioner1254of Converse County, Wyoming, here on behalf of the National1255Association of Counties.1256    In addition, we have Ms. Haley Norman, co-owner of Direct1257Traffic Control, Incorporated, here on behalf of the American1258Traffic Safety Services Association. And I understand that you1259have two daughters here with you as well; so, welcome to them.1260    And, last but certainly not least, president of the1261Advocates for Highway and Auto Safety, Ms. Cathy Chase. Thank1262you very much for being here.1263    Now, it's pretty simple. As we move forward, Mr. Willox, I1264will recognize you for up to 5 minutes. Pay attention to the1265light system. Green means go, yellow means wind it down, and1266red means close it up as soon as you possibly can.1267    Mr. Willox.12681269   TESTIMONY OF HON. JAMES H. WILLOX, COMMISSIONER, CONVERSE1270   COUNTY, WYOMING, ON BEHALF OF THE NATIONAL ASSOCIATION OF1271  COUNTIES; MICHAEL HANSON, DIRECTOR, MINNESOTA DEPARTMENT OF1272   PUBLIC SAFETY, OFFICE OF TRAFFIC SAFETY, ON BEHALF OF THE1273 GOVERNORS HIGHWAY SAFETY ASSOCIATION; HALEY NORMAN, CO-OWNER,1274DIRECT TRAFFIC CONTROL, INC., ON BEHALF OF THE AMERICAN TRAFFIC1275 SAFETY SERVICES ASSOCIATION; AND CATHERINE CHASE, PRESIDENT,1276             ADVOCATES FOR HIGHWAY AND AUTO SAFETY12771278   TESTIMONY OF HON. JAMES H. WILLOX, COMMISSIONER, CONVERSE1279   COUNTY, WYOMING, ON BEHALF OF THE NATIONAL ASSOCIATION OF1280                            COUNTIES12811282    Mr. Willox. Well, thank you, Chair Rouzer and Ranking1283Member Norton, for this opportunity to be before the1284subcommittee today.1285    My name is Jim Willox, and I am in my 19th year as a1286commissioner in Converse County, Wyoming, and today, I1287represent the National Association of Counties who I serve as1288the vice chair of the transportation committee.1289    NACo is the only national organization that represents all12903,069 counties, parishes, and boroughs in the United States.1291Counties themselves are very diverse and have a wide range of1292responsibilities, many of which are delegated to us by the1293States or the Federal Government. Counties own or operate 441294percent of the public roads and 38 percent of the bridges. In1295Wyoming, counties own over 14,000 miles of road, and 96 percent1296of those are categorized as rural.1297    As major stakeholders, counties recognize that we have an1298important role to play when it comes to road safety, and we1299want to do our part to protect American lives. Today, I want to1300highlight a few challenges that counties--especially rural1301counties--face in our shared mission to make our roads safer as1302well as offer some solutions to help counties improve safety.1303By working together and relying on our intergovernmental1304partnerships, I believe there are real opportunities to advance1305road safety, save lives, and strengthen our communities.1306    First, rural communities have unique challenges and needs1307when it comes to transportation safety. One of our biggest1308challenges is that rural communities have limited tax bases,1309which makes it difficult for us to raise revenue for1310infrastructure projects. With restricted financial capacity,1311county officials must often make the hard decision between1312choosing between a safety project or regular maintenance of1313another mile of road.1314    Another challenge is that rural communities often rely on1315nontraditional infrastructure, like one-lane bridges and gravel1316roads, which present unique safety concerns. In my county, we1317are larger than the State of Rhode Island, and we have over 5001318miles of gravel roads. When it comes to road safety, you may1319think of rumble strips or center lines, but neither of those1320are good options on gravel. Instead, gravel roads need dust1321suppression, longer culverts, and regular blading to avoiding1322washboarding. This is an area where I believe the Government1323can do more to support rural communities by empowering local1324leaders to implement safety strategies that work for them.1325    We also face challenges implementing road safety due to our1326Nation's broken permitting system. Although the issue impacts1327urban and suburban areas alike, it is particularly taxing in1328rural counties, especially out West, given the enormous Federal1329presence. Before counties can begin many infrastructure1330projects, they must navigate a maze of Federal permits.1331    Currently in my county, we want to reduce and grade and1332pave an existing gravel road, and yet the U.S. Forest Service1333and BLM are requiring substantial permitting and review,1334delaying the project for another year. The standard permitting1335processes under NEPA can be costly, complex, and time-1336consuming. By streamlining permitting, even by just increasing1337the categorical exclusions, Congress could enable rural1338counties to take on more projects with less money.1339    Lastly, I believe the key way to improve road safety is by1340strengthening county involvement in Federal policymaking like1341you are doing today. The vast majority of Federal1342transportation funds flow through States. While my State of1343Wyoming does an excellent job of allocating money to our local1344partners and projects, I know that is not true for all States.1345Despite owning half the roads and one-third of the bridges,1346counties are not getting their fair share of the funding.1347    Strengthening our intergovernmental partnerships is not1348just about money. It is about ensuring that counties have a1349seat at the table to share our local expertise. There is a1350tremendous opportunity in this upcoming surface transportation1351bill to hear from leaders at all levels of Government to1352strengthen our partnership and to protect our communities.1353    Mr. Chair and Ranking Member, I want to close with an1354anecdote one of my fellow commissioners experiences as a cattle1355rancher south of Glenrock, Wyoming. In order for him to get his1356cattle to market, he must travel across a series of roads: 61357miles of county gravel road, 5 miles of paved county road, 31358miles of a State highway, 68 miles of the interstate, 49 miles1359of a U.S. highway, finally into a city street to deliver the1360cattle to market. To ensure road safety, there cannot be a weak1361link in that network. The interstate can be lined with pillows1362and mattresses, but if the county roads are unsafe, we have not1363done enough to keep our road users safe.1364    Please note that counties from across the country are1365looking to be partners in working hand in hand with our Federal1366and State partners to protect our residents and to strengthen1367our Nation's infrastructure.1368    Mr. Chairman, Madam Ranking Member, thank you for this1369opportunity, and I look forward to the questions.1370    [Mr. Willox's prepared statement follows:]13711372  Prepared Statement of Hon. James H. Willox, Commissioner, Converse1373   County, Wyoming, on behalf of the National Association of Counties1374    Chair Rouzer, Ranking Member Norton and distinguished members of1375the Subcommittee, thank you for the opportunity to testify today on the1376importance of rural road safety and the tools needed to protect our1377shared constituents.1378    My name is Jim Willox, I am the Chairman of the Board of County1379Commissioners in Converse County, Wyoming, and have served on that1380Board since 2007. Today, I am representing the National Association of1381Counties (NACo), where I serve as a Vice Chair for the Transportation1382Policy Steering Committee.1383                               About NACo1384    NACo is the only national organization that represents all 3,0691385counties, parishes and boroughs in the United States, including all 231386counties in Wyoming. We take pride in uniting county leaders from1387across the nation to advocate for the interests of America's counties1388as an essential partner in our nation's intergovernmental system.1389Founded in 1935, NACo assists the nation's counties, parishes and1390boroughs in pursuing excellence in public service to produce healthy,1391vibrant, safe and resilient communities.1392                        About America's Counties1393    Counties are highly diverse, not only in my state of Wyoming, but1394across the nation, varying immensely in natural resources, social and1395political systems, economic and structural circumstances and public1396health and environmental responsibilities.1397    Many of our responsibilities are mandated by the federal government1398and state governments. Although country obligations differ widely1399between states, most states give their counties significant authority1400including the construction and maintenance of roads, bridges and other1401infrastructure, the assessment of property taxes, record keeping,1402running elections, overseeing jails and court systems and public1403hospitals. Counties are also responsible for child welfare, consumer1404protection, economic development, employment/training, land use and1405water quality. We enact zoning and other land use ordinances to1406safeguard valuable natural resources and protect our local communities1407depending on state law and local responsibility.1408    Counties play a pivotal role in America's transportation systems.1409We own, operate and maintain 44 percent of public road miles and 381410percent of bridges; we oversee a third of the nation's transit systems1411and airports; and we even own numerous deepwater ports that facilitate1412billions of dollars in trade every year. In Wyoming, counties own141314,596 miles of road, which amounts to nearly 50 percent of all road1414miles in the state. More than 96 percent of these road miles are1415classified by the Federal Highway Administration (FHWA) as ``rural.''1416    This ownership comes at a significant cost to counties, which spend1417more than $146 billion on infrastructure and more than $60 billion on1418transportation every year. Given our central role in funding and1419maintaining infrastructure, I appreciate having the opportunity to1420speak with you today on behalf of myself and thousands of other county1421leaders across the country.1422                         About Converse County1423    Converse County is located in east central Wyoming and is home to1424approximately 14,000 hard-working residents. Converse County spans over14254,000 square miles, making it larger than Rhode Island, like all1426Wyoming counties. Additionally, with just over three residents for1427every one square mile of land, Converse County has a lower population1428density than the State of Wyoming, which is already the second least1429population-dense state in the country.1430    Our county is proud to offer a broad range of essential services to1431our population, including maintaining our roads and bridges, running1432the Converse County Airport, enforcing public safety and providing1433emergency response and health services. While we primarily fund these1434efforts using local property tax revenue, we also rely on our1435intergovernmental partners. Collaboration with federal and state1436agencies is crucial for addressing today's road safety challenges,1437especially in rural communities, and seizing future opportunities.1438    Mr. Chairman and members of the Subcommittee, I will focus my1439remarks on the primary safety challenges facing rural counties and1440recommendations for how Congress may address these urgent issues.1441America's counties agree on the following principles:1442      Rural counties face numerous and unique transportation1443challenges, including limited funding and road conditions.1444      Streamlining the federal permitting process will help1445expedite essential safety projects in rural communities, ensuring that1446critical infrastructure improvements are completed more efficiently and1447cost-effectively.1448      Given our unique and essential role in the nation's1449transportation system, counties believe a coordinated federal-state-1450local approach is critical to building a resilient and efficient1451transportation system.14521453    Rural counties face numerous and unique transportation challenges,1454including limited funding and nontraditional road types.1455    Rural counties grapple with unique transportation challenges that1456make it difficult to address the myriad safety concerns that face our1457communities. Chief among these concerns is our ongoing population1458losses, which reduce our tax base and directly impact our ability to1459fund infrastructure projects and maintain a large number of road miles.1460    In addition to constraints on our tax base, counties are often1461limited in their ability to adjust tax rates as well. The main general1462revenue sources for many counties are property and sales taxes. In1463fact, 45 states place limitations on county property tax authority, and1464the number of restrictions has expanded significantly since the 1990s.1465Only 29 states authorize counties to collect sales taxes, but almost1466always under various restrictions: 26 impose a sales tax limit and 191467require voter approval. Additionally, 42 states limit the authority of1468counties to raise or change property taxes. Only 12 states authorize1469counties to collect their own local gas taxes, which are limited to a1470maximum rate in most cases and often require additional citizen and/or1471state approvals for implementation.1472    Wyoming limits counties' ability to generate revenue through1473county-wide taxes, capping rates on real property, sales, and lodging1474taxes. Since counties rely on local revenue for infrastructure, this1475creates financial challenges.1476    Beyond population and budgetary constraints, many rural counties1477have economies that are reliant on commodity-based industries, like1478agriculture and energy production. For example, in Converse County we1479produce the oil and gas that powers the rest of the country and keeps1480the lights on for hundreds of millions of families. While these1481industries are vital for our success, it does mean that heavy trucks1482are a staple on our county roads. Even at the current 80,000-pound1483federal threshold for truck weights, they can cause substantial wear1484and tear on county-owned roads and create safety risks. Without1485adequate investment in rural infrastructure, counties like Converse1486County--and many others across the country--struggle to maintain the1487roads that are essential for transporting agricultural goods, energy1488resources and other commodities that fuel the national economy.1489    Lastly, the infrastructure in rural areas is not as standard as it1490is in suburban and urban communities. This includes using timber1491bridges instead of concrete or steel structures and having unpaved dirt1492roads rather than asphalt ones. In Converse County, we have gravel1493roads, with 512 out of 618 county-owned road miles being unpaved1494gravel.1495    These features--timber bridges and gravel roads--are essential1496parts of rural counties' transportation networks, but they do create1497different safety considerations. For example, gravel roads have less1498traction than traditional paved roads, leading to an increased risk of1499sliding, skidding and losing control of vehicles. Additionally, driving1500on gravel roads can kick up dust, which reduces visibility and can lead1501to accidents. This means that safety measures in rural areas will look1502very different from ones used elsewhere in the country.1503    Streamlining the federal permitting process will help expedite1504essential safety projects in rural communities, ensuring that critical1505infrastructure improvements are completed more efficiently and cost-1506effectively.1507    While counties are appreciative of the historic investments1508provided by the Bipartisan Infrastructure Law, we have been limited in1509our inability to invest these resources to meet the safety and1510efficiency needs of our transportation systems.1511    Lengthy and complex federal approval processes, particularly1512transportation permitting and reviews under the National Environmental1513Policy Act (NEPA), create significant delays, drive up project costs1514and undercut efforts to make our roads safer.1515    Before counties can even begin essential infrastructure projects,1516we must navigate a maze of federal permits, often waiting months or1517even years for approvals. This is especially true in Western states,1518given the large amount of federal land that increases the need for1519consultations and approvals.1520    In Converse County, for example, it recently took us over nearly1521ten months to obtain a Bureau of Land Management (BLM) right-of-way1522determination for a road that has existed since 1892--before even1523beginning the standard environmental review process. We have faced1524similar issues with the U.S. Forest Service while working on a project1525that would ultimately make an existing road safer. These unnecessary1526bureaucratic hurdles prevent timely repairs and allow known safety1527risks to continue or even worsen.1528    NEPA has become an overly complex and time-consuming process that1529slows critical infrastructure improvements. While environmental reviews1530are important, maintaining existing roads should not be subject to the1531same level of scrutiny as entirely new projects. Wildlife1532considerations meant to protect endangered species from construction1533projects in previously undisturbed habitats should not delay our1534ability to perform routine maintenance activities like road grading and1535repairs. Greater flexibility in NEPA reviews would allow rural1536communities to move projects forward faster and improve road safety for1537residents.1538    Permitting delays are particularly frustrating in Converse County1539due to our extremely short construction season. Harsh weather1540conditions limit the timeframe in which crews can complete essential1541work, meaning even minor projects must be planned more than a year in1542advance. Unanticipated delays caused by NEPA or other federal1543regulations can cause counties to miss this window, pushing projects1544back by a year or more.1545    Finally, permitting delays during periods of high inflation can1546push project costs out of the budget for rural communities. The price1547of materials used for road maintenance like steel, asphalt and concrete1548has surged over recent years, meaning that even going through the1549normal multi-year permitting timeline can increase overall costs by 301550percent or more. Delays make these costs spike even higher, often1551forcing counties to scale back, postpone or cancel projects altogether.1552Reforming federal permitting processes would be a major step toward1553improving rural road safety, and counties stand ready to work with1554Congress to enact meaningful reforms in the next surface transportation1555bill.1556    Given our unique and essential role in the nation's transportation1557system, counties believe a coordinated federal-state-local approach is1558critical to building a resilient and efficient transportation system.1559    A strong federal, state and local partnership is essential for1560strengthening the nation's infrastructure and ensuring safe, reliable1561transportation networks. As stated before, counties own and maintain 441562percent of the nation's public roads, nearly 40 percent of bridges and1563a significant portion of public transit systems, making them key1564players in infrastructure development and maintenance. However, without1565direct collaboration and input from county governments, policies and1566funding decisions made at the federal and state levels may fail to1567address the unique challenges counties face, particularly in rural1568areas where road maintenance and upgrades are critical for public1569safety and economic growth.1570    While there has been an influx in federal transportation funding1571under the Bipartisan Infrastructure Law, most of this money--roughly 901572percent--goes to state departments of transportation. Although state1573departments of transportation can share these critical funds with local1574partners, a recent study from the Brookings Institution found that, on1575average, only 14 percent of state transportation funding is sub-1576allocated to locals.1577    Without access to formula funds, counties and other local1578governments must compete for the remaining 10 percent available through1579competitive grants--often against state agencies that are also1580eligible. This funding model disproportionately disadvantages rural1581communities, which face challenges in applying due to limited capacity1582and resources.1583    However, intergovernmental partnerships are about much more than1584funding. They are also about information sharing and ensuring that1585local expertise is being properly utilized to drive successful outcomes1586from federal and state investments.1587    This is particularly true when it comes to safety. Going back to1588something I mentioned earlier, a unique safety challenge we have in1589Converse County is our gravel roads. While in some areas, road safety1590might look like adding rumble strips or protecting a bike lane, in1591Converse County, we need to implement dust suppression techniques to1592maintain visibility and prevent crashes.1593    Unfortunately, dust suppression work is currently an ineligible use1594for federal transportation safety funding, meaning we have had to rely1595on environment-focused funding to pay for this critical work. This is a1596prime example of what can happen when counties do not have a seat at1597the table. This oversight has delayed and hampered our ability to1598perform safety-focused work.1599    Another area where county input can be valuable is when Congress or1600the Administration considers new mandates, even ones with a safety1601focus. Take the example of road striping, a basic way to keep drivers1602and vehicles on the path and prevent accidents. I have been in some1603discussions to increase the standard width of road lines from 4 inches1604to 6 inches, in order to increase visibility and ensure that sensors on1605new vehicles can detect the lines.1606    While this seems like a simple change, for counties with limited1607budget capacity, this is a 50 percent increase in the amount of paint1608needed to re-stripe the road. With many counties owning hundreds, if1609not thousands, of road miles, a 50 percent increase can be a serious1610financial burden. As Congress and the Administration considers changes1611or new mandates, having local voices at the table to raise concerns1612like this can help ensure that we are being deliberative and smart1613about how to effect positive change without creating unintended or1614undue consequences.1615    Going forward, America's counties look forward to working hand-in-1616hand with state and federal leaders to strengthen intergovernmental1617partnerships in this upcoming surface transportation bill in order to1618save lives and improve overall safety.1619                               Conclusion1620    Chair Rouzer, Ranking Member Norton and members of the1621Subcommittee, thank you again for inviting me here to testify today.1622    Rural transportation networks rely on strong collaboration between1623local, state and federal governments to ensure safe and efficient1624travel. From county roads to federal highways, every part of the system1625must function properly to support residents, industries and visitors. A1626weak link anywhere in the network can create safety risks and disrupt1627essential transportation.1628    We look forward to the continued dialogue with the Subcommittee on1629our shared goal of protecting our residents while strengthening the1630nation's infrastructure systems.16311632    Mr. Rouzer. Thank you very much.1633    Mr. Hanson, you are recognized.16341635TESTIMONY OF MICHAEL HANSON, DIRECTOR, MINNESOTA DEPARTMENT OF1636   PUBLIC SAFETY, OFFICE OF TRAFFIC SAFETY, ON BEHALF OF THE1637              GOVERNORS HIGHWAY SAFETY ASSOCIATION16381639    Mr. Hanson. Thank you, Mr. Chair.1640    Good morning. My name is Michael Hanson, and I am the1641Governor-appointed highway safety representative from Minnesota1642and the director of the Minnesota Department of Public Safety's1643Office of Traffic Safety. I also have the privilege of serving1644as the chair of the Governors Highway Safety Association.1645    It is an honor to be testifying before the subcommittee1646today. I offer my thanks to subcommittee Chair Rouzer, Ranking1647Member Holmes Norton, as well as full committee Chair Graves1648and Ranking Member Larsen, for holding this hearing on such a1649critically important topic.1650    GHSA is a national nonprofit association representing the1651State and Territorial Highway Safety Offices. The State Highway1652Safety Offices implement statewide programs to address1653behavioral highway safety issues and are the recipients of1654grants under the NHTSA Highway Safety Grant Program. State1655Highway Safety Offices are all public agencies in all States1656and Territories and are run or overseen by a Governor-appointed1657representative.1658    GHSA's members work to reduce motor vehicle crashes by1659implementing programs to address the behavioral aspects of1660highway safety like speeding, impaired driving, seatbelt use,1661and distracted driving.1662    Roadway safety is a topic I am extremely passionate about.1663Prior to my time serving as the director of the State Highway1664Safety Office, I proudly served the Minnesota State Patrol for166532 years. During that time, I had direct exposure to the unsafe1666driving behavior on our roadways and the life-changing and far1667too often life-ending impacts they can have.1668    Traffic crashes are one of the leading causes of1669preventable death in the United States. Crashes kill more than167040,000 people every year on our highways. More than two-thirds1671of those crashes are caused by either an impaired driver or by1672speeding. Programs that are implemented by the State Highway1673Safety Offices to address these unsafe driving behaviors are1674crucial in addressing the increasing roadside fatalities we are1675seeing.1676    One of the key tools available to address unsafe driving1677behavior is traffic law enforcement. Over the past several1678years, due to several factors--including concerns for fair1679policing practices, reduced public support, and staffing1680shortages--the amount of traffic enforcement being conducted1681across the country has significantly decreased. We have seen a1682corresponding increase in unsafe driving behavior, especially1683in the areas of impaired driving and speeding.1684    GHSA strongly supports the proven role of traffic1685enforcement and the wider criminal justice system in preventing1686crashes and stopping dangerous drivers. Traffic law enforcement1687holds drivers accountable for poor choices that, without1688intervention, can be deadly. By focusing on data-driven, unsafe1689driver behaviors in traffic stops instead of citations for1690administrative requirements, we can help ensure the traffic1691stops are fair and address those unsafe driving behaviors.1692    State Highway Safety Offices receive formula- and program-1693specific funding from NHTSA which are commonly referred to as1694the section 402 and 405 grants. In order to participate in1695these programs, States must submit a highway safety plan every16963 years, an annual grant application, and an annual report.1697Additionally, States are routinely subject to oversight1698activities from NHTSA, including comprehensive compliance1699reviews.1700    State Highway Safety Offices across the country are doing1701their best to implement meaningful programs to improve driver1702behavior, but we are bogged down by the amount of1703administrative redtape and limitations on how we can spend1704funds that we receive from NHTSA. Over the past several years,1705there has been an increase in this administrative burden1706associated with these programs.1707    An example of this amount of detail that NHTSA is requiring1708is the approval for the annual grant application. What was1709intended to be a brief update to our highway safety plan has1710ballooned into several-hundred-pages-long documents in order to1711meet all of the NHTSA requirements, some of which reached1712lengths of 300 to 500 pages.1713    Across the entire Highway Safety Program, NHTSA's oversight1714activities have increased significantly. GHSA supports1715appropriate oversight and recognizes the importance of1716transparency when using Federal funding, but the current level1717of oversight is burdensome. These programs need to be more1718efficiently administered by NHTSA so that more of the Federal1719funding can work towards improving safety instead of expending1720resources demonstrating compliance.1721    As challenges with roadway safety continue, we need to make1722sure the Federal funding is structured in a way that allows for1723new and innovative ideas like technology deployments, novel1724data, new safety countermeasures, and more. Congress should1725look for opportunities to reform the 402 and 405 programs to1726provide less funding restrictions and more eligibility for1727States to try new approaches and implement programs that1728address their unique challenges.1729    In conclusion, State Highway Safety Offices work hard to1730implement meaningful and effective programs to save lives, but1731there is room for improving the NHTSA grant programs to better1732support the States. The Highway Safety Grants Program is1733hampered by excessive administrative burdens and a lack of1734flexibility. This diverts valuable resources away from1735implementing safety programs, streamlining these programs,1736reducing paperwork, and empowering the States to tailor their1737initiative to these specific needs.1738    GHSA looks forward to working with the subcommittee as it1739works to tackle the safety challenges on our roadway and1740improve the efficiency and effectiveness of Federal grant1741programs. Thank you for the opportunity to address the1742subcommittee today, and I look forward to your questions.1743    [Mr. Hanson's prepared statement follows:]17441745Prepared Statement of Michael Hanson, Director, Minnesota Department of1746  Public Safety, Office of Traffic Safety, on behalf of the Governors1747                       Highway Safety Association1748                              Introduction1749    Good morning. My name is Michael Hanson and I am the governor1750appointed highway safety representative for Minnesota and the Director1751of the Minnesota Department of Public Safety's Office of Traffic1752Safety. I also serve as the Chair of the Governors Highway Safety1753Association (GHSA). It is an honor to be testifying before the House1754Transportation and Infrastructure Committee's Highways and Transit1755Subcommittee. I want to extend my appreciation to subcommittee Chair1756Rouzer and Ranking Member Holmes Norton as well as full committee Chair1757Graves and Ranking Member Larsen for holding this hearing on such an1758important topic.1759    For those that aren't familiar with GHSA, the organization is a1760national nonprofit association representing the State and territorial1761Highway Safety Offices (SHSOs). The SHSOs implement statewide programs1762to address behavioral highway safety issues and are the recipients of1763grants under the National Highway Traffic Safety Administration's1764(NHTSA) Highway Safety Grant Program. SHSOs are public agencies in all1765states and territories, including the District of Columbia and Puerto1766Rico, and are run or overseen by a Governor appointed representative.1767Approximately half of SHSOs are a part of their respective state1768department of transportation, while the others are independent1769organizations or housed within a department of public safety,1770department of motor vehicles or related agency.1771    GHSA's members work to reduce motor vehicle crashes by implementing1772programs that leverage traffic enforcement, community engagement,1773public education, highway crash monitoring and other countermeasures to1774prevent crashes, deaths, and injuries on our roads. The SHSOs are1775focused on the behavioral aspects of highway safety, including impaired1776driving; inadequate adult and child occupant protection; speeding and1777aggressive driving; distracted and drowsy driving; younger and older1778driver safety; motorcycle safety; the safety of bicyclists, pedestrians1779and non-motorized road users; the safety of new vehicle technologies;1780traffic enforcement; traffic records; emergency medical services;1781driver education; and highway safety workforce development.1782    Roadway safety is a topic that I am extremely passionate about.1783Prior to my time serving as the director of the highway safety office,1784I served the Minnesota State Patrol for 32 years. During that time, I1785had direct exposure to the unsafe driving behavior on our roadways and1786the life changing and too often life ending impacts that they can have.1787It's because of those years as a state trooper that I believe so deeply1788in the work that highway safety offices do to change driver behavior1789and prevent crashes.1790                       Roadway Safety Challenges1791    Traffic crashes are one of the leading causes of preventable death1792in the United States. Crashes kill more than 40,000 people each year1793and injure another 2.4 million. That's more than 100 deaths and 6,5001794injuries every single day. These crashes--and the loss of life and1795severe injuries they cause--are entirely preventable.1796    According to a NHTSA study, the critical reason for the1797overwhelming majority of crashes is unsafe driver behavior.\1\ More1798than two-thirds of those crashes are caused by either impaired driving1799or speeding.1800---------------------------------------------------------------------------1801    \1\ https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/18028125061803---------------------------------------------------------------------------1804    Programs that are implemented by the SHSOs to address these unsafe1805driving behaviors are crucial in addressing roadway fatalities. Some1806traffic safety stakeholders argue that we can solve all of our problems1807by rebuilding the roads. While improved infrastructure can address some1808safety problems, it alone cannot address driver behavior. It will not1809make drivers buckle their seat belts or put their children in the right1810child restraint. It will not prevent drunk drivers from getting behind1811the wheel, hold them accountable, or help them overcome addiction.1812Eliminating behavioral approaches altogether would be a major mistake.1813Rather, we must implement all types of countermeasure strategies1814simultaneously to bring down fatal crash rates.1815Impaired Driving1816    Alcohol-impaired driving arguably remains our number one highway1817safety challenge. According to NHTSA, in 2022 alcohol-impaired driving1818crashes accounted for 32 percent of the fatalities on our roadways.1819Alcohol impairment is notably over-represented in crashes involving1820young adults, motorcyclists, bicyclists, pedestrians and speeding.1821    GHSA is likewise concerned about the increasing prevalence of drug-1822impaired driving, even as alcohol-impaired driving is still a major1823traffic safety problem. Though we know the data is incomplete, there is1824reason to believe that drugged driving is increasing. Further, states1825are finding that impaired driving cases increasingly involve alcohol1826and drugs used in combination, further suggesting a need to think about1827impaired driving holistically.1828    States continue to implement programs to prevent impaired driving1829including educational campaigns to encourage drivers not to drive1830impaired and high visibility enforcement efforts to identify unsafe1831impaired drivers and remove them from the road.1832    In the Infrastructure Investment and Jobs Act (IIJA), Congress took1833a historic step to end impaired driving. Section 24220 of IIJA, which1834was previously known as the HALT Act, directed NHTSA to complete a1835rulemaking to require advanced impaired driving detection technology in1836all new vehicles. This technology, once implemented, would prevent an1837impaired driver from operating a vehicle and harming themselves or1838others. NHTSA published an ANPRM in March of 2024 soliciting feedback1839on a Federal Motor Vehicle Safety Standard (FMVSS) for the technology.1840The agency then missed the statutory November 15, 2024, deadline for1841completing the rulemaking. The Trump Administration has a once in a1842generation opportunity to end impaired driving by completing this1843rulemaking and establishing this technology in new vehicles. GHSA1844strongly supports swift action to establish this FMVSS, which would1845significantly reduce the number of fatalities on our roads.1846Speeding1847    29 percent of the total traffic fatalities involved speeding and1848higher speeds are tied to an increased risk of crashes and increased1849crash severity \2\. Further, speeding vehicles present a unique threat1850to other more vulnerable road users. Unlike other leading highway1851safety issues for which we have successfully shifted cultural1852attitudes, speeding remains widely socially acceptable. Most drivers1853speed and despite ongoing speeding enforcement efforts, most drivers1854still have low expectations of receiving a citation or causing a crash.1855---------------------------------------------------------------------------1856    \2\ https://crashstats.nhtsa.dot.gov/#!/PublicationList/821857---------------------------------------------------------------------------1858    States are using various combinations of proven engineering,1859enforcement and education countermeasures to address speeding. Because1860the public is generally not behind us, even proven countermeasures face1861political barriers and some states are even increasing speed limits and1862banning scientifically-proven solutions.1863    IIJA permitted the use of federal funds for the installation of1864speed safety cameras in work and school zones to help control speeds in1865these high-risk areas. These cameras have proven to be effective at1866changing driver behavior, especially when paired with community1867outreach that communicates the safety benefits and ensures drivers know1868that the cameras are active, and unsafe speeding will result in a1869citation. Given the success of these programs, eligibility for federal1870grant funds should be expanded to allow states to use funds to install1871speed safety cameras more broadly.1872Pedestrian Safety1873    Another area of critical concern is the alarming surge in1874pedestrian injuries and fatalities. GHSA aggregates preliminary1875pedestrian safety data each year from its state members to identify1876pedestrian safety trends prior to the availability of final national1877data for those years. Based on preliminary state data, GHSA estimates1878that the nationwide number of pedestrians killed in motor vehicle1879crashes in 2023 was 7,318. This is a 5 percent decrease from 2022, but1880that is still a 14 percent increase since 2019. As we work to address1881the underlying behavioral causes of crashes, we must also take steps to1882protect pedestrians. To address these challenges, we must continue to1883take a holistic look at improving traffic safety and address the1884underlying causes of crashes while also designing infrastructure and1885vehicles that protect pedestrians.1886                          Traffic Enforcement1887    One of the key tools available to address unsafe driving behavior1888is traffic enforcement. Over the past several years, due to several1889factors including concerns for fair policing practices, reduced public1890support and staffing shortages, the amount of traffic enforcement being1891conducted across the country has significantly decreased. We have seen1892a corresponding increase in unsafe driving behavior.1893    While national data on how the decrease in traffic enforcement has1894impacted unsafe driving behavior isn't readily available, there have1895been numerous reports of decreased enforcement leading to an increase1896in crashes. For example, DUI arrests fell by nearly 40% in Virginia and1897Washington, DC between 2010 and 2021 and DUI-related fatalities have1898risen by 33 percent \3\. St. Louis, Missouri has seen similar trends,1899in 2021 St. Louis police made 45,154 traffic stops, a little more than1900half of the 85,622 made in 2009. During that period traffic deaths in1901St. Louis have doubled \4\. In Austin, Texas the police budget was cut1902by one-third in 2020 which reduced staffing and traffic enforcement1903\5\. As a result, speeding citations dropped by 90 percent. Shortly1904after, Austin reached a record number of traffic deaths \6\.1905---------------------------------------------------------------------------1906    \3\ https://www.nbcwashington.com/investigations/not-enough-1907officers-to-catch-the-ones-we-dont-get-dui-arrests-down-as-deaths-rise/19083414906/1909    \4\ https://www.stltoday.com/news/local/accident-and-incident/1910traffic-stops-and-tickets-have-plummeted-in-st-louis-traffic-deaths-1911have-gone-up/article_7d7844fc-73ae-5574-8cdc-f4571b4429ac.html1912    \5\ https://www.kut.org/transportation/2022-06-03/txdot-wants-cops-1913to-crack-down-on-speeders-but-apds-traffic-enforcement-units-are-1914understaffed1915    \6\ https://www.kut.org/transportation/2022-06-03/txdot-wants-cops-1916to-crack-down-on-speeders-but-apds-traffic-enforcement-units-are-1917understaffed1918---------------------------------------------------------------------------1919    It's clear that traffic enforcement is a crucial tool for1920addressing unsafe driver behavior. GHSA supports the proven role of1921traffic enforcement and the wider criminal justice system in preventing1922crashes and stopping dangerous drivers. Traffic enforcement holds1923drivers accountable for poor choices that without intervention can be1924deadly. High-visibility enforcement, in particular, remains an approach1925upheld by research and data. By focusing on data driven unsafe driver1926behaviors in traffic stops instead of citations for administrative1927requirements, like expired tags, we can help ensure traffic stops are1928fair and address unsafe driver behavior.1929                  NHTSA Highway Safety Grant Programs1930    NHTSA's mission is ``to save lives, prevent injuries, and reduce1931economic costs due to road traffic crashes, through education,1932research, safety standards, and enforcement.'' SHSOs aren't connected1933with NHTSA's authority to regulate vehicle safety standards. Instead,1934they focus on improving driver behavior.1935    SHSOs primarily do this using federal funds that come from the1936NHTSA State and Community Highway Safety Grant Program and the NHTSA1937National Priority Safety Program, which are commonly referred to as the1938Section 402 and Section 405 grants, respectively. In order to1939participate in these programs, states must submit a highway safety plan1940every three years that includes a performance plan with performance1941targets that demonstrate constant or improved performance, a data-1942driven countermeasure strategy that links to performance targets and1943NHTSA uniform guidelines, a description of how federal funds are1944planned to be used and a performance report for the last three years.1945Additionally, each year states are required to submit an Annual Grant1946Application (AGA) that includes any updates of the analysis in the1947triennial highway safety plan, identification of projects and1948subrecipients to be funded the following year and applications for any1949405 grants the state wants to receive. States must also submit an1950Annual Report at the end of each fiscal year detailing what grant1951activities occurred during the fiscal year. Additionally, states are1952routinely subject to NHTSA conducted compliance reviews known as1953management reviews.1954Section 402--State and Community Highway Safety Grant Program1955    Slightly less than half of NHTSA grant funding is allocated to1956Section 402, the State and Community Highway Safety Grant Program.1957Under Section 402, which is administered through a funding formula,1958states are permitted to program their funding for a wide range of1959highway safety purposes based on their data-driven problem1960identification. States use data to determine their unique highway1961safety needs and allocate resources accordingly.1962    Funds can be spent in accordance with national guidelines for1963programs to reduce drug- and alcohol-impaired driving; reduce speeding;1964encourage the use of occupant protection; encourage the use of child1965restraints; improve motorcycle safety; improve pedestrian and bicycle1966safety; reduce school bus deaths and injuries; reduce crashes from1967unsafe driving behavior; improve enforcement of traffic safety laws;1968reduce crashes caused by driver misuse of vehicle technology; increase1969vehicle recall awareness; prevent deaths among children unattended in1970vehicles; reduce roadside crashes; reduce crashes involving unsecured1971loads; improve driver performance; improve traffic records; enhance1972emergency services; increase awareness of commercial motor vehicles;1973and support school-based driver's education classes.1974Section 405--National Priority Safety Program1975    The remaining half of funding is allocated under Section 405, the1976National Priority Safety Program, which is comprised of eight separate1977grant programs on Congressionally designated priority issues, each with1978different eligibility standards and allowable uses:1979      Section 405(b): Occupant Protection: 13%1980      Section 405(c): State Traffic Safety Information System1981Improvements: 14.5%1982      Section 405(d): Impaired Driving Countermeasures: 52.5%,1983including 12% for ignition interlocks incentives and 3% for 24-71984sobriety program incentives1985      Section 405(e): Distracted Driving: 8.5%1986      Section 405(f): Motorcyclist Safety: 1.5%1987      Section 405(g): Nonmotorized Safety: 7%1988      Section 405(h): Preventing Roadside Deaths: 1%1989      Section 405(i): Driver and Officer Safety Education: 1.5%1990Regulatory and Administrative Burden1991    Over the past several years there has been an increase in the1992administrative burden associated with the funding that states receive1993from NHTSA. In order to participate in NHTSA's grant programs, states1994are required to comply with an excessive number of separate program1995rules and separate sets of qualifications. States face onerous,1996duplicative record-keeping and reporting requirements. This1997administrative red tape is taking up a significant amount of the1998resources that should be used for the implementation of safety1999programs.2000    An example of this is the amount of detail that NHTSA is requiring2001for approval of the AGAs, which was intended to be a brief annual2002update on planned grant activities to supplement the triennial highway2003safety plan. Congress intended for the restructuring of the planning2004and grant application process in IIJA to reduce the administrative2005requirements, but instead the AGA's have ballooned to several hundred2006pages long in order to meet all of the NHTSA requirements. The required2007detail has resulted in several AGAs reaching between 300-500 pages.2008    We have also seen other requirements in IIJA expand beyond the2009bill's intention like the public participation and engagement2010requirements which focus on reaching impacted communities in the2011traffic safety planning process. While GHSA supports the goal of this2012program, NHTSA's implementation has been heavy handed and focused on2013oversight of the process for implementing it not on SHSO's achieving2014the desired outcomes. In addition to expanding the program to be a2015significant focus of the highway safety grants, NHTSA has limited the2016funding source available for implementation of the program to 4022017Planning and Administration (P&A) funds. This limitation is not in line2018with the language in IIJA and makes it difficult for states to meet the2019requirements without impacting other safety programs.2020    Across the entire Highway Safety Grant program, NHTSA's oversight2021activities have increased significantly, creating an increased burden2022on states to demonstrate compliance. GHSA supports appropriate2023oversight and recognizes the importance of transparency when using2024federal funding, but the increased focus on oversight of the planning2025process for grants instead of the outcomes of the grant activities is2026creating a significant regulatory burden on states which in turn2027reduces the resources available for implementing safety programs.2028    The NHTSA behavioral safety programs are a critical element of2029tackling the roadway safety challenges that we see and SHSOs across the2030country are doing their best to implement meaningful programs to2031improve driver behavior but are bogged down by the amount of2032administrative red tape and limitations on how they can spend funding.2033These programs need to be more efficiently administered by NHTSA so2034that more of the federal funding can work towards improving safety2035instead of expending resources on meeting federal requirements to2036receive the funding.2037Funding that Supports Innovation2038    As challenges with roadway safety continue, we need to make sure2039federal funding is structured in a way that allows for new and2040innovative ideas like technology deployments, novel data, new safety2041countermeasures, and more. Congress should further expand the purposes2042for which 402 funds are allowed to be used to meet emerging behavioral2043highway safety concerns and provide states with the flexibility to try2044and evaluate new approaches to traffic safety. An example of this is2045the utilization of 402 funding to assist state emergency medical2046service (EMS) partners in providing whole blood at crash sites. This is2047a countermeasure that has been touted by NHTSA as a game changer for2048improving the survivability of crashes through post-crash care, yet2049states have had related projects rejected by NHTSA under 402 funding2050because of the current eligibility restrictions. Additionally, the2051safety areas identified within the 402 requirements should be2052considered eligible options for using the funds, not elements that are2053required to be included in a state's program.2054    While it may have once seemed helpful to dedicate funding to2055various specific priorities areas through the 405 program, this2056bifurcation of programs ultimately hurts more than it helps. As2057programs are subdivided further and further, states receive less money2058and face more complicated application and program rules. For each2059grant, states must provide separate qualification information and2060provide detailed accounts of state laws or programs. When grants are2061awarded, each grant also comes with its own unique restrictions that2062needlessly complicate the highway safety planning process as states2063must carefully consider how they can and cannot use the funding. This2064has resulted in some states opting out of receiving the funds because2065the administrative requirements to document and demonstrate compliance2066with all of the various requirements isn't worth the amount of funding2067available. This ultimately undermines the intent of the program because2068funds aren't being distributed to tackle the safety challenge they are2069intended for.2070    The best way Congress can address this issue would be to move all2071of the funding from the Section 405 programs and invest it into Section2072402. This way, Congress can keep this funding dedicated to highway2073safety purposes. Section 402 provides states the most flexibility and2074the ability to closely tailor their programs to the actual needs on the2075ground, which does not always fit a nationwide model.2076    However, if Congress decides to continue to invest in Section 4052077as a separate grant program, GHSA strongly encourages Congress to2078significantly reform these existing programs to dramatically increase2079state eligibility and allowable uses and eliminate administrative2080burdens. For example, the eligibility for the 405(c) program on state2081traffic safety information system improvements should be expanded to2082allow state's to utilize novel data sources like telematics data in2083order to gain a deeper understanding of when and where unsafe driver2084behavior is occurring and evaluate the effectiveness of2085countermeasures.2086    States need the flexibility to implement programs that address2087their unique safety challenges. Further, they need to be able to try2088new and innovative approaches to improving safety. By removing funding2089barriers we will be able to make a greater impact on roadway safety.2090Performance Management2091    As part of participating in national highway safety programs and2092receiving federal grants, states maintain performance plans in which2093they set targets to achieve high-level safety goals. States have three2094performance measures that are shared between NHTSA and Federal Highway2095Administration (FHWA)-funded programs--overall fatalities, serious2096injuries and fatalities per vehicle mile traveled (VMT). NHTSA-funded2097programs also set goals for a range of other key outcomes that are2098unique to these programs, like reducing unbelted fatalities, impaired2099driving fatalities, observed seat belt use, etc. that are linked to all2100of the various safety programs that states implement. States are2101required to use a data-driven process to set targets for each2102performance measure. They will typically examine historical data,2103trends and the anticipated impact of planned future programs, and then2104set a goal.2105    As part of a transition to a triennial highway safety plan, IIJA2106shifted NHTSA performance reporting to a triennial period. The IIJA2107also amended 23 U.S.C. 402 (k)(4)(A)(ii) to indicate that performance2108targets must ``demonstrate constant or improved performance.'' This2109prohibition on ``regressive'' performance targets has further divorced2110performance management from the data. Aggressively set targets are more2111likely to exceed what has historically been possible and they are less2112likely to be met. Although, NHTSA has argued that the consequences of2113not meeting a target are not ``penalties'' in terms of a ``sanction''2114or loss of funding, the additional oversight and administrative steps2115for states that aren't meeting their targets do constitute a2116``penalty'' because they divert resources from other activities,2117reflect poorly on the state, and have been cited by advocates as a2118reason for further oversight.2119    Additionally, many of the current performance measures consider2120outcomes that have many contributing factors that are outside of the2121control of a SHSO. As a result, a SHSO may be implementing effective2122programs that improve driver behavior but be considered to be2123underperforming as a result of factors outside of their control.2124    In January, NHTSA published an update to the performance measures2125for states that will go into effect in 2026. While this update takes a2126step in the right direction by allowing states more flexibility to2127customize performance measures based on the safety challenges in their2128state, it doesn't address many of the underlying structural challenges2129with performance measures.2130                      Other Roadway Safety Issues2131NHTSA Leadership2132    NHTSA has been without a Senate-confirmed administrator for much of2133the past 8 years. GHSA strongly encourages the appointment of a safety2134focused leader who can successfully be Senate confirmed. By appointing2135a proven leader with the expertise and vision to address critical2136safety issues, the Trump Administration can deliver meaningful change2137and save countless lives.2138Automated Vehicle Technology2139    GHSA supports the creation of a national regulatory framework for2140automated vehicle technology. This framework should maintain the2141traditional state and federal regulatory roles governing motor vehicles2142and driving. Federal law should not inappropriately preempt state and2143local highway safety laws. GHSA also urges Congress to make a priority2144of preparing and empowering NHTSA to play its part in this framework.2145    Outside of the Congressional discussion on automated vehicle2146policy, GHSA's broader focus has been to prepare SHSOs for what to2147expect and how to anticipate future trends. Automated vehicle2148technologies have the potential to offer significant safety benefits2149and GHSA agrees that we should promote their use. However, the best2150available evidence suggests that most of the United States will feature2151a mix of vehicles across the spectrum of automation for the foreseeable2152future.2153    New modes of automation will likely present novel behavioral safety2154risks and changes for law enforcement and first responders. Further,2155human behavior will still play a prominent, long-term role in highway2156safety and we need to both continue to invest in programs to address2157all of today's highway safety risks while proactively planning for an2158increasingly automated future.2159Vehicle Safety Technology2160    GHSA supports the expedited deployment of advanced driver2161assistance systems (ADAS) and crash avoidance systems for their life-2162saving benefit to the human-operated driving environment. The safety2163community should collaborate on solutions to address the driver2164behavioral risks posed by ADAS systems where driving responsibility is2165shared by the vehicle and driver. It's imperative that drivers2166understand the capabilities and limitations of the technology on their2167vehicles.2168                               Conclusion2169    Addressing the complex challenge of roadway safety demands a2170multifaceted approach that recognizes the critical interplay between2171infrastructure improvements, technological advancements, and, driver2172behavior. While upgrading roads and implementing new technologies like2173ADAS are vital, they cannot fully address the root causes of many2174crashes, which stem from unsafe driving practices. Therefore, a2175balanced strategy that prioritizes behavioral programs, alongside2176engineering and technology solutions, is essential.2177    SHSOs work hard to implement meaningful and effective programs to2178save lives but there is room for improving grant programs to better2179enable states to implement effective safety countermeasures. The2180highway safety grants program is hampered by excessive administrative2181burdens and a lack of flexibility. The complex web of regulations and2182reporting requirements diverts valuable resources away from2183implementing safety programs. Streamlining these programs, reducing2184paperwork and empowering states to tailor their initiatives to their2185specific needs is crucial for maximizing the impact of federal funding.2186Furthermore, allowing states greater flexibility to explore innovative2187approaches, such as utilizing novel data sources and supporting2188emerging needs like improved post-crash care, will foster creativity2189and accelerate progress in roadway safety. A one-size-fits-all approach2190simply cannot address the diverse challenges faced by different states2191and communities.2192    GHSA looks forward to working with the subcommittee as it works to2193tackle the safety challenges on our roadways and improve the efficiency2194and effectiveness of federal grant programs.2195    Thank you for the opportunity to address the subcommittee today,2196and I look forward to your questions.21972198    Mr. Rouzer. Ms. Norman, you are recognized.21992200 TESTIMONY OF HALEY NORMAN, CO-OWNER, DIRECT TRAFFIC CONTROL,2201    INC., ON BEHALF OF THE AMERICAN TRAFFIC SAFETY SERVICES2202                          ASSOCIATION22032204    Ms. Norman. Thank you, Mr. Chairman.2205    Good morning. My name is Haley Norman, and I am the co-2206owner of Direct Traffic Control out of Muskogee, Oklahoma.2207    I appreciate the opportunity to testify today about2208reducing roadway fatalities.2209    Our company is a small, family-owned business that2210currently employs 127 team members across the State of2211Oklahoma. We make roads safer through the installation of2212pavement markings, traffic signs, guardrail, and the management2213of roadway work zones.2214    I am testifying today in my role as the chair-elect of the2215American Traffic Safety Services Association. ATSSA members2216manufacture, distribute, and install roadway safety2217infrastructure devices such as guardrail and cable barrier,2218traffic signs and signals, pavement markings, and work zone2219safety devices.2220    Reaching zero fatalities remains a very serious challenge.2221According to the most recent estimate from NHTSA, over 40,0002222people died on roadways across the country in 2023, as we have2223heard numerous times today. Everyone on this committee and on2224this panel recognizes the severity of the current roadway2225safety crisis. Collectively, we need to work together to2226identify actions that will address this crisis while working to2227develop new solutions for the future as well.2228    As this committee works on the next surface transportation2229bill, I wanted to highlight the important programs and areas2230that contribute directly to saving lives.2231    The Highway Safety Improvement Program is key to achieving2232the goal of zero deaths and provides dedicated safety funds to2233each State and DC to address their specific safety needs, and2234while the IIJA significantly increased funding for HSIP by2235providing nearly $16 billion, we hope that this program will2236continue to be a priority in the next highway bill.2237    I have seen firsthand that the projects funded through HSIP2238have saved the lives of road users across Oklahoma. I believe2239that any discussion regarding safety must put an emphasis on2240the men and women that put their lives in harm's way in2241roadside work zones. I have seen the dangers that these workers2242face. I know that many ATSSA members have lost a friend or a2243colleague in a work zone crash. I have watched the dashcam2244footage of our own workers--some are my family and all are my2245friends--narrowly avoiding being struck in a work zone by a2246distracted driver. These stories recommit my company and our2247industry to reach our mission of zero deaths.2248    As we look to improve roadway safety, we cannot overlook2249rural and Tribal roads. Tragically, while only 20 percent of2250Americans live in rural areas, 43 percent of all roadway2251fatalities occur on rural roads. American Indian and Alaska2252Native adults have a traffic fatality rate seven times higher2253than any other ethnic group. The IIJA made good inroads in2254these areas to improve safety. However, we do believe that2255Congress has more work to do to protect our users of rural and2256Tribal roads.2257    While we know that there are difficulties in administering2258and implementing discretionary grant programs, the Safe Streets2259and Roads for All program works to protect vulnerable road2260users through the deployment and installation of lifesaving2261roadway safety infrastructure devices.2262    The IIJA set a new baseline with historic levels of funding2263in roadway safety, but many challenges still face our industry.2264We support the goal of increasing the American manufacturing2265sector and creating good-paying jobs across the country by2266expanding the application of Build America, By America2267requirements. However, without a thoughtful approach to2268implementing the By America requirements, this expansion has2269the potential for catastrophic impacts on the roadway safety2270infrastructure industry.2271    Small businesses such as my own face price increases,2272product scarcity, and a mountain of paperwork and2273certifications. The costs associated with having a small,2274family-owned business are mounting. Inflation has sharply2275increased the price of products, and therefore, the IIJA has2276not funded as many projects as we had hoped. Frivolous2277litigation and rapidly rising insurance premiums have also2278diverted far too many resources away from improving roadway2279safety.2280    Let me end my statement with a sobering statistic. By the2281end of this day, over 110 people will have died on our2282roadways. This is a number that is incredibly tragic and2283completely unacceptable. As a safety professional, a business2284owner, and a mother, I believe that we must all work together2285to make our roads and communities safe. ATSSA members are ready2286to do what we do best: roll up our sleeves and get to work.2287    Thank you so much for the opportunity to testify today, and2288I look forward to answering your questions.2289    [Ms. Norman's prepared statement follows:]22902291 Prepared Statement of Haley Norman, Co-Owner, Direct Traffic Control,2292  Inc., on behalf of the American Traffic Safety Services Association2293    Chairman Rouzer, Ranking Member Norton, and members of the2294Subcommittee, my name is Haley Norman, I am the co-owner of Direct2295Traffic Control, Inc., and I appreciate the opportunity to appear2296before you today to discuss the important topic of reducing roadway2297fatalities and serious injuries in this country. Direct Traffic2298Control, Inc., located in Muskogee, Oklahoma, has been in business2299since 1999 and we proudly make roads safer through the installation of2300pavement markings, traffic signs, guardrail and the management of2301roadway work zones. I am testifying today in my role as the Chair-Elect2302of the American Traffic Safety Services Association (ATSSA). ATSSA2303applauds this Committee for your tireless leadership and dedication to2304improving roadway safety.2305    Incorporated in 1970, ATSSA is an international trade association2306focused on advancing roadway safety. Our members manufacture,2307distribute, and install roadway safety infrastructure devices such as2308guardrail and cable barrier, traffic signs and signals, pavement2309markings and high friction surface treatments, and work zone safety2310devices, among many others. ATSSA was the first U.S. non-governmental2311organization to adopt a Towards Zero Deaths vision in 2009 and ATSSA2312members remain committed to making zero fatalities a reality2313nationwide.2314    Tragically, reaching zero fatalities remains a serious challenge.2315In 2023, according to the National Highway Traffic Safety2316Administration (NHTSA), there were an estimated 40,900 roadway deaths2317in this country--that is an average of 112 deaths each and every2318day.\1\ Despite the best efforts of ATSSA members, the broader2319construction industry, state departments of transportation (state DOTs)2320and the organizations represented by my colleagues on this panel, we2321continue to see unacceptable numbers of fatalities and serious injuries2322on our nation's roadways. We can and must do better.2323---------------------------------------------------------------------------2324    \1\ National Highway Traffic Safety Administration https://2325crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/8135612326---------------------------------------------------------------------------2327    Everyone in this room and on this panel recognizes the severity of2328the current roadway safety crisis. But recognizing the problem is just2329the first step. Collectively, we need to work together to identify2330actions we can take now to address this crisis--while working to2331develop new solutions for the future. As Congress begins the process of2332drafting the next surface transportation authorization bill, now is the2333time to bring stakeholders and policymakers together so we can chart a2334new path forward. We must address the challenge of improving roadway2335safety head on, and today's hearing provides us with an opportunity to2336share the experiences and expertise of ATSSA's roadway safety2337professionals.2338    As much I wish we could make drivers slow down, put away their2339phones, not drive impaired and focus on the roadway, we need to2340recognize that humans make mistakes. Too often these mistakes are the2341cause of fatal or serious crashes. That is just a fact. But these2342mistakes should not result in death. Improving roadway safety2343infrastructure can make a difference. ATSSA is grateful that US2344Department of Transportation Secretary Sean Duffy understands this2345concern, saying during his confirmation hearing, ``I will prioritize2346road safety, ensuring lives and families aren't forever changed by2347preventable accidents.''2348    In terms of investment in roadway safety, the Infrastructure2349Investment and Jobs Act (IIJA) increased the funding made available for2350safety programs and set the new and higher baseline for roadway safety2351infrastructure investments for the next surface transportation2352reauthorization. The IIJA provides nearly $30 billion over the five-2353year lifespan of the bill for roadway safety projects. While this is a2354significant increase in funding for roadway safety compared to what was2355included in the Fixing America's Surface Transportation Act (FAST Act),2356I believe we must continue to further the investment in safety to begin2357to plateau and reverse the increase in roadway fatalities and serious2358injuries. I would like to highlight a few of these important programs.2359                   Highway Safety Improvement Program2360    The Highway Safety Improvement Program (HSIP) is a critical2361component to achieving the goal of eliminating fatalities on our2362roadways. Introduced as part of the SAFETA-LU legislation in 2005, it2363is a federal formula program that provides dedicated safety funds2364annually to each state DOT. The IIJA significantly increased funding2365for HSIP by providing $15.6 billion over five years, plus an additional2366$1.2 billion for rail-highway grade crossings.2367    Because Highway Safety Improvement Program funds can be used on all2368public roads, not just state-owned ones, the program is an important2369tool to help reduce the fatality rate in all parts of a state,2370including on rural roads. In addition, state DOTs can, and often do,2371use other federal formula funds to address roadway safety needs.2372    We remain concerned that while traffic fatalities continue to rise,2373both the IIJA and previous transportation authorizations allowed states2374to transfer their HSIP funds to other core Federal-Aid Highway2375programs. We believe that congressionally approved safety funds should2376be used for safety projects and should not be allowed to be transferred2377for other uses.2378    An example of one of these vital safety projects that my company2379has worked on in Oklahoma is SW0776, which is a statewide pavement2380marking project funded through HSIP. This project removes and replaces2381faded or out of specification pavement markings--replacing them with2382brighter and safer markings to help the traveling public get home2383safely. Through this project alone, we have installed approximately 4.52384million linear feet of line striping and 100,000 linear feet of rumble2385strips. When Oklahoma set the new standard of pavement markings to an2386easier-to-see 6-inch width, HSIP funds were there to fund this state-2387specific safety need and enhance safety throughout my state.2388    Having dedicated HSIP funding for roadway safety has been critical2389to addressing safety needs. Addressing roadway safety through the HSIP2390was a bipartisan priority in the IIJA and we urge Congress to keep the2391program as a priority in the next authorization bill as well.2392                            Work Zone Safety2393    While vulnerable road users (VRUs) are a focus area in the IIJA,2394the often-overlooked VRUs are roadway construction workers. I am here2395today to tell you firsthand that roadway workers are very much2396vulnerable road users.2397    For ATSSA members that install and maintain roadway safety devices2398across the country, our roadway work zones are becoming increasingly2399dangerous. I have heard too many stories from my industry colleagues of2400near misses, serious injuries and fatalities in work zones. I know of2401too many ATSSA members that have lost a friend or a colleague in a work2402zone crash. In 2023, while one of our crews was working in a work zone2403in Oklahoma, we almost became one of those ATSSA members to lose a2404worker. As a driver barreled down the highway, they ignored both the2405advanced warning signs and devices put in place to warn of an2406approaching work zone. The driver swerved at the last minute to avoid a2407type III device, crashing into our work zone and striking a trailer.2408From a dashcam video of a truck positioned behind the trailer, you see2409several of our workers standing where the car struck the trailer just2410moments prior to impact. We were seconds away from a complete disaster2411and loss of life.2412    According to the National Work Zone Safety Information2413Clearinghouse, there were 891 fatalities in roadway work zones in24142022.\2\ Although the majority of these fatalities are vehicle2415occupants, the men and women working in work zones are consistently in2416danger. Tragically, this nation has lost an average of 115 workers in2417work zone fatalities each year over the last five years. These men and2418women put their lives on the line every day to make our roads safer and2419work to ensure that the traveling public returns home safe every night.2420---------------------------------------------------------------------------2421    \2\ National Work Zone Safety Information Clearinghouse https://2422workzonesafety.org/work-zone-data/worker-fatalities-and-injuries-at-2423road-construction-sites/2424---------------------------------------------------------------------------2425    Technology is coming online today which will greatly enhance the2426safety of workers and drivers alike leading up to and in work zones. As2427connected and automated vehicles (CAVs) become more and more prevalent,2428these vehicles must be able to interact with smart work zones so that2429catastrophic crashes between autonomous vehicles and roadway workers2430can be avoided.2431    Given the continued loss of life in work zones, I urge this2432Subcommittee, and Congress as a whole, to make work zone safety a2433priority in the next surface transportation reauthorization bill.2434Enhancing work zone training grants, encouraging innovation and the2435exchange of best practices can help states do more to address work zone2436safety challenges.2437                           Rural Road Safety2438    As we look to improve roadway safety, we need to remember the rural2439areas of the country. According to NHTSA, 20 percent of Americans live2440in rural areas, yet 43 percent of all roadway fatalities occurred on2441rural roads. In my home state of Oklahoma, 59 percent of fatalities2442occurred on rural roads. In 2022, the fatality rate on rural roads was24431.68 fatalities per 100 million vehicle miles traveled (VMT), while the2444national average was 1.33 fatalities per 100 million VMT.\3\2445---------------------------------------------------------------------------2446    \3\ National Highway Traffic Safety Administration https://2447crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/8135992448---------------------------------------------------------------------------2449    The IIJA included a new Rural Surface Transportation Grant Program2450funded at $2 billion over five years to be used, in part, to address2451safety needs in rural areas. Of that $2 billion, 15 percent, or $3002452million, is reserved for recipients to address rural roadway fatalities2453due to lane departure. This is the first time that Congress has2454included dedicated rural roadway safety funding in transportation2455authorization legislation since the 2005 SAFETEA-LU law.2456    We know that there are a number of rural road-specific challenges,2457including the fact that rural roads are often owned by local2458governments, who may not have the technical expertise, grant writing2459specialists and resources to combat the crash and fatality rates2460discussed earlier. State DOTs are critical to assisting local2461governments in effectively deploying much-needed safety countermeasures2462and we encourage a collaborative approach to addressing safety needs.2463    Living and working in Oklahoma, I know how vital investment in2464rural road safety is. Through rural road safety funding included in the2465IIJA, we have been able to enhance safety for all road users throughout2466the state. A good example of one of these projects took place over an2467eight mile stretch along the historic Route 66. Our crews installed2468rumble strips and increased the visibility of pavement markings on this2469rural roadway, all funded through a rural road safety program included2470in IIJA. We ask that Congress continue to ensure that safety funds can2471get to the rural communities and roadways that need this critical2472investment.2473                           Tribal Road Safety2474    According to the Centers for Disease Control (CDC), American Indian2475and Alaska Native children (0-19 years old) have a traffic crash death2476rate eight times higher than other racial and ethnic groups, while2477Native American and Alaska Native adults (20 years old and older) have2478a traffic crash death rate seven times higher than other racial and2479ethnic groups.\4\2480---------------------------------------------------------------------------2481    \4\ U.S. Centers for Disease Control and Prevention https://2482www.cdc.gov/tribal-road-safety/about/index.html2483---------------------------------------------------------------------------2484    I am a Muscogee Creek Nation citizen. Our business is TERO2485certified and works on tribal road safety projects throughout the2486tribal lands in our region. Across our work on these tribal roads, we2487provide lifesaving installations of rumble strips, signage, pavement2488markings, and guardrail to communities in great need of roadway safety2489improvements.2490    The IIJA took steps in the right direction to improve tribal road2491safety by increasing funding for the Tribal Transportation Program to2492$3 billion over five years and doubling the safety set aside, formally2493known as the Tribal Transportation Program Safety Fund, from two to2494four percent of the TTP. We believe that the data shows that we need to2495continue this investment, and I know that more can be done to improve2496road safety on tribal lands.2497                 Safe Streets and Roads for All Program2498    The IIJA also included the Safe Streets and Roads for All Program.2499This discretionary grant program provides $1 billion each year to2500metropolitan planning organizations, local and tribal governments to2501help prevent roadway deaths and serious injuries. As the name of the2502program implies, it is intended to address not just safety for the2503motorist but for other users of the transportation system such as2504pedestrians, bicyclists, and motorcyclists. By providing funding for2505planning and implementation of roadway safety strategies, this program2506has been an important tool for communities looking to address and2507improve safety outcomes. While we recognize the difficulties in2508administering discretionary grant programs, we ask that Congress2509continue to provide a focus on ensuring the safety of vulnerable road2510users throughout the roadway system.2511           Funding Necessary for Important Safety Investments2512    Federal transportation programs rely on federal fuel excise taxes2513and fees to provide revenue into the Highway Trust Fund (HTF). The2514federal HTF is a unique feature of the federal transportation program,2515and it allows Congress to enact multi-year surface transportation2516bills. These multi-year bills provide much-needed funding certainty2517that allows state DOTs and local governments to effectively develop and2518carry-out transportation construction projects.2519    But since 2005, spending out of the Highway Trust Fund has outpaced2520these HTF revenues, with billions of dollars being transferred from the2521General Fund of the Treasury into the HTF to maintain spending levels.2522ATSSA members understand that General Fund transfers are not the ideal2523way to pay for surface transportation programs and ATSSA stands ready2524to work with Congress to identify future funding solutions.2525    In order to provide a long-term funding solution for the HTF,2526Congress needs to closely analyze the merits of alternative user fee2527mechanisms, including vehicle miles traveled fees and national2528registration fees. ATSSA and its members are disappointed that, as of2529the date of this hearing, the US Department of Transportation (USDOT)2530has yet to undertake the nationwide pilot program on a vehicle miles2531traveled user fee funding solution as was directed by the IIJA and we2532are looking forward to working with the incoming team at USDOT to get2533this pilot underway.2534    In addition, Congress should ensure that all highway users pay2535their fair share into the system, including electric vehicles, who2536currently pay nothing into the HTF.2537    Finding a HTF revenue solution is critical to improving roadway2538safety and addressing traffic fatalities and injuries. Without a user2539fee financed system, it can be difficult to maintain a dedicated trust2540fund for transportation construction projects, including roadway safety2541infrastructure projects. And without dedicated funding from the HTF, it2542will be impossible to make strategic investments in roadway safety2543infrastructure projects, which will lead to roads that are less safe2544and constituents that are in more danger.2545                          Industry Challenges2546    While the IIJA provided an increase in funding to vital safety2547programs such as the Highway Safety Improvement Program, it has also2548created challenges for the roadway safety industry.2549Build America, Buy America2550    ATSSA and its members support the goal of increasing the American2551manufacturing sector and creating more good-paying jobs across the2552country by expanding the application of Build America, Buy America2553(BABA) requirements. However, without a thoughtful approach to2554implementing the BABA requirements, this expansion has the potential2555for catastrophic impacts on roadway safety infrastructure manufacturers2556and contractors.2557    ATSSA was very disappointed to see the final rule issued by the2558Federal Highway Administration (FHWA) on January 14th of this year that2559ended a long-standing waiver of BABA requirements for manufactured2560products on federal-aid highway projects. The final rule terminating2561the 1983 general purpose waiver for manufactured products ignores2562concerns of both industry and state departments of transportation in2563the implementation of these new BABA standards.2564    With traffic fatalities continuing at unacceptable levels, ATSSA2565had asked that FHWA recognize the difficulties that will be experienced2566by the roadway safety infrastructure industry across the country if the2567current Buy America manufactured product waiver were to be eliminated.2568ATSSA members do not believe there is currently an adequate domestic2569sourcing and manufacturing capability in existence today to2570domestically source materials for all critically important roadway2571safety hardware and products.2572    There are also certain roadway safety components, devices and2573products that include materials that currently have no domestic supply2574chain at all. It is not possible, despite the desire of policy makers,2575to create entirely new industries to domestically supply the roadway2576safety industry overnight. Creating new domestic supply chains takes2577time. Without allowing the time necessary to create these industries in2578the United States, projects will be delayed or cancelled. Failure to2579allow for the proper ramp up time could result in the halt of the2580manufacturing of vital life-saving devices and products that are2581required for deployment on our roadways--products and devices that keep2582the traveling public safe.2583    ATSSA strongly urges the FHWA to consider the use of targeted2584waivers for safety products and devices until domestic manufacturing2585capabilities reach a level that would allow for no slowdown of project2586delivery, significant project cost increases or the deployment of these2587critical products and devices.2588    We look forward to working with this Subcommittee to ensure that we2589do not have to sacrifice safety at any step of the way as we work with2590our partners to comply with these new BABA requirements.2591Rising Costs for Small Businesses2592    Rising costs are not only attributed to BABA expansion, but2593nationwide inflation has increased construction costs as well.2594According to the National Highway Construction Cost Index (NHCCI),2595which tracks the prices paid by state departments of transportation for2596roadway construction materials, highway construction costs increased by259770 percent between October 2020 to June 2024.\5\2598---------------------------------------------------------------------------2599    \5\ National Highway Construction Cost Index https://2600www.fhwa.dot.gov/policy/otps/nhcci/NHCCI_Narrative_Article_2024_Q2.pdf2601---------------------------------------------------------------------------2602    Our business has seen increases in material prices across the board2603since 2020 and while material prices have begun to steady, the constant2604need to keep up with inflation in pay rates to maintain top talent and2605ensure properly trained professionals in our industry has greatly2606increased the cost of doing business.2607    Small businesses such as mine are also dealing with an increase in2608frivolous litigation and rapidly rising insurance costs for contractors2609performing roadway safety work.2610    As a subcontractor for temporary traffic control, many of the long-2611term projects our company works on are high-risk by nature, often with2612traffic control devices in place for extended periods of time. In the2613last 10 years, we have seen an increase in frivolous lawsuits, leading2614to skyrocketing insurance costs for our industry. In the majority of2615cases, we are found to be in compliance with all state and federal2616standards for our work, and yet we still have to pay out claims due to2617the current state of this type of litigation in the United States. The2618direct impact to our business is the high cost of insurance premiums2619and the fear of becoming uninsurable for doing the work we are2620contracted and directed to do. Our entire industry has seen insurance2621costs increase and our cost of doing business increase--ultimately2622leading to increasing costs to install life-saving safety devices on2623our roadways. These cost increases diminish the impact of the funding2624Congress provided through the IIJA.2625    The roadway safety industry is not alone in dealing with these2626issues. As Congress works on a surface transportation authorization2627bill, ATSSA would like to engage this Subcommittee in a discussion of2628steps that can be taken to address these concerns.2629Approval and certification of new products2630    Another challenge facing our industry is a delay in the approval2631and certification of new products into the marketplace. Technology2632advances happen quickly. We believe that to make our roads as safe as2633possible, we must be able to deploy the most modern technologies in a2634timely manner. ATSSA manufacturers continue to face significant delays2635in product approval, which stifles innovation.2636    A group of 14 ATSSA member companies report that they currently2637have a total of 20 outstanding eligibility letters to FHWA regarding2638the approval of innovative safety products. These 20 letters currently2639average 10 months of wait time without a response since the day they2640were submitted. We want to work with FHWA to ensure that the products2641we are deploying are safe for all road users, but also want to2642underscore the importance of getting the most advanced safety products2643deployed to combat the more than 40,000 deaths on our roadways.2644    We look forward to addressing all these business challenges2645throughout the reauthorization process and will continue to work with2646our state partners and related stakeholders on solutions.2647                               Conclusion2648    The number of traffic fatalities in the U.S. is incredibly tragic.2649As a safety professional, business owner and mother of two young2650children, the numbers are unacceptable, and I know we can do better by2651working together. We are at a critical point in the fight to make our2652roads safer, and today's hearing demonstrates that this Subcommittee2653understands the need to address this issue as part of a new surface2654transportation authorization bill. All of us will need to work together2655to make progress on this collective challenge--including Congress,2656safety stakeholders, state DOTs, and tribal and local governments.2657    I know that I join my colleagues on this panel in confirming our2658commitment to getting the job done. Targeted investments, the use of2659technological innovations and increased public education will be2660critical. ATSSA members are ready to do what we do best--roll up our2661sleeves and get to work.2662    Thank you for the opportunity to testify today, and I look forward2663to answering your questions.26642665    Mr. Rouzer. Ms. Chase, you are recognized.26662667TESTIMONY OF CATHERINE CHASE, PRESIDENT, ADVOCATES FOR HIGHWAY2668                        AND AUTO SAFETY26692670    Ms. Chase. Good morning, Chair Rouzer, Ranking Member2671Norton, Ranking Member Larsen, and subcommittee members. I am2672Cathy Chase, president of Advocates for Highway and Auto2673Safety.2674    Advocates is a national alliance of leading property and2675casualty insurance companies and agents and public health2676consumer, law enforcement, and safety groups working together2677to prevent crashes, save lives, reduce injuries, and curb2678economic costs.2679    Thank you for holding today's hearing on roadway safety at2680a critical time when motor vehicle fatalities are at historic2681highs. Nearly 43,000 people were killed and 2.4 million more2682were injured in 2022. Of particular note, more than 7,5002683pedestrians and more than 1,000 bicyclists were killed,2684representing a 56- and 50-percent increase, respectively, over2685the past decade. Additionally, motorcycle riders experienced2686the highest fatality toll since data collection began in 1975,2687with more than 6,000 riders being killed. Fatal truck crashes2688also have been on the rise, increasing by 76 percent since26892009. Nearly 6,000 people were killed and over 160,000 people2690were injured in crashes involving large trucks.2691    These are not just statistics. They are family members,2692friends, and members of communities throughout the country.2693They include Transportation Secretary Duffy's family and2694numerous Members of Congress. Many victim advocates are joining2695us today virtually. I want to extend my condolences for their2696losses and thank them for their perseverance to advance2697effective solutions to prevent crashes.2698    In addition to the physical and emotional repercussions of2699crashes, the annual economic cost is approximately $3402700billion. Moreover, the Network of Employers for Traffic Safety2701finds that crashes cost employers more than $72 billion in2702direct crash-related expenses in 2019.2703    Since Advocates' inception in 1989, we have worked with2704victim advocates and safety stakeholders to advance a holistic2705approach to improving traffic safety by focusing on safe2706vehicles, safe road users, and safe roadway environments. This2707approach is akin to what is known as the Safe System Approach,2708which has the additions of safe speeds and post-crash care,2709which are also vitally important.2710    Considering today's hearing is focused on roadways, I will2711discuss steps that can be taken now to improve our streets,2712roads, and highways, but I would just like to note that the2713advances in all three areas go hand in hand and are available2714and needed.2715    America's roads move an ever-increasing number of people2716and goods. We all rely on our infrastructure system for2717household good supplies to be delivered, for family vacations2718to be enjoyed, and for our Nation's economy to thrive.2719Unfortunately, our roadways and bridges are in urgent need of2720improvements and preservation. The American Society of Civil2721Engineers has given America's roads a grade of D, with 432722percent in poor or mediocre condition. Not much better, our2723bridges received a C grade, with 42 percent being at least 502724years old and more than 46,000 considered structurally2725deficient.2726    The Infrastructure Investment and Jobs Act authorized2727upgrades to the Highway Safety Improvement Program that will2728help protect vulnerable road users and provide robust funding2729for the Safe Streets and Roads for All program, or SS4A, to2730provide direct access to localities to make roadway2731improvements. These changes promote infrastructure features2732that consider multimobile use, calm traffic, reduce vehicle2733speeds, and prevent or mitigate harmful interactions among road2734users.2735    Infrastructure improvements consistent with the SS4A are2736supported by Federal grants, including speed-curbing features2737like speed humps, road diets, and roundabouts. In fact,2738intersections converted from traffic signals or stop signs to2739roundabouts have reduced injury crashes up to 80 percent and2740cut all crashes by nearly half. Moreover, roundabouts are2741efficient in keeping travelers moving and can be implemented2742both in urban and rural areas under a wide range of traffic2743conditions.2744    We also support the Highway Safety Program section 402 and2745National Priority Safety Program section 405 grants. As with2746all Federal safety grants, it is critical that these programs2747include clear and transparent measures for success to ensure2748funds are spent as intended and result in actual safety2749benefits and improvements.2750    As was stated, before the end of today, 116 Americans will2751be killed on our roadways. That equals more than all the people2752in this room about right now. We can and must implement proven2753solutions to improve our roadways and make them safer for all.2754Thank you very much.2755    [Ms. Chase's prepared statement follows:]27562757Prepared Statement of Catherine Chase, President, Advocates for Highway2758                            and Auto Safety2759                              Introduction2760    Advocates for Highway and Auto Safety (Advocates) is a coalition of2761public health, safety, law enforcement and consumer organizations,2762insurers and insurance agents that promotes highway and auto safety2763through the adoption of federal and state laws, policies and2764regulations. Advocates is unique both in its board composition and its2765mission of advancing safe vehicles, safe motorists and road users, and2766safe roadway infrastructure.2767   Motor Vehicle Crashes are a Devastating and Costly Public Health2768         Crisis, and the Public is Keenly Aware of the Dangers2769    America's roads move an ever-increasing number of people and2770goods.\1\ We all rely on our infrastructure system for household2771supplies to be delivered, for family vacations to be enjoyed, and for2772our Nation's economy to thrive. However, Americans suffer a significant2773death and injury toll caused by preventable crashes. On average, 1162774people were killed every day on roads in the U.S., totaling just over277542,500 fatalities in 2022.\2\ This is a 26 percent increase in deaths2776in just a decade.\3\ An additional 2.38 million people were injured.\4\2777Early projections for 2023 traffic fatalities remain at a similar2778historic high level; nearly 41,000 people are estimated to have died2779that year.\5\2780---------------------------------------------------------------------------2781    \1\ 2021 Report Card for America's Infrastructure, American Society2782of Civil Engineers, https://infrastructurereportcard.org/cat-item/2783roads-infrastructure/2784    \2\ Traffic Safety Facts 2022: A Compilation of Motor Vehicle2785Traffic Crash Data, NHTSA, Dec. 2024, DOT HS 813 656 (Annual Report27862022).2787    \3\ Annual Report 2022; [comparing 2012 to 2022].2788    \4\ Annual Report 2022.2789    \5\ Traffic Safety Facts: Crash Stats, Early Estimate of Motor2790Vehicle Traffic Fatalities in 2023, NHTSA, Apr. 2024, DOT HS 813 5612791(Early Estimates 2023).2792---------------------------------------------------------------------------2793    The American Society of Civil Engineers (ASCE) reports ``these2794vital lifelines are frequently underfunded, and over 40% of the system2795is now in poor or mediocre condition.'' \6\ In their 2021 Report Card,2796roads received a grade of ``D,'' with 43 percent in poor or mediocre2797condition.\7\ Bridges received a ``C,'' with 42 percent being at least279850 years old and more than 46,000 considered structurally deficient.\8\2799Moreover, our deteriorating roads are forcing the Nation's motorists to2800spend nearly $130 billion each year in extra vehicle repairs and2801operating costs.\9\2802---------------------------------------------------------------------------2803    \6\ https://infrastructurereportcard.org/cat-item/roads-2804infrastructure/2805    \7\ Id.2806    \8\ Id.2807    \9\ Id.2808---------------------------------------------------------------------------2809    In addition to the physical and emotional repercussions of motor2810vehicle crashes, the annual economic cost is approximately $340 billion2811(2019 dollars).\10\ This figure equates to every person living in the2812U.S. essentially paying an annual ``crash tax'' of over $1,000.2813Moreover, the total value of societal harm from motor vehicle crashes2814in 2019, which includes loss of life, pain and decreased quality of2815life, was nearly $1.4 trillion.\11\ When adjusted solely for inflation,2816this figure amounts to over $1.72 trillion.\12\ Research from the2817Network of Employers for Traffic Safety (NETS), finds motor vehicle2818crashes cost employers $72.2 billion in direct crash-related expenses2819in 2019.\13\2820---------------------------------------------------------------------------2821    \10\ The Economic and Societal Impact of Motor Vehicle Crashes,28222019, NHTSA, Dec. 2022, DOT HS 813 403. (Economic and Societal Impact28232019).2824    \11\ Economic and Societal Impact 2019.2825    \12\ CPI Inflation Calculator, BLS, available at https://2826www.bls.gov/data/inflation_calculator.htm, calculated from Jan. 2021-2827Jan. 2024.2828    \13\ Cost of Motor Vehicle Crashes to Employers--2019, Network of2829Employers for Traffic Safety, March 2021.2830---------------------------------------------------------------------------2831    These devastating crashes impact millions of Americans each year2832including the family of U.S. Department of Transportation (DOT)2833Secretary Duffy and Members of Congress. These tragedies result in2834long-lasting impacts which often are not accounted for in statistics2835alone. For every single death and serious injury, there is a horrific2836ripple effect forever changing the lives of children, parents, friends2837and communities.2838    To take the temperature of the public on the impact of motor2839vehicle crashes, Advocates commissioned a public opinion survey2840conducted in December 2024. It showed that while Americans are not2841aware of the total magnitude of the motor vehicle crash fatality and2842injury toll, they are highly concerned about roadway safety2843dangers.\14\ The poll results clearly illustrate that people have2844significant trepidations about a multitude of roadway safety hazards2845including speeding, distracted driving, impaired driving, lack of seat2846belt use, child passenger safety seat use, being a vulnerable road user2847(VRU), sharing the roads with large trucks, and driverless cars and2848trucks, among others.2849---------------------------------------------------------------------------2850    \14\ Online CARAVAN Survey (Dec. 2024), available at: https://2851saferoads.org/wp-content/uploads/2024/12/Advocates-December-2024-Poll-2852Report-12-4-24.pdf2853---------------------------------------------------------------------------2854                         Improving Truck Safety2855    Since 2009, the number of fatalities in large truck crashes has2856increased by 76 percent.\15\ In that same timespan, the number of2857people injured in crashes involving large trucks rose by 1172858percent.\16\ In fatal two-vehicle crashes between a large truck and a2859passenger motor vehicle, 96 percent of the fatalities were occupants of2860the passenger vehicle.\17\ In 2022, 5,936 people were killed and over2861160,000 people were injured in crashes involving large trucks.\18\2862---------------------------------------------------------------------------2863    \15\ Id. Note, the 76 percent figure represents the overall change2864in the number of fatalities in large truck involved crashes from 20092865to 2022. However, between 2015 and 2016 there was a change in data2866collection at U.S. DOT that could affect this calculation. From 2009 to28672015 the number of fatalities in truck-involved crashes increased by 212868percent, and between 2016 to 2022, it increased by 27 percent, and2869between 2015 and 2016, it increased by 14 percent.2870    \16\ Id. Note, the 117 percent figure represents the overall change2871in the number of people injured in large truck involved crashes from28722009 to 2022. However, between 2015 and 2016 there was a change in data2873collection at U.S. DOT that could affect this calculation. From 2009 to28742015 the number of people injured in truck-involved crashes increased2875by 59 percent, and between 2016 to 2022, it increased by 19 percent,2876and between 2015 and 2015, it increased by 14 percent.2877    \17\ Insurance Institute for Highway Safety (IIHS), Large Trucks.2878https://www.iihs.org/topics/fatalitystatistics/detail/large-trucks.2879    \18\ Annual Report 2022.2880---------------------------------------------------------------------------2881    According to the Federal Highway Administration (FHWA), traffic2882incidents, which include crashes, are one of the seven main causes of2883traffic congestion which erodes the reliability of travel time.\19\ The2884report notes that for truck operators, ``[t]he cost of unexpected delay2885can add another 20 percent to 250 percent'' to their hourly costs.\20\2886The cost to society from crashes involving large trucks and buses was2887estimated to be $128 billion in 2021, the latest year for which data is2888available.\21\ When adjusted solely for inflation, this figure amounts2889to over $151 billion.\22\2890---------------------------------------------------------------------------2891    \19\ Traffic Congestion and Reliability: Trends and Advanced2892Strategies for Congestion Mitigation, March 2020, FHWA. Available here:2893https://ops.fhwa.dot.gov/congestion_report/chapter2.htm2894    \20\ Ibid.2895    \21\ 2023 Pocket Guide to Large Truck and Bus Statistics, FMCSA,2896Dec. 2023, RRA-23-003.2897    \22\ CPI Inflation Calculator, BLS, available at https://2898www.bls.gov/data/inflation_calculator.htm, calculated from Jan. 2021-2899Jan. 2024.2900---------------------------------------------------------------------------2901    This safety epidemic should be a clear indicator that essential2902protections, including federal truck size and weight limits (TSW),2903should not be weakened or repealed. Retaining current TSW also impacts2904roadway infrastructure as larger, heavier trucks could result in an2905increased prevalence and severity of crashes and cause increased wear2906and damage to our roadway infrastructure and bridges.2907    Additional improvements, such as ensuring adequate truck parking to2908help mitigate the well-known and documented safety issue of truck2909driver fatigue, should be undertaken as well. Advocates recognizes that2910the lack of safe and convenient truck parking is an issue that merits2911federal action. However, simply dedicating more federal funding to2912build parking facilitates will likely not solve the issue alone.2913Studies have demonstrated that the parking shortage is often most acute2914in areas of the country, such as along the Interstate 95 corridor in2915the Northeast, where building facilities for parking may not be2916realistic due to costs and scarcity of open land.\23\ As such, along2917with providing funding to address this issue, Advocates urges2918policymakers to examine additional remedies to address this problem2919such as use of existing dormant facilities.2920---------------------------------------------------------------------------2921    \23\ Federal Highway Administration, Commercial Motor Vehicle2922Parking Shortage (May 2012).2923---------------------------------------------------------------------------2924                    Protecting Vulnerable Road Users2925    Vulnerable road users (VRUs) who do not have the protections2926afforded to people in vehicles are particularly imperiled in a crash,2927and they have been experiencing rises in fatalities. In 2022, 7,5222928pedestrians and 1,105 bicyclists were killed, representing a 56 percent2929and 50 percent increase respectively in the past decade.\24\2930Additionally, motorcycle riders experienced the highest fatality total2931in a single year in 2022 since data collection began in 1975; 6,2182932motorcycle riders were killed.\25\2933---------------------------------------------------------------------------2934    \24\ Annual Report 2022; [comparing 2012 to 2022].2935    \25\ Annual Report 2022.2936---------------------------------------------------------------------------2937    Commonsense solutions are available to improve the safety of VRUs.2938According to the Insurance Institute for Highway Safety (IIHS),2939automatic emergency braking (AEB) systems with pedestrian detection2940(PAEB) have the capability to reduce pedestrian crashes by 27 percent2941and pedestrian injury crashes by 30 percent.\26\ The National Highway2942Traffic Safety Administration (NHTSA) estimates that requiring PAEB on2943light vehicles will save at least 362 lives and mitigate 24,321 non-2944fatal injuries annually.\27\ It also is estimated to result in a yearly2945net benefit of between $5.8-$7.2 billion.\28\ The agency issued a Final2946Rule requiring PAEB on light vehicles in May 2024 (a separate2947rulemaking to require AEB on heavy trucks remains outstanding).\29\2948While the new rule takes effect for most new cars in September 2029,2949automakers do not need to wait to install this lifesaving technology,2950nor do commercial motor vehicle (CMV) manufacturers.2951---------------------------------------------------------------------------2952    \26\ IIHS, Real World Benefits of Crash Avoidance Technologies2953(Dec. 2020).2954    \27\ 89 FR 39686, 39687 (May 9, 2024).2955    \28\ 89 FR 39686 (May 9, 2024); available at https://2956www.regulations.gov/document/NHTSA-2023-0021-1065.2957    \29\ Id.2958---------------------------------------------------------------------------2959    In September 2024, NHTSA issued a Notice of Proposed Rulemaking2960(NPRM) to establish a new Federal Motor Vehicle Safety Standard (FMVSS)2961to ensure passenger vehicles are designed to mitigate the risks of2962serious injuries and fatalities in crashes involving pedestrians.\30\2963The standard proposed in the NPRM would save 67 lives annually with the2964benefits far outpacing the costs by establishing test procedures2965simulating a head-to-hood impact and performance requirements to2966minimize the risk of head injury.\31\2967---------------------------------------------------------------------------2968    \30\ 89 FR 79622 (Sep. 19, 2024).2969    \31\ 89 FR 76926.2970---------------------------------------------------------------------------2971    The Infrastructure Investment and Jobs Act (IIJA) enacted in 20212972with bipartisan support included a provision directing NHTSA to issue a2973Notice for Public Comment on updating hood and bumper standards for2974passenger vehicles to ``to reduce the number of injuries and fatalities2975suffered by pedestrians, bicyclists, or other vulnerable road users.''2976\32\ The measure also required the agency to provide a report to2977Congress. NHTSA has yet to complete these actions even though doing so2978could help to protect VRUs.2979---------------------------------------------------------------------------2980    \32\ Pub. L. 117-58, Sec.  24214 (2021).2981---------------------------------------------------------------------------2982    The IIJA also required NHTSA issue a standard for adaptive driving2983beam (ADB) technology. With 78 percent of pedestrian fatalities2984occurring in the dark,\33\ improvements to vehicle lighting would2985afford drivers additional time to identify and respond accordingly to2986VRUs and animals in the roadway. In 2022, the NHTSA published a Final2987Rule allowing but not requiring ADB systems on passenger vehicles.\34\2988Similarly, these systems can be installed now in vehicles without the2989issuance of a mandate.2990---------------------------------------------------------------------------2991    \33\ Traffic Safety Facts: 2022 Data, Pedestrians, NHTSA, Jul.29922024, DOT HS 813 590, available at https://crashstats.nhtsa.dot.gov/2993Api/Public/ViewPublication/813590.2994    \34\ Federal Motor Vehicle Safety Standards: Lamps, Reflective2995Devices, and Associated Equipment, Adaptive Driving beam headlights,2996Final Rule, 87 FR 9916, Feb. 22, 2022, available at https://2997www.regulations.gov/document/NHTSA-2022-0013-0001.2998---------------------------------------------------------------------------2999 The Safe System Approach and Federal Grant Programs Are Essential to3000                        Improving Public Safety3001    Roadway infrastructure and design play a critical role in improving3002the safety of the public. Roadway design, maintenance and building3003throughout the country can and should prioritize getting from Point A3004to Point B safely for all users as well as quickly and efficiently to3005avoid hazardous scenarios. The Safe System Approach (SSA) is ``an3006effective way to address and mitigate the risks inherent in our3007enormous and complex transportation system. It works by building and3008reinforcing multiple layers of protection to both prevent crashes from3009happening in the first place and minimize the harm caused to those3010involved when crashes do occur.'' \35\ SSA assumes that humans will3011make mistakes and that we must anticipate this and make accommodations3012to account for limited human injury tolerances through five elements:3013Safe Vehicles, Safe Road Users, Safe Roads, Safe Speed and Post-Crash3014Care.3015---------------------------------------------------------------------------3016    \35\ U.S. DOT, What is a Safe System Approach? Available here:3017https://www.transportation.gov/safe-system-approach.3018---------------------------------------------------------------------------3019    Roadway infrastructure improvements consistent with the SSA to3020limit conflicts include: reducing speed limits; employing automated3021enforcement to augment traditional enforcement; adding speed curbing3022features like speed humps; performing road diets; and, installing3023roundabouts as well as educating on driver behavior such as using real-3024time speed feedback signs.3025    Other examples of infrastructure to promote safety include adding3026lighting and improving sight lines; installing leading intervals and3027pedestrian hybrid beacons; ensuring curb extensions, accessible3028sidewalks, protected intersections and separated bike lanes; and,3029prioritizing road separations and rumble strips. Localities can advance3030these and other infrastructure improvements systemically by requiring3031their adoption as appropriate in road projects.3032    Traffic circles or ``roundabouts'' have been found by IIHS to be a3033safer alternative to traffic signals and stop signs by reducing speed3034and conflict points.\36\ In fact, intersections converted from traffic3035signals or stop signs to roundabouts have reduced injury crashes up to303680 percent and cut all crashes by nearly half (47 percent).\37\3037Moreover, along with improving safety the FHWA has noted traffic3038circles are efficient in keeping travelers moving and ``can be3039implemented in both urban and rural areas under a wide range of traffic3040conditions.'' \38\ Federal funding for states and localities to build3041roundabouts and other proven infrastructure upgrades is available3042through the Safe Streets and Roads for All (SS4A) program and should be3043preserved.3044---------------------------------------------------------------------------3045    \36\ IIHS, Roundabouts, available at: https://www.iihs.org/topics/3046roundabouts.3047    \37\ Id.3048    \38\ FHWA, Roundabouts, available at: https://highways.dot.gov/3049safety/proven-safety-countermeasures/roundabouts.3050---------------------------------------------------------------------------3051    The IIJA authorizes safety upgrades to the Highway Safety3052Improvement Program (HSIP) that will help to protect VRUs and provides3053robust funding for the SS4A program to provide direct access to3054localities to make roadway improvements consistent with SSA and3055Complete Streets policy. These changes promote infrastructure features3056that consider multimodal use, calm traffic, separate different types of3057road users, reduce vehicle speeds, and prevent or mitigate harmful3058interactions among road users. Advocates supports enhancing HSIP to3059allow for funding of projects that can strengthen protections for VRUs,3060perpetuating and expanding access to SS4A funding opportunities,3061advancing Complete Streets measures and ensuring that all communities3062across the Nation can take advantage of federal dollars to implement3063these innovative approaches to improving public safety on their3064roadways.3065    Initially authorized by the Highway Safety Act of 1966, the Highway3066Safety Program, known as Section 402, which is jointly administered by3067NHTSA and FHWA, provides federal funding to states to reduce motor3068vehicle crashes and address dangerous driving behaviors.\39\ To receive3069funding, states are required to have a highway safety program that is3070approved by the U.S. DOT. Advocates supports this program as it is3071critical in assisting states in addressing roadway safety. In addition,3072Advocates has supported expanding eligible uses of the dollars under3073the program to combat emerging issues of concern such as drugged3074driving and distracted driving.3075---------------------------------------------------------------------------3076    \39\ 23 U.S.C. 402.3077---------------------------------------------------------------------------3078    In 2012, as part of the Moving Ahead for Progress in the 21st3079Century Act (MAP-21), Congress established the National Priority Safety3080Program, known as Section 405.\40\ The program was subsequently amended3081and currently includes grant programs to address some of the major3082contributors to crashes including impaired and distracted driving. In3083addition, it includes grant programs to improve the safety of3084motorcycle riders and non-motorized road users. Funds also can be spent3085to assist states in improving transportation information systems by3086collecting critical data.3087---------------------------------------------------------------------------3088    \40\ 23 U.S.C. 405.3089---------------------------------------------------------------------------3090    As with all federal safety grants, it is critical that these3091programs include clear and transparent measures for success to ensure3092funds are spent as intended and result in actual safety benefits and3093improvements. Advocates supports the continuation and funding for these3094safety grant programs to help reduce the death, injury and financial3095toll on American roads.3096    Major Contributors of Crashes Must be Addressed with Effective3097                               Solutions3098    Between 1968 and 2019, FMVSS saved 865,706 lives and reduced the3099number of individuals injured by 49,206,849.\41\ During that same3100period, net comprehensive benefits totaled $16.3 trillion and net3101economic benefits alone were $2.7 trillion.\42\ Yet, several driver3102behavioral issues continue to be leading factors in traffic fatalities3103including alcohol impairment, distraction, speeding and lack of3104restraint use.\43\ We can and must continue to increase these numbers3105with effective solutions.3106---------------------------------------------------------------------------3107    \41\ Fatalities, Injuries, and Crashes Prevented by Vehicle Safety3108Technologies and Associated FMVSS, 1968 to 2019--Passenger Cars and3109LTVs, NHTSA, DOT HS 813 611.3110    \42\ NHTSA: 50 Years of Vehicle Safety Standards Saved Hundreds of3111Thousands of Lives, Prevented Millions of Injuries, Dec. 2024, https://3112www.nhtsa.gov/press-releases/50-years-vehicle-safety-standards.3113    \43\ National Center for Statistics and Analysis. (2024, April).3114Overview of motor vehicle traffic crashes in 2022 (Traffic Safety Facts3115Research Note. Report No. DOT HS 813 560). National Highway Traffic3116Safety Administration.3117---------------------------------------------------------------------------3118Impaired Driving3119    According to NHTSA, between 2011-2020, an average of almost 10,5003120people were killed each year due to alcohol impaired driving3121crashes.\44\ Since our inception in 1989, Advocates has been a leading3122safety voice in the fight against alcohol-impaired driving. Our3123organization supported the development of breathalyzer technology which3124is essential to enforcement of impaired driving laws and keeping drunk3125drivers off the road. Additionally, together with Mothers Against Drunk3126Driving (MADD) and others, Advocates was a leading supporter in federal3127and state efforts to reduce blood alcohol concentration (BAC) laws from3128.10 to .08 percent and achieve a national law.\45\ Advocates has long3129supported a .05 percent BAC threshold for drunk driving and the3130enactment of all-offender ignition interlock device (IID), child3131endangerment and open container laws, and measures to curb marijuana3132impaired driving such as extending zero tolerance for under age 21 and3133open container laws to include marijuana use and its products. To curb3134impaired driving, Advocates supports the END DWI Act, (H.R. 8213, 118th3135Congress) and opposes H.R. 1137 (119th Congress).3136---------------------------------------------------------------------------3137    \44\ 89 FR 831.3138    \45\ Department of Transportation and Related Agencies3139Appropriations, 2001. Pub. L. 106-346 (Oct. 23, 2000).3140---------------------------------------------------------------------------3141    The development of passive touch-based and/or breath sensor3142technology that detects if a driver is alcohol intoxicated has3143tremendous potential to reduce impaired driving crashes. In fact, IIHS3144research shows that impairment detection systems could save upwards of314510,000 lives each year once widely deployed.\46\ Regrettably, even with3146strong and consistent advocacy, these technologies are not required as3147standard equipment, while new systems which may prevent impaired3148driving and ensure driver capability are increasingly available on3149passenger vehicles.\47\3150---------------------------------------------------------------------------3151    \46\ Insurance Institute for Highway Safety, Alcohol and Drugs.3152    \47\ Keith Barry, Driver Monitoring Systems Can Help You Be Safer3153on the Road, Consumer Reports (Jan. 20, 2022).3154---------------------------------------------------------------------------3155    The IIJA directed NHTSA to issue a FMVSS requiring passenger motor3156vehicles to be equipped with impaired driving prevention technology by31572024.\48\ The agency issued an Advanced Notice of Proposed Rulemaking3158(ANPRM) in January 2024 but has taken no further regulatory action.\49\3159Until NHTSA completes this overdue rulemaking, lives will continue to3160be needlessly lost, injuries suffered and associated costs expended.3161---------------------------------------------------------------------------3162    \48\ Pub. L. 117-58, Sec.  24220 (2021).3163    \49\ 89 FR 830 (Jan. 5, 2024).3164---------------------------------------------------------------------------3165Speeding3166    In 2022, nearly a third (29 percent) of traffic fatalities totaling316712,151 deaths were speeding related.\50\ In addition, over 300,0003168people were injured in crashes due to speeding.\51\ Excess speed can3169contribute to both the frequency and severity of motor vehicle crashes.3170At higher speeds, additional time is required to stop a vehicle, and3171more distance is traveled before corrective maneuvers can be3172implemented. Speeding reduces a driver's ability to react to3173emergencies created by driver inattention, unsafe maneuvers of other3174vehicles, roadway hazards, vehicle issues (such as tire blowouts) or3175perilous weather conditions. Increases in speed also can mean life or3176death for VRUs who lack the protective structure of a vehicle. While3177many drivers have a proclivity to exceed posted speed limits or may3178approve of higher speed limits, AAA has found that raising speed limits3179leads to a very minimal reduction in time on the road noting, ``Raising3180speed limits is often thought of as a way to improve traffic flow and3181to allow drivers to get to their destinations more quickly. However,3182our AAA research shows that driving at higher speeds increases risk3183which can outweigh the potential benefits of saving a few minutes of3184time.'' \52\3185---------------------------------------------------------------------------3186    \50\ Traffic Safety Facts 2022 Data: Speeding, NHTSA, Jul. 2024,3187DOT HS 813582, available at https://crashstats.nhtsa.dot.gov/Api/3188Public/ViewPublication/813582.3189    \51\ Traffic Safety Facts 2022 Data: Speeding, NHTSA, Jul. 2024,3190DOT HS 813582, available at https://crashstats.nhtsa.dot.gov/Api/3191Public/ViewPublication/813582.3192    \52\ AAA: Higher Speed Limits don't mean Faster Commutes, July 13,31932023, available here: https://info.oregon.aaa.com/aaa-higher-speed-3194limits-dont-mean-faster-commutes/3195---------------------------------------------------------------------------3196    Speed assistance systems, such as intelligent speed assistance3197(ISA), can provide information to drivers about present speed limits,3198warn drivers when a vehicle speed is above the limit, prevent a vehicle3199from exceeding the speed limit, or maintain a set speed.\53\ Rating3200this technology in new vehicles should be part of an improved U.S. New3201Car Assessment Program (NCAP), as is already done in Europe, and could3202incentivize automakers to equip more U.S. models with speed assistance3203systems. ISA is required on all new vehicles sold in Europe as of July32042024.\54\ Advocates supports the further installation of these systems3205into passenger vehicles in the U.S. as well as grant funding3206opportunities for localities to equip their fleet vehicles with ISA3207systems. In October 2024, the U.S. DOT Volpe Center released research,3208``New York City Intelligent Speed Assistance Pilot Evaluation,'' which3209showed ``ISA produced a 64 percent reduction in overall speeding and an321082 percent decrease on high-speed roads.'' \55\3211---------------------------------------------------------------------------3212    \53\ European New Car Assessment Programs: Speed assistance3213systems, available at https://www.euroncap.com/en/vehicle-safety/the-3214ratings-explained/safety-assist/speed-assistance/3215    \54\ EU Regulation 2019/2144.3216    \55\ New York City Intelligent Speed Assistance Pilot Evaluation,3217October 2024. Available here: https://www.nyc.gov/assets/dcas/3218downloads/pdf/fleet/nyc-intelligent-speed-assistance-pilot-evaluation-32192024-oct.pdf3220---------------------------------------------------------------------------3221    Automated enforcement (AE), such as speed and red-light running3222safety cameras, is a verified deterrent against frequent crash3223contributors and has been identified by NHTSA, FHWA, the National3224Transportation Safety Board (NTSB), Centers for Disease Control and3225Prevention (CDC), IIHS and others as an effective means to curb3226dangerous driving behavior.\56\ Moreover, the Congressional Research3227Service (CRS) has found that speed camera programs are effective in3228reducing speeding and/or crashes near cameras.\57\ Additionally, for3229VRUs, such as pedestrians and bicyclists, small changes in speed can3230have a large impact on survivability. New crash tests performed by IIHS3231and the AAA Foundation for Traffic Safety and Humanetics show that3232modest five to ten miles per hour (mph) increases in speed can have a3233severe impact on a driver's risk of injury or even death.\58\3234Provisions in the IIJA correctly permit use of certain federal funds3235for AE programs in school and work zones. This allowance should be3236expanded, especially to high injury networks, to curb deadly driving on3237other roadways.3238---------------------------------------------------------------------------3239    \56\ IIHS, Topics, Red Light Running, available at: https://3240www.iihs.org/topics/red-light-running#effectiveness-of-cameras.3241    \57\ CRS, Safety Impact of Speed and Red Light Cameras, R465523242(Sep. 28, 2020).3243    \58\ IIHS, New crash tests show modest speed increases can have3244deadly consequences (Jan. 28, 2021).3245---------------------------------------------------------------------------3246    Additional improvements to roadway infrastructure, often referred3247to as roadway calming, can help to curb speeding as well as improve3248safety for VRUs. These previously identified roadway safety upgrades3249include speed humps which require a vehicle to slow, curb extensions3250which reduce crossing distances for pedestrians and bollards, and other3251measures consistent with road diets to narrow lanes and curb speed.3252Research performed by IIHS indicates that implementing such3253improvements along with public outreach and enforcement resulted in3254substantial reductions in speeding.\59\3255---------------------------------------------------------------------------3256    \59\ IIHS, Speed.3257---------------------------------------------------------------------------3258    Lastly, the 85th percentile speed is the speed at or below which 853259percent of the vehicles on a road tend to travel. This speed is3260measured and then the limit is set or modified. This method ignores3261evidence from IIHS and others that people often drive faster than the3262speed limit, and average speeds tend to increase whenever speed limits3263are raised, creating a feedback loop of repeated speed limit3264increases.\60\ The NTSB has recommended removing the guidance from the3265Manual on Uniform Traffic Control Devices for Streets and Highways3266(MUTCD) that speed limits in speed zones be within five mph of the 85th3267percentile speed among other countermeasures to curb excessive3268speed.\61\ Advocates concurs with the NTSB on this issue.3269---------------------------------------------------------------------------3270    \60\ IIHS: Speed, IIHS available at https://www.iihs.org/topics/3271speed.3272    \61\ 2021-2023 National Transportation Safety Board (NTSB) Most3273Wanted List of Transportation Safety Improvements, 2023, available at3274https://www.ntsb.gov/Advocacy/mwl/Pages/mwl-21-22/mwl-hs-01.aspx.3275---------------------------------------------------------------------------3276Seat Belts3277    Seat belt use is a proven lifesaver. From 1975 to 2019, seat belts3278prevented over 403,000 fatalities and saved society approximately $2.53279trillion in economic costs.\62\ Seat belts serve as the first line of3280defense against injury or death for vehicle occupants when crashes3281occur. According to NHTSA, the combination of an airbag plus a lap and3282shoulder belt reduces the risk of death in frontal crashes by 613283percent.\63\ Sadly, for passenger vehicle occupant fatalities in 2022,3284it is estimated that half were unrestrained.\64\3285---------------------------------------------------------------------------3286    \62\ The Economic and Societal Impact of Motor Vehicle Crashes,32872019 (Revised), NHTSA, Feb 2023, DOT HS 813 403, available at https://3288crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813403. [Economic3289Impact 2019].3290    \63\ Lives Saved by Vehicle Safety Technologies and Associated3291Federal Motor Vehicle Safety Standards, 1960 to 2012, Passenger Cars3292and LTVs, With Reviews of 26 FMVSS and the Effectiveness Of Their3293Associated Safety Technologies in Reducing Fatalities, Injuries, and3294Crashes; NHTSA, Jan. 2015, DOT HS 812 069, available at https://3295crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812069.pdf.3296    \64\ Overview 2022.3297---------------------------------------------------------------------------3298    Seat belt reminder systems have been proven to improve seat belt3299use and save lives.\65\ Congress as part of MAP-21 directed NHTSA to3300amend federal safety standards to require these systems in the rear3301seats of passenger vehicles (previously these systems were only3302required for the front driver's seat although most automakers also3303equipped the front passenger seat).\66\ NHTSA recently issued a Final3304Rule,\67\ and it must be implemented without delay to improve vehicle3305occupant safety.3306---------------------------------------------------------------------------3307    \65\ 84 FR 51076 (Sep. 27, 2019).3308    \66\ Pub. L. 112-141, Sec.  31503 (MAP-21).3309    \67\ 90 FR 390 (Jan. 3, 2025).3310---------------------------------------------------------------------------3311Distracted Driving3312    Driver distraction is known to be a principal cause of motor3313vehicle crashes.\68\ In 2022, 3,308 people were killed in crashes3314involving a distracted driver accounting for 8 percent of all crash3315fatalities. Nonoccupants (pedestrians, bicyclists, and others)3316accounted for 19 percent (621) of distraction-affected fatalities in33172022. An estimated 289,310 people were injured in distraction-affected3318crashes in 2022.\69\ However, the true impact of distracted driving3319remains unclear due to issues with the underreporting of crashes3320involving distraction, including differences in police crash report3321coding and database limitations.\70\3322---------------------------------------------------------------------------3323    \68\ Blincoe, L., Miller, T., Wang, J.-S., Swedler, D., Coughlin,3324T., Lawrence, B., Guo, F., Klauer, S., & Dingus, T. (2023,February).3325The economic and societal impact of motor vehicle crashes, 20193326(Revised) (Report No. DOT HS 813 403).3327    \69\ Traffic Safety Facts Research Note: Distracted Driving 2022,3328April 2024, NHTSA, DOT HS 813 559, available at https://3329crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813559.3330    \70\ Traffic Safety Facts Research Note: Distracted Driving 2022,3331April 2024, NHTSA, DOT HS 813 559, available at https://3332crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813559.3333---------------------------------------------------------------------------3334    In 2023, over two trillion text and multimedia messages were sent3335or received in the U.S. Mobile wireless data traffic has risen3336dramatically over the last decade, from 3 trillion megabytes in 2010 to3337100.1 trillion in 2023.\71\ Research has shown that because of the3338degree of cognitive distraction these devices cause, the behavior of3339drivers using mobile phones (whether handheld or hands-free) is3340equivalent to the behavior of drivers at the threshold of the legal3341limit for alcohol in most states (0.08 percent blood alcohol3342concentration).\72\ Crash risk increases dramatically--as much as four3343times higher--when a driver is using a mobile phone, with no3344significant safety difference between handheld and hands-free phones3345observed in many studies.\73\ A study by the Virginia Tech3346Transportation Institute found that text messaging increased the risk3347of a safety-critical driving event (i.e., crashes, near-crashes, crash-3348relevant conflicts and unintentional lane deviations) by 23.23349times.\74\ Sending or receiving a text message causes the driver's eyes3350to be off the road for an average of 4.6 seconds. When driving 55 miles3351per hour (mph), this is the equivalent of driving the entire length of3352a football field with one's eyes closed.\75\3353---------------------------------------------------------------------------3354    \71\ 2024 Annual Survey Highlights, CTIA, available at https://3355api.ctia.org/wp-content/uploads/2024/08/2024-Annual-Survey-1.pdf.3356    \72\ Fatal Distraction? A Comparison of the Cell-Phone Driver and3357the Drunk Driver, Strayer, D.L., Drews, F.A., Crouch, D.J., University3358of Utah, Department of Psychology, available at https://3359journals.sagepub.com/doi/10.1518/001872006777724471.3360    \73\ McEvoy, S.P.; Stevenson, M.R.; McCartt A.T.; Woodward, M.;3361Haworth, C; Palamara, P.; and Cercarelli, R. 2005. Role of mobile3362phones in motor vehicle crashes resulting in hospital attendance: a3363case-crossover study. British Medical Journal 331(7514):428; available3364at http://www.bmj.com/content/331/7514/428; and Redelmeier, D.A. and3365Tibshirani, R.J. 1997. Association between cellular-telephone call and3366motor vehicle collisions. The New England Journal of Medicine 336:453-336758, available at http://www.stat.wmich.edu/naranjo/articles/3368nejmcellphone.pdf.3369    \74\ What is Distracted Driving? Key Facts and Statistics, DOT3370NHTSA, citing Olson, R.L., Hanowski, R.J., Hickman, J.S., Bocanegra,3371J.; ``Driver Distraction in Commercial Vehicle Operations'', VTTI, Sep.33722009, available at https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/3373docs/DriverDistractionStudy.pdf.3374    \75\ Blueprint for Ending Distracted Driving, NHTSA, June 2012, DOT3375HS 811 629, available at https://www.nhtsa.gov/sites/nhtsa.dot.gov/3376files/811629.pdf.3377---------------------------------------------------------------------------3378    A comprehensive approach including strong laws, appropriate3379enforcement, vehicle safety systems and effective education can deter3380distracted driving. The IIJA directed NHTSA to conduct research3381regarding the installation and use of driver support systems also known3382as driver monitoring systems to minimize or eliminate driver3383distraction.\76\ The Euro NCAP is already evaluating these systems3384including for non-fatigue impairment detection.\77\ In addition,3385several major automakers include some type of driver monitoring3386technologies in their vehicles sold in the U.S. These systems can help3387to address the scourge of distracted driving and should continue to be3388introduced into the U.S. market.3389---------------------------------------------------------------------------3390    \76\ Pub. L. 117-58, Sec.  24209 (2021).3391    \77\ European New Car Assessment Program: Assessment Protocol--3392Safety Assist Safe Driving, Implementation 2023, V 10.4, Euro NCAP,3393Feb. 20243394---------------------------------------------------------------------------3395 Ensuring Safe Integration of Automated Driving System (ADS) Technology3396    Autonomous driving technology has made advances yet remains unable3397to consistently operate safely with all road users, conditions and3398scenarios, as evidenced by fatal and serious crashes involving3399passenger motor vehicles equipped with ADS of varying levels.\78\3400Further, the interest in expanding the use of this technology must not3401be used as a pretext to eviscerate essential safety regulations3402administered by NHTSA and the Federal Motor Carrier Safety3403Administration (FMCSA), and particularly in the absence of new3404standards to ensure the technology performs safely and as needed. The3405public safety protections provided by safety standards and the Federal3406Motor Carrier Safety Regulations (FMCSRs) have become no less important3407or applicable simply because a passenger vehicle or a CMV has been3408equipped with an ADS. In fact, additional substantial public safety3409concerns are presented by automated CMVs. In addition, vehicles3410equipped with ADS may result in new impacts on roadway and bridge3411infrastructure due to considerations such as increased weight and3412mileage, and use of lane centering technology.3413---------------------------------------------------------------------------3414    \78\ NHTSA, Standing General Order 2021-01 (Aug. 2021). ADS3415Incident Report Data available here: https://static.nhtsa.gov/odi/ffdd/3416sgo-2021-01/SGO-2021-01_Incident_Reports_ADS.csv3417---------------------------------------------------------------------------3418    Advocates and numerous stakeholders developed the ``AV Tenets,''3419policy positions which should be foundational to any AV3420legislation.\79\ The AV Tenets have four main, commonsense categories3421including: 1) prioritizing safety of all road users; 2) guaranteeing3422accessibility and equity; 3) preserving consumer and worker rights;3423and, 4) ensuring local control and sustainable transportation. While3424the AV Tenets were developed for application to vehicles under 10,0003425pounds, many of the principles also could apply to larger commercial3426vehicles. At a minimum, autonomous CMVs must meet safety standards for3427the ADS and related systems, including for cybersecurity, and3428operations must be subject to adequate oversight as a starting point3429for their potential deployment.3430---------------------------------------------------------------------------3431    \79\ https://saferoads.org/autonomous-vehicle-tenets/.3432---------------------------------------------------------------------------3433                               Conclusion3434    Everyone in the U.S. moves on our roadways, whether as a car or3435truck driver, passenger, pedestrian, bicyclist, motorcycle rider, first3436responder, law enforcement officer, roadway construction worker, or3437other road user, and everyone deserves a safe trip. Advancing data-3438driven solutions including improving the safety of our roadways through3439infrastructure improvements is a proven path to prevent fatalities and3440injuries and ensure efficient roads.34413442    Mr. Rouzer. Well, thank you.3443    I now ask unanimous consent that the witnesses' full3444statements be included in the record.3445    Without objection, so ordered.3446    I ask unanimous consent that the record of today's hearing3447remain open until such time as our witnesses have provided3448answers to any questions that may be submitted to them in3449writing.3450    Without objection, so ordered.3451    And then I will also ask unanimous consent that the record3452remain open for 15 days for any additional comments and3453information submitted by Members or witnesses to be included in3454the record of today's hearing.3455    Without objection, so ordered.3456    So I want to thank each of our panelists for being here3457today. Your testimony was very good. And we now turn to3458questions for the panel. So I will recognize myself for up to 53459minutes.3460    I am going to come at this from a little bit different3461angle than many of my colleagues may just because of some3462specific experience I had when I was in the State legislature.3463    I got elected to the State Senate in 2008, and at that3464time, in my home county of Johnston County, North Carolina, and3465other surrounding counties, particularly in the rural areas--3466but in my home county in particular, for whatever reason, there3467was a death almost a week. If not a week, every 2 weeks. It was3468one of those things where every time you turn on the news, a3469young person was killed in a traffic fatality.3470    And in the more rural areas, you have narrower roads,3471straight--very straight roads in some places and then a quick3472turn. And what we found was that there were a lot of young3473people--young people as in teenagers, those who are in their3474twenties, and those who are older, too--that when they would3475run off the road, they didn't know how to correct. They didn't3476know how to get back on. They would overcorrect, then the tire3477would grab, and the next thing they knew, they were in--we had3478a traffic fatality.3479    And so there was a big effort in the legislature to address3480that issue because it had become so prolific. And what we ended3481up doing was basically enhancing driver's education,3482specifically encouraging and incentivizing parents to travel3483more with their children as they learn how to drive so that if3484you were going to get your license at age 16--at age 15 with3485your learner's permit, a big part of the requirement was3486experience behind the wheel--that your parents and guardian or3487whoever was with you would document as part of a log. And that3488translated into saving lives. It worked.3489    So my question is, of the fatalities that we have out3490there, how do the demographics break down? Is it universal, or3491is it--are we having in these rural areas like we had in North3492Carolina where it was mostly younger people that were3493overcorrecting? I am just curious your experience on that front3494and recommendations that aren't necessarily roads and bridges3495but driver education-related. Anybody.3496    Ms. Chase. I would be glad to try to answer that. Thank3497you, Mr. Chairman.3498    Mr. Rouzer. Sure.3499    Ms. Chase. I don't have the specific statistics about the3500breakdown that you ask, but I would be glad to get that to you.3501I don't want to misrepresent.3502    But I appreciate greatly what you said about graduated3503driver licensing. We work in State legislatures throughout the3504country to make sure that young people whose brains are not3505formed yet--I have two younger drivers myself, and it is3506terrifying as a parent when you hand those keys over. So what3507you mentioned about graduated driver licensing, or GDL, is3508essential, and we urge all State legislatures to enhance them.3509    We put out a report every year called the ``Roadmap to3510Safety,'' and in our report, no State has an optimal GDL law.3511So there are improvements needed in every State legislature.3512    Mr. Rouzer. Mr. Hanson.3513    Mr. Hanson. Mr. Chair and Members, in the demographic3514question, I think some things haven't changed. Young males are3515still highly overrepresented, especially in those rural3516rollover fatalities, especially young males driving pickup3517trucks. And so education and outreach absolutely have to be3518part of that solution.3519    Infrastructure, especially on our unpaved roadways, is a3520little bit tougher challenge to overcome. So, when we address3521those driver behavior issues through education and through3522outreach and through training, that is going to be the thing3523that will provide the benefit and save those rural lives.3524    Mr. Rouzer. Thank you.3525    Mr. Willox.3526    Mr. Willox. Thank you, Mr. Chairman. As commissioner, we3527don't deal a lot with the driver behavior. We are trying to3528deal with the road. As I mentioned, washboards. If you are on3529rural roads, that is one of the dangers you have when you get3530that--you lose traction. So we try to address that as best we3531can. The slopes of the gravel roads--reduce those so that if3532they do go off the road, we reduce the chance for3533overcorrection.3534    But here is the challenge, as many of those rural roads3535have an average daily traffic of 15. When you are making the3536financial considerations of where to spend your dollars in a3537rural community, how much effort can you spend on a road that3538has low volume but a high risk versus a road that has got a lot3539of volume and a less of a risk? So those are the challenges we3540face all the time. We try to do it as we go along, but dealing3541with the slopes and the washboards are things we try to deal3542with on the gravel roads that help if they get into a bad3543situation.3544    Mr. Rouzer. Absolutely.3545    Ms. Norman, real quickly--I only have about 18 seconds3546left--but do you have some specifics as it relates to work3547zones? I-95 cutting through New Carolina, for example--I think3548that we have been working on that since the beginning of time.3549It never ends, the work zones.3550    Ms. Norman. Thank you for that good question.3551    And I think in regards to work zones specifically, there is3552some new driver--teen driver training specifically for a work3553zone, which is not in current driver education, and that is3554really picking up, especially in Oklahoma. It is actually now a3555law that they take a course to get their driver's license that3556is specific to work zones. And so ATSSA is happy to share that3557information as well and get that into other States.3558    Mr. Rouzer. That would be great. I yield back.3559    Ms. Norton, you are recognized.3560    Ms. Norton. Thank you, Mr. Chairman.3561    Ms. Chase, in 2023, 40,990 people were killed on public3562roads. That is 8,096 more deaths than in 2013, despite hundreds3563of billions of dollars of taxpayer investment to maintain and3564improve our transportation system.3565    Why is it important to ensure that Federal transportation3566safety dollars are used for their intended purpose?3567    Ms. Chase. Thank you for the question, Ranking Member. It3568is vital that Federal dollars are spent for the precise reason3569that you just shared. Our country is experiencing a public3570health crisis on our roadways and without Federal dollars to3571improve the roadway environments as well as improvements to3572vehicles themselves.3573    In your opening statement, you mentioned the new automatic3574emergency braking rule. We have worked to get that over the3575finish line for over a decade because we know that it will3576address distracted driving, impaired driving, drowsy driving.3577If a driver doesn't brake, the car will slow down and brake for3578them. So we need to have a holistic answer, and we need Federal3579dollars in order to finance it.3580    Ms. Norton. Thank you.3581    Ms. Chase, bicyclists and pedestrians suffer3582disproportionately from highway fatalities on our roads. To3583combat the vulnerable road user safety crisis, the BIL created3584the Vulnerable Road User Special Rule. The rule requires a3585State to direct 15 percent of its Highway Safety Improvement3586Program funding to vulnerable road user safety projects.3587    If bicyclists and pedestrians make up at least 15 percent3588of the State's traffic fatalities, why does it make sense to3589dedicate highway safety funding for projects that address3590ongoing safety challenges facing vulnerable road users?3591    Ms. Chase. Thank you for the question. Vulnerable road3592users lack the protections that motorists have: basically, a3593car surrounding them. So they are at particular risk in terms3594of roadway safety.3595    I think that that program that allocates a certain3596percentage toward vulnerable road user safety makes sense3597because you are addressing a known problem. Oftentimes, we3598don't pay attention to the problem at hand. But everything that3599is decided should be based on statistics and facts, and that is3600why it is so important to address vulnerable road user safety,3601which we know has been increasing by over 50 percent over the3602last decade.3603    Ms. Norton. Thank you.3604    Mr. Hanson and Ms. Chase, currently, manufacturers and3605operators of vehicles equipped with automatic driving systems3606are required to submit crash data to NHTSA. However, they are3607not required to report so-called close-call incidents where3608vehicles break traffic rules or operate unsafely but do not3609crash.3610    Recently, NHTSA published its AV STEP proposed rulemaking3611which would create a voluntary oversight program for self-3612driving cars. What are ways to increase accountability for3613autonomous vehicles on our roadways, Ms. Chase and Mr. Hanson?3614    Mr. Hanson. Mr. Chair and Members, it is a very good3615question. Thank you for that.3616    Really, what it is going to come down to is those near-3617misses. The technology is emerging for us to track that type of3618behavior using telematics and a variety of other technologies3619that are out there, and so the better that we can track that3620and the better that we can work with the manufacturers in order3621to harvest that data, it will identify the countermeasures that3622we can deploy in order to prevent the types of behaviors or the3623types of activity that you are describing from taking place in3624the first place.3625    So it is going to be a combined effort between, I think,3626the OEMs as well as NHTSA as well as the States to begin to3627track some of this novel data and some of the telematic data3628that is available out there.3629    Ms. Norton. Ms. Chase.3630    Ms. Chase. I agree with Mr. Hanson in that data collection3631is essential in order to make proper decisions.3632    A number of years ago, when Congress started deliberating3633about an autonomous vehicle bill, we came up with a document3634called the ``AV Tenets,'' and it provided a blueprint on how3635autonomous vehicles could be achieved safely. We are not pro or3636against autonomous vehicles. We just want them to be done in a3637deliberate and thoughtful way.3638    Our ``AV Tenets'' have a number of high-level3639recommendations, including prioritizing safety for all road3640users, which includes safety rulemakings and safety and3641performance data collection, guaranteeing accessibility for3642all, preserving consumer and worker rights, and ensuring local3643control and sustainable transportation. These are all promises3644that are being made by autonomous vehicle manufacturers; so we3645want to help make sure that all of the promises being offered3646are achieved.3647    Ms. Norton. Thank you. I yield back.3648    Mr. Rouzer. Mr. Stauber.3649    Mr. Stauber. Thank you very much, Mr. Chair.3650    Before I begin, Mr. Willox, Britney Butler says hi. She3651works for me now, and she had a great time working with you. So3652I wanted to share that with you.3653    Director Hanson, NHTSA put out the results of a national3654survey on driver knowledge of schoolbus passing laws in3655November. Participants were asked for their opinions on the3656reason most drivers illegally pass a stopped schoolbus: 12.23657percent said they were distracted, 25 percent said they were in3658a hurry, 24.3 percent said they didn't know it was illegal to3659pass a schoolbus, and 30.5 percent said they didn't care. Those3660last two statistics are what startle me the most: 55 percent of3661the drivers in this survey either didn't care or didn't know.3662    Director Hanson, can you speak to the dangers of illegal3663schoolbus passings?3664    Mr. Hanson. Mr. Chair and Members, absolutely. This is a3665critical challenge for all of us in the traffic safety world.3666Our most precious cargo are those kids getting on and off of3667those schoolbuses, and it is something we have to face.3668Education and outreach are certainly going to be some of the3669most effective tools that we can deploy so we can reach those3670drivers who don't know what the law is, but along with that, we3671also have to be able to have the methods and the tools to hold3672drivers accountable when they don't care because, quite3673honestly, that is just not acceptable.3674    In Minnesota, over the last 2 years, we have taken about3675$16 million worth of State-provided funding, and we have3676created a grant program for our transportation providers to3677equip our schoolbuses with stop-arm camera systems so that we3678can track those drivers, and we can take that enforcement3679action that they seriously need to be part of.3680    To date, there are about 12,000 yellow buses in Minnesota3681that would qualify for that. We have equipped over 8,000 of3682them with a camera system. And talking with my law enforcement3683partners across the State and with the transportation3684providers, it is a much, much more effective way to document3685those violations and hold those drivers accountable. So3686education, outreach, enforcement. That is the key, sir.3687    Mr. Stauber. The education/outreach piece goes to my next3688question. Would you support a public service announcement like3689the Click It or Ticket campaign in the 1990s for wearing3690seatbelts?3691    Mr. Hanson. Absolutely. The more we can keep these types of3692topics in the forefront of the public and the more they pay3693attention to it, the more likely we are to obtain that3694voluntary compliance, which--again, that lessens the need for3695that enforcement and so forth, but it increases the knowledge3696and the ability of drivers to know what the law is and what3697they have to do to comply with that.3698    Mr. Stauber. I can tell you, I am passionate about this,3699and I am going to work with you on working to get PSA3700announcements on the airwaves to make sure that the educational3701component is there. You mentioned it is our most precious3702cargo, and we have to protect them.3703    I want to change gears. Director Hanson, we have seen a3704decrease in traffic enforcement across the country. Has that3705had an impact on safety?3706    Mr. Hanson. Mr. Chair and Members, the data is irrefutable.3707The decrease in traffic law enforcement that has occurred over3708the last 5, 6, 7 years across the country has led to3709significant increases in the bad driving behavior that we are3710seeing out there.3711    And so traffic law enforcement is the one thing that we can3712take off the shelf as a State Highway Safety Office. We can put3713it to work right now, and it will have an effect on driver3714behavior. Now, again, it has to be implemented in the right3715place at the right time for the right reason in the right way3716in order for it to be effective.3717    But there are examples all over the country where traffic3718law enforcement has decreased. In the DC area, the number of3719impaired driving arrests over the last several years has3720decreased significantly, but yet the number of impaired driving3721fatalities has increased almost diametrically to that number.3722And there is just example after example after example--talking3723to my partners across the country--where that decrease in that3724enforcement presence has led to the increase in bad driving3725behavior.3726    In Minnesota, the number of drivers who are apprehended for3727driving more than 100 miles an hour has roughly tripled what it3728was prepandemic. And so we have to employ these tools in an3729effective way.3730    Mr. Stauber. Thank you very much.3731    Last question. EMS and post-crash care aren't talked about3732as frequently as tactics to reduce crash fatalities. Can you3733share more about why you think it is an important element of3734roadway safety?3735    Mr. Hanson. Mr. Chair and Members--and, again, thank you3736for a great question--EMS services are kind of the fourth E of3737the Toward Zero Deaths concept, and that is post-crash care.3738Over 40 percent of people who are killed in a motor vehicle3739crash are alive when EMS arrives on the scene. We need to find3740better ways to provide timely care and get them to a proper3741facility in order to improve that survival rate. Even a small3742improvement there is going to pay huge dividends for the number3743of fatalities that are taking place across the country.3744    In Minnesota, we are working with advanced technology and3745advanced data analysis tools in order to identify ideal3746positioning for our EMS responders based on crash history as3747well as real-time data so that we can cut down that response3748time, get those services to the scene quickly, and get those3749patients to the hospital quickly. Whole blood----3750    Mr. Stauber [interrupting]. I am running out of time, Mr.3751Hanson. I wish we had more time. Thank you for your service.3752    Mr. Chair, I yield back.3753    Mr. Rouzer. Mr. Larsen, you are recognized.3754    Mr. Larsen of Washington. Thank you, Mr. Chair.3755    Ms. Chase, your testimony notes the crash tax--which I3756think is your term--which is the annual economic cost of the3757physical and emotional damage caused by motor vehicle crashes.3758Can you elaborate therefore on why Federal safety investments3759are critical not only to saving lives but helping communities3760grow and prosper?3761    Ms. Chase. In terms of Federal safety grants, sir? Is that3762what you said? Sorry. I couldn't hear you.3763    Mr. Larsen of Washington. In terms of Federal safety3764investments.3765    Ms. Chase. Okay.3766    Mr. Larsen of Washington. Yes.3767    Ms. Chase. Well, in terms of Federal safety investments, as3768we were talking today about, roadway investments are crucial.3769If you don't have the safe roadway environments, then vehicles3770will not perform as needed and expected.3771    Additionally, the 402 and 405 grants--which help to3772enhance--excuse me--which help to address behavioral issues and3773which also encourage stronger State laws--are essential in3774order to make all of the roads in our country safer.3775    Mr. Larsen of Washington. On that point, Mr. Hanson, I have3776a question for you with regards to whether roadway safety3777overall is a Federal interest or not. Is it a Federal interest3778that a road in my district be built safely versus one in your3779district, or should we rely strictly on local governments to3780take care of that?3781    Mr. Hanson. I think the answer--if I understood the3782question, sir--is they are both equally important. And real3783road safety is certainly something we need to focus on. And the3784infrastructure part of this and the behavior part of what is3785happening on our roads absolutely has to intersect in a3786meaningful way.3787    So infrastructure affects driver behavior, but driver3788behavior can overcome infrastructure occasionally. And so I3789think it is a Federal priority to ensure that we have the same3790level of safe design and safe implementation across the3791country.3792    Mr. Larsen of Washington. Thanks.3793    Ms. Norman--sorry. I misplaced my glasses this morning.3794    Ms. Norman, I note that in your testimony you said you are3795a Muscogee Creek Nation citizen as well, and your testimony3796covers travel road safety. I have a district that includes3797eight federally recognized Tribes as well, as members in this3798committee as well have the honor and privilege to serve with3799Tribal citizens.3800    Can you talk a little bit more, based on your testimony,3801how important the Tribal Transportation Safety Program is just3802so they have it in the record?3803    Ms. Norman. Yes. Thank you so much for that. We are so3804thankful for the continued focus on Tribal road safety, and the3805increase in both the Tribal Transportation Program and the3806safety set-aside of that program were great steps forward.3807    As a result, my company, as I mentioned in my statement,3808has worked on projects on Tribal lands to install pavement3809markings, guardrail, signage, and rumble strips in an effort to3810make those roads safer. I drive those roads myself every day3811with my kids, and those things are vitally important.3812    As mentioned earlier, a lot of those rural roads and Tribal3813roads can be more narrow and have other issues that we don't3814see in other places, and so I would ask that Congress continues3815to invest in safety on our Tribal roads and ensure that the3816safety funds can get directly into the hands of those3817communities that need them.3818    Mr. Larsen of Washington. Yes, thanks. Thanks. Mr. Willox,3819I am very thankful--we put these panels together, the minority3820gets one witness, the majority gets the majority of the3821witnesses. And yet, we have a panel that largely agrees3822regardless of who asks them to be here, which is really great3823to hear. I think that has been a theme of the ``America3824Builds'' hearings that we have had as well: a broad consensus3825on both sides of the aisle to craft a bill in the future that3826we can all agree on.3827    Very pleased as well, as a former county elected official,3828to hear from you how important the counties think it is for the3829federal programs to provide money to counties directly and not3830necessarily States. It must be W States. In Washington State,3831we also have a very set way of the State legislature taking the3832Federal dollars and allocating to cities and counties as well.3833Not every State does that. Wyoming sounds like it does that as3834well. Perhaps West Virginia is in that boat, too.3835    But I just wanted to ask you to underscore the role the3836counties play again and how important it is for you to have3837that direct relationship with Federal funding sources.3838    Mr. Willox. Thank you, Representative. Yes, the path is it3839is a system. And as I said in my statement, the whole system3840has to work. So county roads are a vital part of that. You have3841both passthrough and grants. And I think the thing that we need3842to keep in mind is the passthrough at times for rural counties3843can be such a small amount of money they can't do some3844projects.3845    So we also need to have the grants available so that you3846can apply for the bigger projects. One hundred thousand dollars3847to a small county is one-fifth of a blade. Blades are half a3848million dollars now. Whereas they might have a million-dollar3849project they can apply through grants. So it is a balancing act3850that is tricky, but is also vital for small rural communities3851and that balance at the Federal level. Thank you.3852    Mr. Larsen of Washington. I appreciate that. Thank you. I3853yield back.3854    Mr. Rouzer. Mr. Nehls.3855    Mr. Nehls. Thank you, Mr. Chairman. Despite billions,3856billions in funding for roadway and safety programs, traffic3857fatalities remain above prepandemic levels. DOGE and the work3858Elon Musk and his team are doing to expose the waste, the3859fraud, and just Government fat of these agencies. Programs that3860merely exist because no one in Congress has objectively looked3861at them and asked: Is this worth Federal taxpayer moneys?3862    I think it is key to highlight Federal taxpayer moneys. A3863lot of programs that have good, good intentions. If people in3864their State or local municipalities want to invest in PR3865campaigns, I think that is great. Go for it. However, I3866question if it is the most effective use of taxpayer money.3867    Can we provide concrete evidence that NHTSA'S behavioral3868safety programs, like the high-visibility enforcement public3869awareness campaigns have directly reduced crashes and not just3870increased awareness? Increasing awareness is fine, but it3871should be temporary.3872    Are section 402 or 405 programs improving roadway safety,3873or are the relics of previous attempts to just do something? I3874mean, are we really reducing drunk driving with the Drive Sober3875or Get Pulled Over? Are we reducing it? I don't think so.3876NHTSA's website, look it up. I just looked it up--13,000 lives3877last year. Drunk driving deaths last December, the highest in387815 years.3879    Ms. Chase, you said it, you said a few minutes ago:3880Everything should be decided by statistics and facts. I believe3881some of NHTSA's safety programs do not improve safety, and the3882statistics and the facts support my conclusion.3883    We have a $36 trillion debt. We need to start thinking3884about cutting these programs and the career bureaucrats who do3885this work. It needs to be either private money or at the State3886and local level. With that, I yield.3887    Mr. Rouzer. The gentleman yields. Mr. Johnson, you are3888recognized.3889    Mr. Johnson of Georgia. Thank you, Mr. Chairman and Ranking3890Member, for holding this hearing. It is a critical hearing when3891we are talking about lives lost on American highways. In fact,3892400,000 lives lost on American roads in the past decade. That3893means 400,000 empty dinner table chairs, 400,000 missed3894birthdays, 400,000 futures that have been snuffed out. And3895these aren't just numbers, it is real lives torn apart by3896preventable tragedies. This is devastating. This is3897devastating.3898    And the Bipartisan Infrastructure Law recognized the need3899for safer roads and invested more than $38 billion in safety3900projects. Thanks to these efforts, we have seen a decline in3901traffic fatalities. That progress is now being recklessly3902jeopardized. The U.S. Department of Transportation's recent3903memo, prioritizing funding for safety based on birth and3904marriage rates, represents a dangerous diversion of resources3905away from critical safety initiatives and proven technologies3906that save lives. If we lose sight of this, the tragedies of3907more lives lost will continue to devastate communities across3908the Nation.3909    Federal investments should never be tied to factors like3910birth rates and marital status. Our priority must be protecting3911lives, and that means investing in the safety of every person3912who uses our roads no matter where they come from or who they3913are.3914    Ms. Chase, you ended your testimony with a compelling3915message that everyone in the United States moves on our3916roadways, whether as a driver, passenger, pedestrian, cyclist,3917worker, and that everyone deserves a safe trip. Our goal in3918Congress should be to ensure that no one's safety is at risk3919simply because of where they live, how they travel, or their3920economic background.3921    However, in a recent Department of Transportation memo3922outlining policies with DOT grants, loans, contracts, and3923Federally supported or assisted State contracts, the Department3924stated it would, quote, ``give preference to communities with3925marriage and birth rates higher than the national average.''3926End quote.3927    Ms. Chase, can Federal investment based on birth rates and3928marital status truly meet the safety needs of everyone? And how3929does Federal investment based on birth rates and marital status3930inherently prioritize some over others?3931    Ms. Chase. Thank you for the question, Congressman Johnson.3932Safety has been and always will be a nonpartisan, nonpolitical3933issue. We have always strived to work on both sides of the3934aisle to advance safety improvements, starting with airbags and3935seatbelts, electronic stability control, and most recently, as3936was mentioned, automatic emergency braking. These systems3937protect all road users and should not be in a political3938tangle----3939    Mr. Johnson of Georgia [interrupting]. I mean, so when we3940start creating prerequisites like birth rates and marriage3941rates and giving preference to communities with above average,3942higher birth and marriage rates, how does that disfavor other3943communities? And should that prerequisite trump health and3944safety for all?3945    Ms. Chase. Advocates has always proceeded in a way that we3946base our recommendations on safety on facts and figures, as I3947stated. So that is irrelevant to----3948    Mr. Johnson of Georgia. Are those birth?3949    Ms. Chase. No.3950    Mr. Johnson of Georgia. Those are not legitimate factors?3951    Ms. Chase. Those are not what we have based our policies3952on.3953    Mr. Johnson of Georgia. All right. Thank you. I3954particularly appreciated the conclusion of your testimony where3955you highlighted the importance of data-driven solutions for3956improving roadway safety through infrastructure improvements.3957This approach has proven effective in preventing fatalities and3958injuries while ensuring more efficient roads.3959    Is there any data or evidence that shows that prioritizing3960funding based on birth and marriage rates will actually reduce3961traffic fatalities and injuries?3962    Ms. Chase. Not that I am aware of.3963    Mr. Johnson of Georgia. So why would we apply such a3964prerequisite to a future funding? Is it just simply political?3965    Ms. Chase. Sir, it is not a question that I can answer3966since I didn't make the determination.3967    Mr. Johnson of Georgia. Well, I think it is clear what the3968motivation would be. Now, we know that traffic fatalities3969disproportionately affect certain communities, and investing3970Federal dollars into infrastructure that protects vulnerable3971road users has clear benefits, especially for disadvantaged3972communities. These disparities are a matter of life and death.3973    How can a funding model that fails to prioritize safety3974outcomes exacerbate the risks faced by already vulnerable3975communities potentially leading to a rise in traffic-related3976fatalities and injuries?3977    Ms. Chase. Is that addressed to me again, sir?3978    Mr. Johnson of Georgia. Yes.3979    Ms. Chase. Okay. Well, we should always base our3980determinations on how to improve safety based on what is3981happening on the roadways. So if there are communities that are3982suffering disproportionately, then solutions, effective3983solutions with transparency and accountability, should be3984employed.3985    Mr. Johnson of Georgia. All right. Thank you. My time has3986expired. I yield back.3987    Mr. Rouzer. Mr. Massie.3988    Mr. Massie. Thank you, Mr. Chairman. Mr. Hanson, I once had3989a mentor who told me that hope is not a business plan. I would3990also say it is not a good technology development plan.3991    In your testimony, you noted that the Infrastructure3992Investment and Jobs Act requires NHTSA to complete rulemaking3993for advanced impaired driving technology, a.k.a., automotive3994kill switch, by November of last year, a deadline that the3995agency has not met.3996    I made a prediction in front of this committee, and I am3997going to make it again today, that this won't be ready by 2026.3998Congress has asked the impossible. It is a wish, it is not a3999plan.4000    Are you aware that Ann Carlson, the former Acting4001Administrator of NHTSA, sat in front of this subcommittee and4002said: ``I think it is safe to say that we do not think they are4003available yet in a way that actually will achieve the goals4004both of the Bipartisan Infrastructure Law and the Vehicle4005Safety Act.'' Did you hear her make that comment?4006    Mr. Hanson. Mr. Chair and Members, I don't remember that4007specific comment, sir.4008    Mr. Massie. So, are you aware that the technology that you4009are advocating for in your testimony does not exist?4010    Mr. Hanson. NHTSA released their early rulemaking process4011in March of 2024. There was a deadline in late 2024 for them to4012have a proposal ready to go, and that has gone by or expired.4013NHTSA has also been working with the DADSS program since about40142008, which was the early precursor for the HALT Act, or that4015the technology in car that would prevent an impaired driver4016from operating that vehicle.4017    My understanding is that that DADSS project is now ready to4018go and could be implemented in 2025. And the OEMs have been4019involved in the development of that.4020    Mr. Massie. Well, before airbags were mandated and before4021seatbelts were mandated, they both existed in commercial4022vehicles for over a decade.4023    Does this technology exist in any commercial vehicle4024presently?4025    Mr. Hanson. I am not aware of it being--Mr. Chair and4026Members, I am not aware of it being available or mandated in4027any vehicle type now. But I would compare it to ignition4028interlock. That type of technology is there in one shape, form,4029or another.4030    Mr. Massie. Well, the difference between the ignition4031interlock and this technology you are advocating for, is the4032one you are advocating for is science fiction presently. It4033doesn't exist in any vehicle, it has never been implemented,4034and there is a mandate by the Government to have it in every4035new vehicle within 2 years. It is just not practical.4036    And what's more is if you did try to implement it, there4037would be false positives. So what we are talking about here is4038a kill switch in an automobile that would monitor the driving4039of a vehicle and then stop the vehicle from operating if the4040car itself decides that the operator is not driving safely.4041    Let's say a mother is driving a vehicle, taking her kids to4042work. How does she appeal her conviction of a disabled minivan4043from the side of a road? How would you reenable a car that has4044been disabled with this technology you are advocating for?4045    Mr. Hanson. It is a good question, sir, Mr. Chair and4046Members, a good question. And I am not quite sure that I am4047qualified to provide the tactical answer that you are looking4048for there. I do understand that the technology is very near to4049being developed that would allow for a passive type of system4050that would detect when a driver has an alcohol concentration4051above a predetermined level, and that would not allow the4052vehicle to be operated.4053    Mr. Massie. Well, the problem with the technology is it is4054not looking for alcohol levels. You can monitor blood alcohol4055levels, at least if somebody is breathing into something. That4056is not what this technology promises to do. In fact, it says it4057is going to passively monitor driver performance. What does4058that mean?4059    Mr. Hanson. Mr. Chair and Members, my understanding is that4060it doesn't require any active participation by the driver, like4061an ignition interlock system would. It simply is a system that4062exists within the vehicle platform that would detect when a4063driver has a predetermined alcohol concentration, or is above4064that predetermined alcohol concentration. So this is primarily4065focusing on preventing an impaired driving incident from4066happening before it does.4067    Mr. Massie. The specification hopes to do that, but the4068technology does not exist. It simply doesn't exist. And what's4069more, is if it did exist, there is some cost associated with4070developing it.4071    Maybe an autonomous vehicle could perform this. But what4072does an autonomous vehicle cost? And whenever we are looking at4073safety, you know as an engineer, what you need to look at is4074where is your bang for the buck? If this system--assuming it4075could exist--cost $5,000, you can't simply mandate it and say4076you are going to improve safety. Because the price of the4077vehicle can't go up $5,000, you are going to compromise4078somewhere else. Maybe less metal in the frame or something.4079    So I think it foolhardy for you to sit here and testify4080that we need to have this technology available on this timeline4081because it simply does not exist. We don't know the cost. We4082don't know how it works. And there would be false positives4083that could put the public at danger. And with that, I yield4084back.4085    Mr. Rouzer. Mr. Garcia.4086    Mr. Garcia of Illinois. Thank you, Chairman, Ranking4087Member, and to all of our panelists this morning.4088    Commissioner Willox, in a region as large and complex as4089Chicago, addressing transportation safety can't be done one4090town at a time. It takes a coordinated regional strategy. That4091is why the Safe Travel for All Roadmap prepared by the Chicago4092Metropolitan Agency for Planning is so important. This4093regionwide initiative is bringing together six counties to4094identify high-risk roads, upgrade infrastructure, and make4095streets safer for everyone. By creating safety action plans in4096each county, our region is laying the groundwork for critical4097investments that will make our roads safer for all users.4098    My question to you, sir, is as we work on the next4099reauthorization, how should Congress help regional governments4100more directly access safety funding so that they can implement4101these plans and move projects forward more quickly?4102    Mr. Willox. Thank you, Representative. I think the key is4103not to make the box too small. What works in Chicago does not4104work the same in a regional authority in Wyoming. So make sure4105there is flexibility built in so that what works in that local4106area can be best implemented and provide those opportunities--4107some of the regional transportation in our part of the world,4108it is a little larger area. I mentioned my county's larger than4109Rhode Island. So there are some geographic challenges that4110happen there as well. But when you create that--continue to4111work with that, make sure that the restrictions aren't so tight4112that what works for Chicago doesn't necessarily work in a rural4113area.4114    Mr. Garcia of Illinois. Thank you, Mr. Willox.4115    Switching gears a little bit, it is clear to me that grants4116play an important role in making communities safer. Programs4117like Safe Streets and Roads for All help implement projects to4118prevent deaths and serious injuries on our roadways.4119    In Chicago, we know the corridors with the highest4120incidents of crashes thanks to the State's Vulnerable Road User4121Safety Assessment. Many of these corridors are, of course, in4122my district.4123    Ms. Chase, I am going to ask you to comment and to answer a4124question. We know that Indigenous, Black, and Hispanic4125populations all experience pedestrian and bicycle fatalities at4126higher rates, up to three times more frequently than the4127general population. We cannot effectively address the issue of4128traffic safety without accounting for these inequities. That is4129another reason why the Bipartisan Infrastructure Law programs,4130like Safe Streets for All and Transportation Alternatives, are4131so important. The benefits of investing Federal dollars into4132infrastructure that protects vulnerable road users are reaped,4133especially by disadvantaged communities.4134    As this committee considers new investments in traffic4135safety, how can we ensure that those dollars reach communities4136most impacted by this crisis? And that is a question for Ms.4137Chase.4138    Ms. Chase. Thank you for the question. I think it is4139essential that when we are looking at the next reauthorization4140bill, that we take a good look at what is happening on our4141roadways and make determinations to address the problems. We4142know that some of the leading crash contributors are drunk4143driving, speeding, not wearing your seatbelt, and distracted4144driving.4145    And yet, we have proven solutions to address all of those4146that aren't being used effectively. And that is what needs to4147happen. And I am looking forward to working with the members of4148this committee as we did at the last reauthorization to try to4149advance these safety improvements.4150    Mr. Garcia of Illinois. And will you be advancing proposals4151to the committee for our consideration as we look at4152reauthorization?4153    Ms. Chase. Absolutely, sir.4154    Mr. Garcia of Illinois. Great. Looking forward to it. Thank4155you, and I yield back, Mr. Chairman.4156    Mr. Rouzer. Mr. Wied.4157    Mr. Wied. Thank you, Mr. Chairman. As always, I would like4158to extend my thanks to our witnesses for appearing before us4159today to discuss the safety on our Nation's roadways. Whether4160it is motorists, pedestrians, or cyclists, the safety of4161everyone who uses our roads must be a top priority.4162    Every person deserves to travel safely, whether they are4163driving to work, walking to school, or biking through their4164neighborhood, and I look forward to working with my colleagues4165to make this a reality.4166    In my home State, teens are required--and it is free for4167them--to complete a 30-minute work zone safety instruction as a4168requirement to obtain their license. After completing the4169course, they will know what causes most work zone crashes and4170the basic driving safety habits that can prevent injuries and4171fatalities.4172    The course also introduces teens to powerful real-life4173stories of the faces behind the flags, cones, and flashing4174lights which are too often overlooked by many drivers.4175    Ms. Norman, I would like to direct my first question to4176you. What can this committee do to support State efforts like4177this on work zone safety?4178    Ms. Norman. Thank you so much for that great question. It4179is a wonderful program that is happening in several States. And4180this committee can continue to invest in the roads, in safety.4181At ATSSA, we are very confident that there is a lot that can be4182done as far as behavior goes, but that we also need to remain4183focused on what happens when we can't control behavior. And so4184I am thankful for that program.4185    And I think that one thing that can be done federally is4186awareness and communication between States on best practices. I4187believe that we will see that that type of program is effective4188and should be shared across States. So thank you for mentioning4189that.4190    Mr. Wied. So that program is currently only offered. And,4191again, it is free. It is privately funded in Oklahoma and4192Wisconsin. Do we know--I mean, are there stats that show that4193it is effective?4194    Ms. Norman. I do not have that information at this time.4195And I do know that it is a newer program, so it may take some4196time for that to come out. But we would be glad to follow up on4197that afterwards.4198    Mr. Wied. Okay. Great. Obviously, having programs like that4199that are privately funded are definitely things that we need to4200look into and, of course, raise that awareness, like you said,4201to other States and perhaps--I mean, you can't--I can't imagine4202it is not effective.4203    Ms. Norman. Yes, sir, absolutely. In Oklahoma, we have seen4204a lot of our contractors and our road builders come together4205and be the ones that support that. And it is very important. We4206want to keep our workers safe.4207    Mr. Wied. It is great to see private industry getting4208involved. And, certainly, that is very important for our safety4209and for our children and for the workers.4210    So, Mr. Willox, you mentioned that Converse County is a4211commodity-based economy that is reliant on oil and gas, and4212making heavy trucks, I am sure, a common sight on your roads.4213    What investment is needed, in your opinion, for rural4214roadways to ensure trucks hauling essential goods can continue4215to operate safely in rural environments? And I say this because4216we are a very large logging forestry district in northeast4217Wisconsin, the Green Bay area, and, of course, agriculture, but4218would really like your input on that.4219    Mr. Willox. Well, thank you, Representative. Oil and gas is4220a big part of our county. And those heavy trucks, what I want4221to--it is legal, heavy trucks. They are hard on our roads. I4222talked a little bit about dust suppression, and they kick up a4223lot of dust. So one of the things I am advocating for is4224allowing dust suppression to actually be a safety control.4225Right now, it is an environmental control. But if you have a4226big truck that goes past and creates dust, that is a challenge.4227They are harder on our roads, so we have to do maintenance.4228They are providing revenue, so it is a tradeoff.4229    But you want to make sure that the education--many times4230when you have that industry, particularly, they are4231nonresidents of our State and our county, so they are learning4232the roads as they drive. So education and signage is a big4233thing. So we are using signage and temporary speed limit4234trailers, if you will. Safe Street for All, that was mentioned.4235Because we are actually going to use some of those portable4236signs that slow the trucks down.4237    So we have a maintenance issue, and then we don't want them4238to get heavier than legal limits because then that is a real4239challenge for our bridges and regular maintenance.4240    Mr. Wied. All right. Thank you, again, witnesses. I yield4241back.4242    Mr. Rouzer. Mrs. Sykes.4243    Mrs. Sykes. Thank you very much, Mr. Chair and Ranking4244Member, for holding this hearing today. This is a great4245conversation and certainly very timely. As you know, we will4246working on the surface transportation authorization and safety4247is always--it is always a good day to talk about safety.4248    Thanks to the passage of the Bipartisan Infrastructure Law4249in 2021, communities from coast to coast will continue to see4250over $1.2 trillion in local investments to improve the4251reliability, resilience, and efficiency of America's4252infrastructure over next 10 years.4253    Americans are already seeing tangible differences,4254including improved roads, bridges, transit systems, airports,4255waterways, and environmental infrastructure.4256    One of the programs that many Midwestern States and4257localities have taken advantage of is the Railroad Crossing4258Elimination Program, which provides funds to improve the4259mobility and safety of highway-rail and pathway-rail grade4260crossings.4261    Anyone who has lived near a rail crossing, as I do,4262understands the inconvenience and dangers that railroad4263crossings pose to local drivers, bikers, and pedestrians, as4264well as for the rail workers and those who staff trains.4265    But these crossings don't just pose threats to people4266passing through, they are also cumbersome for the communities4267around them, as they are very costly to improve or remove. This4268means that the Federal dollars coming in to address these4269issues with rail crossings are a valuable resource for4270communities like mine in Akron and throughout the district.4271    Since last month, the Federal Railroad Administration has4272invested $48 billion of funding for more than 445 rail projects4273creating safer communities for the millions of Americans living4274around them.4275    In Ohio, these funds are desperately needed. While the4276number of train-vehicle crashes at public highway-rail grade4277crossings isn't as high as it was in 2001 when there were 1234278crashes, the recent jump from 62 to 77 is certainly a cause for4279concern. And I know we are not talking about rail, but I cannot4280help but talk about rail. There was a train derailment today in4281Ohio. So it is always timely.4282    But I am going to turn our attention to Ohio's 13th4283District. I was thrilled to see that the Ohio Rail Development4284Commission awarded $13 million Railroad Crossing Elimination4285Program funding, from Federal Government with passthrough funds4286to remove existing rail crossings and build a grade separation4287in the city of Hudson, which has consistently had issues.4288    And while this project will likely bring more orange4289barrels to the streets of Hudson, it is certainly important to4290remember that these orange barrels mean jobs and opportunities4291for folks in Ohio.4292    Mr. Chase, I want to ask you a question, we know that4293safety alone is a reason enough--Ms. Chase, excuse me--to4294invest in our communities. But could you also speak to the4295economic benefits of safe roadways?4296    Ms. Chase. The economic investment of safe roadways, you4297said?4298    Mrs. Sykes. Yes, ma'am, thank you.4299    Ms. Chase. I am sorry. I am having a hard time hearing4300today. My apologies.4301    Yes, we know that crashes cost our economy $340 billion4302every year. And any investment in both the roadways and4303vehicles and in safe road users will pay off.4304    As was stated in my written testimony, this amounts to a4305crash tax, if you will, of about $1,000 on each American. So4306clearly, with that combination and the mounting death and4307injury toll, we can and must do better to make our roadways4308safer for all road users.4309    And as I mentioned earlier, we have proven solutions. So4310it's not like we are curing cancer. We know how to make our4311roadways safer. We need our leaders and our safety stakeholders4312to implement proven answers.4313    Mrs. Sykes. Thank you so much for your response there. In4314December of last year, the Akron Metropolitan Area4315Transportation Study, also known as AMATS, released its latest4316analysis identifying the region's most dangerous intersections4317for both pedestrians and motorists: 222 bicycle-related crashes4318occurred in 2021 and 2022 and 2023, 204 of them resulted in4319injury, and 2 of them in a fatality. There are 428 pedestrian-4320related crashes in the same time period with 89 percent of them4321resulting in injury and 31 of them in a fatality.4322    Cars are heavier and larger, and much of the infrastructure4323does not consider pedestrians or people walking or biking. And4324to address this issue, I worked with Congressman Carey to4325introduce Save Our Pedestrians Act, which requires States to4326set aside Federal funds to make our roads safer for everyone,4327from pedestrians to motorists.4328    Unfortunately, we continue to see a freeze to Federal funds4329particularly for transportation projects that are particularly4330important. And I see I am running out of time, and I am not4331gong to get to my next question.4332    But, Mr. Chair, and to the members of the committee, thank4333you so much for your consistent approach to safety and the work4334that you do. We look forward to working with you in this4335Congress.4336    Mr. Rouzer. I thank the gentlelady. Mr. Bresnaham.4337    Mr. Bresnahan. Thank you, Mr. Chairman. I appreciate this4338conversation because before I became a Member of Congress last4339month, I was a heavy highway electrical contractor and was a4340certified PennDOT flagger. So I have seen the risk, inherent4341dangers of being a contractor. I have been on the road with our4342crews. We specifically focused on traffic signals and smart4343electrical infrastructure, CCTV, cashless tolling systems.4344    And every single day that we would do job safety analysis,4345the first thing every day would be the uncontrollability of4346traffic on a roadway. And my first question would be for Ms.4347Norman. This is what you do through crash trucks, attenuator4348trucks.4349    How have you seen the technology of the attenuator truck?4350And have you seen or have had any firsthand experience where an4351attenuator truck did exactly what it was supposed to do?4352    Ms. Norman. Yes, thank you for that question. I have4353multiple stories. I would not be able to count the number4354exactly where every single time the attenuator truck has done4355what it was supposed to do. Both the driver that impacted the4356vehicle and our driver who was driving that impact attenuator4357walked away from accidents with no injuries.4358    Mr. Bresnahan. Well, I think it is very interesting is an4359attenuator truck in the slang term is a crash truck. And4360something that PennDOT requires is somebody to occupy the4361actual crash truck. We were part of the autonomous vehicle4362coalition many moons ago. And actually our company installed4363the first connected autonomous vehicle system in the city of4364Harrisburg.4365    Something that we were working on with the committee was4366utilizing autonomous vehicles relevant to the attenuator truck,4367where there would be a chase car and the truck would move4368through the work zone. So you do not have literally a sitting4369duck inside of one of these attenuator trucks.4370    Is there anything that we can do in Congress to cauterize4371or solidify interpretations relating to autonomous vehicles4372specifically inside of work zones?4373    Ms. Norman. Thank you for that great question as well. I4374don't have the technical experience, I believe, to answer that4375question. But I do know that ATSSA is very actively engaged4376with that AV conversation, and we would be glad to connect on4377that as we have been working on the autonomous vehicles,4378specifically, with the crash attenuators.4379    Mr. Bresnahan. I think we are going to be moving in a world4380where there is going to be more and more autonomous vehicles,4381connected vehicles, and specifically inside of work zones. I4382mean, whether it is a GM technology or a Tesla technology, we4383have to remember that they're still computers, and they still4384take away the fact of the human decision situational awareness.4385    Ms. Chase, you had testified earlier relevant to the4386autonomous vehicles and where the industry is heading. Is there4387any potential downside of having more autonomous vehicles on4388the road that you see?4389    Ms. Chase. Well, I think the potential downside--and,4390again, I just want to reiterate that Advocates is not pro or4391against autonomous vehicles. We just want to see that it is4392done safely. And we believe that the downsides are that if they4393are put on the roads before there are proper safeguards, that4394it could endanger the unknowing public.4395    People don't necessarily know if they are next to an4396autonomous car if it is not obvious from the outside. And I4397think that as technology progresses, that will probably be even4398more likely.4399    So I think now is the perfect time for our Nation to4400consider what our policy should be so that it is deliberate and4401safe.4402    Mr. Bresnahan. I appreciate it. My last question is for Mr.4403Hanson and Ms. Chase relevant to safety-sensitive positions and4404marijuana specifically relating to these. I think at a prior4405hearing we talked about the fact that alcohol has the ability4406to detect instantaneous impairment, obviously, when you are4407driving an 80,000-pound vehicle over the road.4408    Do you have any recommendations for Congress and also with4409States getting out in front of Federal legislation relating to4410marijuana specifically? Do you have any recommendations or4411ideas or technologies that we can start to implement that would4412detect a more instantaneous level of impairment?4413    Mr. Hanson. Thank you, sir. Mr. Chair and Members, I think4414the first and foremost thing that is going to assist us in4415preventing those tragedies from taking place is oral fluid4416roadside testing. We can deploy instruments and technology in4417the field that allows a law enforcement officer to detect4418recent use of a cannabis product that is a strong indicator4419that that person may be impaired.4420    So putting those tools in the hands of law enforcement to4421prevent that from happening or allow them to process somebody4422who may be impaired is going to be important.4423    Mr. Bresnahan. Thank you. I think we are out of time. I4424yield back, and happy belated birthday.4425    Ms. Chase. I look forward to working with you on the4426issues, sir.4427    Mr. Rouzer. All you have to do is sit on the 14th Street4428Bridge and you can smell all of that.4429    Mr. Nadler.4430    Mr. Nadler. Thank you, Mr. Chairman. Mr. Willox, the4431condition of our roads and bridges is a critical component of4432roadway safety. However, according to the Federal Highway4433Administration, over 42,000 bridges are rated as poor,4434including over 1,600 in my home State of New York.4435    Furthermore, the 2016 U.S. DOT truck size and weight study4436found that thousands of interstate bridges are unable to4437accommodate 91,000-pound trucks, which is 11,000 pounds above4438the current gross vehicle weight limit. Even more troubling is4439the damage these heavier trucks cause to our local bridges.4440    No truck loads and unloads on an interstate. They all4441eventually rely on local infrastructure.4442    A recent study by the Coalition Against Bigger Trucks4443showed over 70,000 local bridges would be put at risk by444491,000-pound trucks, and the cost to replace and repair these4445bridges would be over $60 billion.4446    In New York, there are 945 bridges put at risk by 91,000-4447pound trucks with an estimated cost of more than $1.3 billion4448to bolster them for heavier truck configurations. This cost4449burden is an unfunded Federal mandate that in the end, local4450taxpayers will have to foot the bill for.4451    Commissioner Willox, does the National Association of4452Counties have a position on the current debate on heavier and4453longer trucks? And would these bigger trucks cause more damage4454to our Nation's bridges, creating an unfunded mandate on4455counties and ultimately on taxpayers?4456    Mr. Willox. Thank you, Representative. Yes, sir, the4457National Association of Counties is very consistently against4458the heavier trucks for exactly the points you have made.4459Bridges and roads are not set up for that weight currently.4460Without a corresponding allocation of those billions of dollars4461from the Federal Government, we would not support raising4462limits for those very reasons.4463    As you say, nothing gets from point A to point B without4464leaving the Federal system and crossing a county or city street4465and bridge. And bridges are a big issue as you pointed out and4466continue to be, both for heavier trucks or for regular traffic.4467    Mr. Nadler. Thank you. Mr. Hanson, in your testimony, you4468expressed support for the HALT Act and requires all new motor4469vehicles to be equipped with advanced drunk driving detection4470technology.4471    The Insurance Institute for Highway Safety estimates that4472when fully implemented, this law will save over 10,000 lives a4473year. Clearly, this is a game-changer for public safety.4474    NHTSA has already missed the statutory deadline in4475promulgating a final rule implementing the HALT Act. Per the4476law, the agency now has a maximum of 3 additional years to4477finalize the regulation.4478    Can you elaborate on GHSA's support for the HALT Act and4479why it is important for NHTSA to fulfill its statutory mandate?4480And what can Congress and stakeholders do to hold NHTSA4481accountable to complete its rulemaking?4482    Mr. Hanson. Mr. Chair and Members, thank you for that4483question. Anything that we can deploy to prevent an impaired4484driving incident from happening is something that is worth4485looking at.4486    As you correctly mentioned, over 10,000 people a year lose4487their lives in completely preventable and predictable events4488when an impaired driving crash occurs.4489    And so the technology, as I testified several minutes ago,4490in the DADSS program is mature. And we are hearing from4491manufacturers that they could have this ready to go by the end4492of 2025.4493    And so it is something that needs to be looked at from a4494safety perspective. I think you correctly characterized this as4495a game-changer. Anything that we can do to keep an impaired4496driver off the road is going to be something that is important.4497    I think as far as our ask from Congress is, it's quite4498simple. NHTSA has existed for about 8 years without a4499senatorial-confirmed Administrator. And without an4500Administrator, there is a lack of leadership. And I think by4501getting a confirmed Administrator in there who is safety-driven4502and who is willing to push these initiatives forward and4503embrace these new technologies and the innovation that goes4504with them, that we can get these things over the finish line.4505And this is just one example of the technology that can exist4506out there that will make a significant difference on our roads,4507sir.4508    Mr. Nadler. Have you spoken to the Senators as to why they4509haven't?4510    Mr. Hanson. I don't have a good answer for you there, sir.4511    Mr. Nadler. Okay. Thank you very much. I yield back.4512    Mr. Rouzer. Mr. Taylor.4513    Mr. Taylor. Thank you, Chairman, Ranking Member, for4514holding this hearing today, and thank you to our witnesses for4515their testimony and insight.4516    Mr. Rouzer. Bring that microphone a little closer to you.4517    Mr. Taylor. Any better?4518    Mr. Rouzer. Yes.4519    Mr. Taylor. Okay. Sorry about that. As a third-generation4520business owner in the concrete industry, I know firsthand how4521important it is that our highways, roads, and bridges across4522the United States are safe for commuters, citizens, and4523businesses.4524    Drivers and workers on our Nation's roads deserve to be4525safe, and I look forward to working with members of this4526committee to implement meaningful legislation and policies that4527make our roads safer for all.4528    As Chairman Rouzer mentioned, according to NHTSA, a4529disproportionate amount of traffic fatalities occur in rural4530areas when compared to the percentage of the populations who4531live there.4532    I appreciate your dedication to the challenges that rural4533communities face.4534    Mr. Willox, do you believe that the current Federal safety4535programs adequately address rural safety needs, or do they tend4536to favor priorities more aligned with urban challenges?4537    Mr. Willox. Thank you, Representative. we are making4538progress, sir. But again, it is what works in Wyoming doesn't4539work in Texas doesn't work in Florida. So more flexibility in4540those dollars so that we can be more creative at the local4541level and accountable--and I think accountability is important.4542So strides have been made, but again, I think the more4543flexibility that we have at the local level. I mentioned dust4544control. It's uneligible right now. There are other things. We4545don't have a ton of pedestrian interactions in a rural State.4546But it was mentioned in the inner city, that is a bigger deal.4547So more flexibility in the reauthorization would be beneficial.4548    Mr. Taylor. Thank you. You talked a little bit about4549streamlining the permitting issues. And we talked a little bit4550about maybe getting better funding for rural projects. But are4551there other specific steps that we can take in the upcoming4552surface transportation reauthorization that would help rural4553communities?4554    Mr. Willox. I am a broken record a little bit in the4555flexibility, but Mr. Hanson even mentioned that the reporting4556requirements--they are doing the reporting requirements on4557grants. If you are going to have a grant system, which I think4558is incredibly valuable in these programs--sometimes in a rural4559community, the commissioner is the person writing the grant and4560trying to implement the grant. And I have been told it is just4561a checklist. Well, the checklist was 15 pages long.4562    If we can simplify and still have that accountability so4563that more rural communities and, quite frankly, any county can4564apply without having to staff up, that would be beneficial. You4565talked about hundreds of pages of reporting for some of the4566safety. Anything we can do to reduce those while providing4567accountability would be valuable.4568    Mr. Taylor. Thank you. Both sides of the aisle can agree4569that the United States is facing an infrastructure challenge.4570Across the United States, citizens drive on unsafe roads and4571bridges that are awaiting Federal dollars to repair.4572    While Congress can fund infrastructure projects for4573decades, problems in our supply chain will cause delays in4574addressing safety concerns.4575    Ms. Norman, in your testimony, you raised concerns with a4576rule issued in the final days of the Biden administration to4577rescind the Federal Highway Administration's longstanding4578general waiver of Buy America. While we all support the need4579for domestic manufacturing, can you expand on what rescinding4580this waiver means for safety projects specifically?4581    Ms. Norman. Yes. Thank you. Can you repeat the last part of4582your question? I missed it with the door closing.4583    Mr. Taylor. I am sorry. While we all support the need for4584domestic manufacturing, can you expand on what rescinding this4585waiver means for safety projects, specifically, the Buy4586America?4587    Ms. Norman. Yes, absolutely. And we also desire to have as4588much manufacturing and production here in America as well. But4589for me and my small business, the implementation of that, if it4590is not done very thoughtfully, we do not have the capacity or4591the manufacturing abilities in America to meet the needs of the4592projects that we have on the ground right now. And so it would4593halt projects.4594    We would not be able to provide the materials needed in4595order to provide the projects that each step funds.4596    Mr. Taylor. Thank you, ma'am. And thank you all for being4597here today very much. Mr. Chairman, I yield back.4598    Mr. Rouzer. Ms. Friedman.4599    Ms. Friedman. Thank you, Chair Rouzer and Ranking Member4600Norton, and I want to thank the witnesses for being here today.4601We have all heard the terrible statistics of almost 41,0004602people killed on our roads every year, 4,000 of those being in4603California. And just early this morning, we had a terrible4604fatal crash in Los Angeles on the streets. This is a public4605health crisis.4606    And while many of those deaths are to people in the4607vehicle, unfortunately, about 18 percent of all traffic deaths4608are pedestrians, and almost 3 percent are cyclists, other users4609of the road.4610    I have worked for years on traffic safety issues in4611California, passing bills around things like automated speed4612enforcement, on a task force for zero fatalities, and on better4613laws for cyclists.4614    And while there are certainly conditions that lead to4615accidents like drivers misbehaving, like bad road conditions,4616we also know that for--the majority of our roads were designed4617to move cars efficiently and quickly and not designed with4618safety in mind for drivers or for pedestrians and cyclists. So4619many times when drivers speed, it is because the road invites4620them to speed.4621    And I am also very concerned that the way that we design4622vehicles has been focused on making the inside of the vehicle4623safer for those occupants, which is, of course, important. When4624I was a kid, people didn't always have seatbelts in the back of4625old cars, right? I mean, y'all are nodding. But we have put a4626lot less focus on the safety of people outside the vehicles.4627    In fact, we see some of our trucks right now being so4628elevated that you can't even see a vehicle in front of them4629much less a pedestrian or a child. And we certainly have the4630technology with AI, and we understand enough about engineering4631to know when the front of a car is conducive on a low-level4632strike to saving that pedestrian's life, or created with4633complete disregard to that.4634    So, Mr. Chase, I want to thank you for being here today.4635And I wanted to know if you could talk about NHTSA and their4636role in encouraging or mandating vehicle designs that are as4637safe as they can possibly be to pedestrians and to cyclists.4638And I am sorry, that is that Ms. Chase.4639    Ms. Chase. That is okay. Advocates for Highway and Auto4640Safety has been working for years to improve roadway safety for4641all road users. In fact, one of our top priorities was4642automatic emergency braking with pedestrian and cyclist4643detection. NHTSA issued a final rule on this last year which we4644supported. We wanted to see it implemented more quickly than it4645was. New cars are required to have AEB with pedestrian4646detection in 2029, which will be a tremendous step forward for4647safety.4648    We have also been working to improve hood and bumper design4649to be more forgiving if there is a collision with a vehicle and4650a pedestrian or a bicyclist. So as you mentioned, there are4651proven solutions known. We need to get them into cars instead4652of a focus, as you mentioned, on bigger, heavier cars.4653    Ms. Friedman. I hope that is something that moves quickly4654because we certainly have the technology, we know what to do.4655And I understand that this is a climate of sort of4656deregulation, but I think that every pedestrian, every child4657has the right to walk to school knowing that the vehicles that4658are passing them are designed with their safety and their lives4659in mind.4660    And we also know that just because a driver wants a certain4661type of vehicle, that doesn't mean that it is safe to kind of4662be out in the world.4663    I am also wondering how DOT can work to protect pedestrians4664and cyclists?4665    Ms. Chase. How DOT is working?4666    Ms. Friedman. Yes.4667    Ms. Chase. Well, the Infrastructure Investment and Jobs4668Act, there were certain directives to have NHTSA issue rules4669on, in addition to automatic emergency braking, lane departure4670warnings, and other technologies that are part of the advanced4671driver assistance systems. So NHTSA is tasked via this4672congressional directive to move forward to require these with4673safety standards and new vehicles.4674    Ms. Friedman. Thank you very much. And that act is4675certainly important. The funding that is in that act is4676something that I believe will save lives as it starts to be4677implemented.4678    Mr. Hanson, thank you so much for being here today. And I4679am wondering if you can talk about what the Minnesota4680Department of Public Safety has been doing to reduce speeding4681and change driver behavior.4682    Mr. Hanson. Thank you, Mr. Chair and Members, it is really4683a holistic approach. We worked very closely with our Department4684of Transportation on the infrastructure issues. Obviously, our4685office works on the behavioral issues. We work with our4686Department of Health on the injury issues that occur when these4687crashes occur. The better care that the patients get, the4688better the outcome is going to be.4689    So it is really kind of taking an all-hands-on-deck4690approach. Speeding continues to be our number one challenge,4691though.4692    Ms. Friedman. Thank you, and I yield back.4693    Mr. Rouzer. Mr. Shreve.4694    Mr. Shreve. Thank you, Mr. Chairman. Folks, I am Jefferson4695Shreve. I represent the Sixth District of Indiana. We describe4696it as the crossroads of America. The district includes the I-4697465 ring road around Indianapolis. Four U.S. interstates4698crisscross the district. As with so many of my colleagues here,4699road fatalities are disproportionately higher on our rural4700roads.4701    And as with my freshman colleagues, I am new at this, and4702as we jump in and out of these hearings, it is an extraordinary4703kind of adjustment to figure out who has asked what as you come4704back in from another meeting.4705    But I was here at the start, and there were a couple of4706things that piqued my interest, and so if they are not4707redundant, I wanted to hop around a little bit.4708    Mr. Willox, Wyoming, I spent a little time there at the4709University of Wyoming doing a range management program. I was,4710as Mr. Hanson said, one of those young males who were prone to4711going fast. And I loved that at the time in Wyoming on some4712rural roads, I don't think there were posted speed limits.4713Certainly, that would play into issues of highway fatalities.4714    Is that the case still today? Are there any States in our4715union where in certain rural areas you can go about as fast as4716you want?4717    Mr. Willox. Thank you, and Go Pokes. So Representative, in4718Wyoming, the statute is if it is an unposted road, there is a4719speed limit that applies. So it is 55 or 45. So there is a4720statutory limit. But a lot of roads are unposted partly because4721of the daily traffic. We haven't posted them because4722[inaudible]. But you bring up a point that the reflectivity4723standards of signs went up about 12 years ago. That increased4724the cost of signs 20 percent. So now with the same budget, we4725can put up less signs, and everything has got more expansive4726over time. So signage is valuable, but sometimes the standards4727that are implemented mean we buy less signs for the same4728dollars.4729    And so, yes, there are still unposted roads, most of the4730time they are low volume, but that doesn't mean that there4731isn't traffic that can be unsafe on it.4732    Mr. Shreve. On the subject of the design of our rural4733roads, just north of my district, Hamilton County, Indiana,4734Carmel, places like that, we have more roundabouts per capita4735than any other part of the country. The incidence of serious4736injury accidents, let alone fatalities, are way down with those4737roundabouts, but they are so darn expensive. They are4738extraordinarily expensive.4739    Are we making any headway toward the design, the lower cost4740design of roundabout intersections, right-sized--if that is4741fair to characterize it as such--for rural county4742intersections? Can we bring those in from a design standpoint4743at a level that might make it possible to bring those4744enhancements to secondary tertiary stretches of roadway?4745    Mr. Willox. Thank you for that. I believe those are4746eligible now. It is really they cost more to do the roundabouts4747in a traditional intersection. We heard some testimony earlier4748that they can be safer when used right. So I think that is okay4749to do. Most of our rural roads are so low volume that that is4750not necessarily the best. In some counties, they have high-4751volume roads, it just depends on the State. So that is an4752option that definitely could be available.4753    I honestly don't know if they qualify as a safety4754enhancement. And so that would be something we would have to4755follow up. If you want to implement the safety enhancement,4756that would have to be a change to the bill, I believe, and we4757will follow up with that to confirm. Because I am not sure it4758is eligible other than as normal construction that the current4759way the law is written.4760    Mr. Shreve. I appreciate that.4761    Mr. Hanson, thanks again for celebrating your birthday with4762us this morning. Young males in pickup trucks. It's not the4763case that pickup trucks--a late model pickup truck isn't4764inherently less safe than a late model passenger vehicle, is4765it?4766    Mr. Hanson. Mr. Chair and Members, no, I don't believe so.4767It is just some of the behaviors that go with those young males4768in the pickup trucks.4769    Mr. Shreve. I once resembled that. Incidents of road4770fatalities on motorcycles. We have seen terrific improvements4771in the safety of vehicles. As Chairman Rouzer noted, those4772fatalities for passengers in vehicles are down dramatically.4773Are we seeing similar improvements on motorcycles, lane4774departure, emergency braking? Has the industry been able to4775incorporate some of that technology into motorcycles that have4776made such a terrific difference in passenger vehicles like4777trucks?4778    Mr. Hanson. Mr. Chair and Members, I am aware that some of4779the manufacturers are adopting that. I am not a rider myself,4780so I don't have a lot of firsthand knowledge there. But I do4781know that some of the manufacturers are looking at bringing4782some of those same features to the motorcycle riders, like the4783anti-lock braking, the automatic emergency braking, and things4784like that. So I think that the technology is ripening.4785    Mr. Shreve. And the last statement is simply more of a4786statement. In my district, driver's ed isn't offered in the4787schools. It is just kind of part of turning 16. And I think4788that investment in that mainstreaming of driver education or4789the absence of it has been a loss that----4790    Mr. Rouzer [interrupting]. I am going to have to cut you4791off there. Sorry about that. But we can answer that question as4792we move forward.4793    Mr. Shreve. Thank you. I yield back then.4794    Mr. Rouzer. Mr. Figures.4795    Mr. Figures. Thank you, Mr. Chair, and thank you guys for4796holding this hearing. And thank you all for bearing with us4797here. I know it is tough to grind it out with us more junior4798members on the committee sitting here. So thank you, guys. And4799happy birthday to you, Mr. Hanson.4800    And before I go any further, Ms. Chase, my T&I staffer is a4801proud, proud graduate of Rutgers. So shout out to you and4802Iyanla--here she is. What I see as some of the more avoidable4803safety issues on our highways have to do with construction zone4804crashes and crashes involving semi-trailers.4805    So can we just kind of go down the line and you let me know4806in roughly, I guess, 30, 45 seconds each what you guys are4807seeing in terms of trends with fatalities in construction zones4808in your respective areas.4809    Starting with you, Mr. Willox.4810    Mr. Willox. Thank you, Representative. So in our county4811road environment, a lot of times we are dealing with the gravel4812roads and blades, so we have increased our pilot cars and our4813flagging because of the volume of traffic that we have there.4814Sorry, I am getting feedback.4815    So we have--earlier I mentioned in our area we have a lot4816of drivers that are not native to our area. They have come from4817out of State, some from out of country. So we really had to4818increase our awareness on the roads to reduce that. On our4819gravel road, you are dealing with a blade that is taking up4820most of the road. So we are stopping traffic, trying to be4821aware of that. We have more incidents, not in work zones, to be4822honest, because we have tried to do a good job of labeling4823those, but they are definitely an issue around the county and4824more expertise down the line.4825    Mr. Hanson. Mr. Chair and Members, if we look at the4826national stats, work zone crashes are trending down slightly.4827However, what I can tell you on my personal experience is when4828they do happen, they are horrific. Because there are a lot of4829things, especially when they involve a commercial vehicle. And4830we have had some challenges with that.4831    I think one of the biggest things that we can look at to4832continue to improve that is some of the in-vehicle technology4833we have talked about. That automatic emergency braking. Things4834like that. But I think we can also look at better ways to4835inform drivers about what they are about to encounter, using4836digital alerting systems, and different avenues like that to4837actually get that warning into the cab and not just make that a4838stationary sign on the side of the road. So I think there are4839ways we can continue to improve those.4840    Ms. Norman. Thank you so much for that question. Very4841personal to me with 127 team members across Oklahoma that work4842in those work zones every day. I would say that what we see4843personally is an increase in distracted driving and the lack of4844awareness of slower work zone speed limits. We have had recent4845incidents where despite the number of devices that are placed4846to the Federal and State standards, drivers are still for4847whatever reason distracted or otherwise coming into and4848intruding into our work zone where our workers are standing and4849working and performing their job every day.4850    And so a continued investment into HSIP is so vitally4851important because we need to continue to lean into the new4852technologies that are there in cab, as had been mentioned,4853alerting drivers that there are workers on the roadway as well4854as new technologies roadside that we can use to protect our4855workers in forms of barriers and items such as that.4856    Mr. Figures. Ms. Chase, you can just take the balance of4857the time.4858    Ms. Chase. Thank you. I think that, in addition to what was4859said by everyone else--which I agree with because a4860construction zone basically is a person's workplace in the4861road, and they are exposed, and they need to be protected.4862    So, as I mentioned earlier, automatic emergency braking4863with pedestrian detection will help that. If a car is careening4864toward a construction zone, as has happened, the car will stop4865itself if the driver doesn't do that. So we need to be4866improving AEB to address different types of scenarios like4867that. So we need to improve construction zone safety as well as4868vehicle safety in order to make those areas safer for the4869workers.4870    Mr. Figures. Thank you. I yield back.4871    Mr. Rouzer. Mr. Collins.4872    Mr. Collins. Thank you, Mr. Chairman.4873    Ms. Norman, I want to give you a little bit of who I am4874first. I am in the trucking business, and I like to tell people4875that especially when we are having meetings like this, because4876my office and my employees' office is not inside a building. We4877make our living out there on the highway and on the4878interstates. And I can assure you that 99.99 percent of the4879trucking companies out there want to be the safest and be the4880best on the road. We want to get home to our families as well4881as everybody else.4882    And, last summer, I had the opportunity to tour Sunbelt's4883asphalt plant in my district, and then we went out to a work4884zone. And I actually did a safety video that we released out4885there to help people understand how important it is, because we4886want those people to get home safely, too. And if you just take4887a look at, say, 2023, there were over 42,000 workplace4888accidents that happened in work zones. There were over 1,0004889people that were out there trying to improve our roads and4890build them that died in 2023. So we need to take a hard look at4891what we can do.4892    And I guess my question is, what can we do as a committee4893with the next highway reauthorization bill to support State4894efforts on work zone safety? I mean, are there certain4895educational or enforcement efforts that we might can get behind4896and support?4897    Ms. Norman. Well, thank you so much for that question. I4898would echo that the States are doing a wonderful job of raising4899awareness. They each have work zone awareness programs that are4900making a difference. And I think this committee can continue to4901support that and support the States in doing that, and it does4902make a difference. Our workers do need to be--they are a4903vulnerable road user that is often overlooked.4904    Mr. Collins. Yes, ma'am.4905    I can't read it. Is it Mr. Wilcox?4906    Mr. Willox. Willox. Yes.4907    Mr. Collins. Willox. I was listening to your testimony4908talking about rural roads there, and it is something that has4909bothered me. I live in a very rural section. But,4910unfortunately, Google Maps found our road, and we have a lot of4911traffic that comes down that road now. And the first time they4912will come down through there, they will be nice about it, but4913then as recently as over the weekend, I saw a vehicle pass a4914vehicle. Now, we have got kids that play on the road, even4915though we are only one of three houses on there.4916    What are some suggestions that can be done? I have even4917asked for speed bumps to be put on our road, but you can't do4918that because, from what I understand, 911 may need to come down4919through there.4920    But I don't know if you offer any or, Mr. Hanson, if you4921all have any suggestions on how you might can look at these4922rural roads and the way Google or the maps--you don't want to4923just say Google--the maps that have put you on the map.4924    Mr. Willox. Thank you for that. And I laugh a little bit4925because we love the mapping service, but it now has opened up4926areas. When roads are closed, we have had to pull trucks out of4927places they never should have been because the map says they4928are open.4929    It is about driver's education and appropriate--not through4930traffic--you can only do so much to educate a driver. If a4931driver is not going to be smart, nothing we do is going to4932change that. We try to do it at the front end.4933    But I think it is the working with--our State DOT is4934actually trying to work with some of the mapping companies so4935when roads are closed, we also close the county roads so that4936people don't get in unsafe situations in bad weather.4937    Mr. Collins. Right.4938    Mr. Willox. For your situation in the normal weather, it is4939education and signage is the most we can do.4940    Mr. Collins. And law enforcement.4941    Mr. Hanson. And I would just add to that. Going back to4942that toolbox that we can draw from, the first tool that is4943effective is traffic law enforcement.4944    Along with that, education and outreach as well as things4945like dynamic speed signs that draw people's attention to how4946fast they are going. And it is not just on their dash. It is on4947that flashing speed sign that they are going by on the road.4948They have proven to be effective. How long that effect lasts--4949you have got to move those things around so they don't become4950noise. But the enforcement component can't be forgotten.4951    Mr. Collins. Thank you. I just want to make one last4952comment as someone who runs a little over 100 trucks out there.4953I have tried those automatic braking systems, and we pulled4954them. They are not fail-proof. If you are ever in a truck doing495565 miles an hour down the interstate, loaded 80,000 gross, and4956all of a sudden your truck just slams on brakes and you don't4957know anything about it and there is no reason except for the4958bridge ahead or the construction flashing sign, then you will4959understand that these things are not foolproof, and we don't4960need these mandated until they are because the car behind you--4961they don't know what you just slammed on brakes for either,4962regardless of the fact you may be hitting the windshield or the4963steering wheel. So they are not foolproof, and people don't4964understand that these things actually are hurting more than4965they are helping right now.4966    Thank you, and I yield back.4967    Mr. Rouzer. Mr. Stanton.4968    Mr. Stanton. Thank you very much, Mr. Chairman. Thank you4969for all the witnesses for testifying today.4970    I am heartened that the last two Congress Members, both4971Democratic and Republican, have focused in on roadway safety4972for those who work in the roads--construction workers, first4973responders, towers, et cetera--and I want to harp--talk about4974that as well as part of my questions here today. I think you4975are going to hear that is a bipartisan priority for this4976committee.4977    So I do want to talk about three things today. A tragic4978issue in my State of Arizona is wrong-way turns. I want to talk4979a little bit about Native American communities and the4980disproportionate increase in crashes on the roads in our Native4981American communities and highway safety for our first4982responders.4983    The rate of highway fatalities has declined in recent4984years, but we are still above prepandemic levels. In fact,4985Arizona's highways often come up in rankings as some of the4986most dangerous in the country. A persistent problem that we4987have in our State is wrong-way crashes, especially on our4988freeway system. There were more than 51 wrong-way crashes last4989year, 9 of which were fatal.4990    To address this, the Arizona Department of Transportation4991and the Maricopa Association of Governments--which I was4992fortunate to chair when I was mayor of Phoenix--invested more4993than $4 million in thermal cameras along Interstate 17, an4994interstate that crosses both urban and rural areas in Arizona.4995These cameras catch wrong-way turns when they occur and they4996prompt ``wrong-way vehicle ahead'' alerts on message boards4997above the freeways.4998    This is not going to stop the behavior that causes the4999wrong-way turns--driving under the influence, distracted5000driving, et cetera--but it does give other drivers on the road5001the opportunity to get out of harm's way, shift to the right5002lane, or exit the freeway. These safety improvements, they are5003an ounce of prevention for a pound of cure.5004    Mr. Hanson, as part of the Governors Highway Safety5005Association, you discussed in your testimony how section 4025006funds, State Highway Safety Grants, should be given more5007flexibility to allow for State and local innovation. I couldn't5008agree more. Could you talk a little bit about how you could see5009these funds helping places like Arizona with its wrong-way5010driver issues?5011    Mr. Hanson. Mr. Chair and Members, thank you. A great5012question. And Arizona is not alone. I talk to my partners5013across the country. Wrong-way drivers on our freeway system is5014a growing and, quite honestly, a very scary problem because5015those are high-speed collisions when they do occur.5016    The technology that you mentioned in Arizona--certainly, I5017think this is where the behavior part and the infrastructure5018part come together, and anything we can do to help support our5019infrastructure partners on this is going to be a step in the5020positive direction. So I am familiar with the thermal imaging5021cameras, but there is also emerging technology in the5022telematics arena that we can leverage as well for real-time5023reporting and tracking of that wrong-way driver.5024    And so, as technology continues to develop, I think there5025is some hope on the horizon to prevent these things, but I5026also--as a trooper, some of the scariest calls that you got5027were those wrong ways because you just never know where you5028were going to find them and how they were going to react to5029that. So the more information we can get out there early, the5030better.5031    Mr. Stanton. Thank you for that.5032    Ms. Norman, in your testimony on behalf of the American5033Traffic Safety Services Association, you cite some shocking5034statistics. Native American children face a traffic crash death5035rate eight times higher than others. Native American adults5036face crash death rates seven times higher. This is completely5037unacceptable.5038    What can we do about this situation? There are provisions5039in the Bipartisan Infrastructure Law focused on highway safety5040for Tribes and Tribal communities. What do you think has been5041most helpful, and what can we do to focus more attention and5042resources on Tribal road safety?5043    Ms. Norman. Thank you so much for that question. We want to5044first thank you for your continued focus on Tribal road safety5045and the increase in the Tribal Transportation Program and the5046safety set-aside within that program. They were great steps5047forward.5048    My business had the opportunity to install lifesaving5049devices such as improved pavement markings, guardrails, and5050rumble strips in an effort to eliminate roadway departures and5051the crashes that come from that.5052    And so, as we have seen with HSIP, those corresponding5053fatality numbers come down. That investment in safety works.5054And so we just want to ask that Congress continues to place a5055focus on Tribal roads and ensure that those safety funds get to5056the communities that need it.5057    Mr. Stanton. All right. In my State, that is critical. We5058are so blessed to have over 20 federally recognized Tribes.5059    Finally, a similar issue that was mentioned by my5060colleagues on both the Democratic and Republican side about5061road safety for our first responders; 1,600 emergency5062responders have been struck and killed while outside of a5063disabled vehicle since 2015.5064    Mr. Hanson, can you discuss opportunities before DOT to5065make meaningful improvements to roadway safety by embracing5066safety innovation? You may be seemingly asked the same question5067over and over, but that is because it is a priority for all of5068us on this committee.5069    Mr. Hanson. Traffic incident management and training and5070adherence to best practices in traffic incident management is5071how we mitigate that risk. If it is properly implemented, it is5072a risk reduction tool. The less time our first responders spend5073on the side of the road, the less risk of them getting hit.5074    Mr. Stanton. Thank you very much. I yield back.5075    Mr. Rouzer. Mr. Johnson.5076    Mr. Johnson of South Dakota. Mr. Hanson, I think I heard5077you say earlier that 10,000 people a year die on the roads5078because of impaired driving. Is that right? Did I hear that5079right?5080    Mr. Hanson. Mr. Chair and Members, at least 10,000.5081    Mr. Johnson of South Dakota. Yes. At least 10,000. It is5082remarkably sad.5083    My State, South Dakota, in 2005, pioneered the 24/75084program. Rather than put people who have a problem with5085addiction--alcohol addiction--rather than put them in prison,5086they try to hold them accountable and get them healthy in their5087community.5088    For those who don't know, this is--you wake up in the5089morning, you go down to the sheriff's office, you blow a PBT,5090you go about your day. At the end of the day, you come again.5091It is remarkably effective because it is an accountability5092mechanism. People know they cannot drink. And this goes on for5093a series of months. It changes their behavior. It has a 99-5094percent success rate. And even after they are off the program,5095the recidivism rate for those on the program is much lower than5096it is for those who do not participate in the 24/7 program.5097    My act, the SOBER Act, would expand the reach of that kind5098of program by incentivizing other States to set up something5099similar. So any reaction to that program? Are you aware of5100literature that does indicate it is successful either in South5101Dakota or in other States?5102    Mr. Hanson. Mr. Chair and Members, this is a great topic5103because I think it is the emerging thought line when it comes5104to dealing with impaired drivers and reducing that recidivism.5105In Minnesota, we face a 40-percent recidivism rate. Four out of5106ten will reoffend.5107    Programs like 24/7 Sober that I am familiar with in South5108Dakota--I believe North Dakota, also--very successful. It is5109also very closely linked and related to our DWI court program5110and to intensive supervision and screening for those who find5111themselves arrested after making that fateful first choice. And5112so it is a solid program with a proven track record, and it5113does bear looking at from any perspective, really.5114    Mr. Johnson of South Dakota. And one of the things that I5115like about it--again, it works. That matters. If it didn't5116work, everything else--I am not sure anything else matters.5117    But when you put people in prison, all too often, of5118course, they are going to lose their job. All too often, they5119are going to lose their family. They are going to lose a lot of5120these really important connections that are going to help them5121stay clean once they get clean. 24/7 allows that treatment to5122take place in the community, allows them to be held5123accountable, to have those accountability mechanisms in the5124community.5125    What about other programs? What else has worked to reduce5126impaired driving?5127    Mr. Hanson. Well, certainly, high-visibility enforcement. I5128couldn't ignore that. When I started in law enforcement--I will5129date myself in the early to mid-1980s--over 50 percent of the5130fatalities that we attended were alcohol-related. In Minnesota5131now, we are riding at about 30 percent. So the enforcement and5132high-visibility events have certainly contributed to that.5133    But I think, beyond that, addressing the underlying issues5134that lead to either substance abuse disorder or addiction or5135these repeat offender problems that we have. The 24/7 program,5136the DWI courts, the quick intervention program where somebody5137is screened for not only chemical issues but mental health5138issues when they come in for that first court appearance so5139that the proper and customized recovery program can be built5140for them. These are the keys.5141    A one-size-fits-all doesn't work for impaired driving, and5142as we stare down at an increasing drug-impaired driving issue5143across the country, this is going to become more critical.5144    Mr. Johnson of South Dakota. And I would say to my5145colleagues, part of the reason so many of us on both sides of5146the aisle like federalism is that it gives us 50 laboratories5147of democracy to try to figure out how do you keep those roads5148safer. How do you save lives? How do you get people clean?5149    And, in South Dakota, we have a laboratory of democracy5150that has developed an evidence-based mechanism that really5151works, and I would call my colleagues' attention to the SOBER5152Act. This is an opportunity to add rocket fuel to those State-5153based efforts. Let's get people clean. Let's save lives.5154    With that, I would yield back.5155    Mr. Rouzer. The gentleman yields back.5156    Mr. Carbajal.5157    Mr. Carbajal. Thank you. I will just say to my colleague5158who spoke earlier: And then there are some of those labs that5159are way underperforming.5160    Having said that, Mr. Willox, more than half of the States5161have established a State Infrastructure Bank. My understanding5162is that Wyoming is one of those States. From your perspective,5163how have infrastructure banks helped cities meet their5164infrastructure needs, and if there was a Federal infrastructure5165bank, how can we model this to anticipate some of the future5166needs in transportation?5167    Mr. Willox. Thank you. Grants are an important part of how5168you can do the big projects. And so, through Wyoming, it works5169through what we call our SLIB, which is a grant program, and5170the five statewide electeds help manage that. What we need is5171that combination of grants for big projects and direct funding5172for regular projects. If we don't have the eligibility and the5173ability to go after grants that can help us with the large5174projects, many small, underpopulated, or underfunded counties5175won't have the opportunity to do those projects that are larger5176in scale that can be funded through that grant method.5177    So it can work. Again, flexibility is the key. We can't5178have the box too small. The box needs to be flexible enough to5179work for New York and Wyoming and Florida and California.5180    Mr. Carbajal. Thank you. Mr. Willox, counties and local5181governments are major owners of our Nation's transportation5182system, owning about 45 percent of all public roads. While the5183Bipartisan Infrastructure Law created additional funding5184opportunities, it caused an issue that I hear from my local5185stakeholders, is that they would like more certainty in Federal5186dollars that they are eligible for.5187    Can you talk about the advantages and disadvantages of5188creating a dedicated funding source to directly allocate5189resources to local governments for the improvement and5190maintenance of local roads and bridge infrastructure?5191    Mr. Willox. Well, thank you. Again, and it goes back to we5192need both. Direct funding is wonderful, but if you are a small5193county with a small population, the formulistic number is going5194to be smaller. A blade costs a half a million dollars now. If5195the formula gives you $100,000, that is still 5 years to gather5196it up.5197    So direct funding is always valuable. Consistent funding is5198valuable. But between continuing resolutions and priority5199changes between the five administrations that I have been5200around and nine Congresses, there is some uncertainty there.5201But I think the blend is what is important. We want grants for5202the larger projects and direct funding for that regular5203maintenance and ongoing activities.5204    Mr. Carbajal. Thank you.5205    This question is for the whole panel. My office just met5206with one of our local MPOs for my district, and we discussed5207the uncertainty of this administration's repeated directives5208instructing the Transportation Department to freeze critical5209Federal dollars. From talking to other stakeholders in my5210district, I know that these actions have created chaos5211throughout the Federal Government and uncertainty for the5212communities and industries that rely on Federal programs.5213    Today, I am interested in hearing from you. Can you each5214talk about how uncertainty in Federal funding and project5215delays caused by funding freezes impacts the organizations you5216represent?5217    Mr. Willox. Thank you, Representative. I think it goes back5218to my last question. Uncertainty is built into the system. It5219is a political system. In my time, we have seen uncertainty5220from administrations. We have seen uncertainty from Congress.5221CRs create as much uncertainty as anything.5222    So we are used to it. We would love to have certainty all5223the time, but it seems like every 2 or 4 years, there is some5224uncertainty built into the system, and we will deal with it.5225    Mr. Carbajal. Thank you.5226    Mr. Hanson.5227    Mr. Hanson. Any pause in the funding that we depend on in5228the State Highway Safety Offices potentially could have a5229negative impact on traffic safety. We would just simply ask5230that, in the event that there is some type of a pause, that the5231issues or concerns are quickly identified and that the funding5232stream is restored.5233    Mr. Carbajal. Thank you.5234    Ms. Norman.5235    Ms. Norman. Thank you. That is a wonderful question.5236    In my experience as a small business owner, I can tell you5237that it affects us very directly. When there is uncertainty5238with funding, projects are often halted. If you can imagine, as5239someone who has orange devices out on the roadway, anytime that5240that funding is halted, those devices have to remain in order5241to keep the traveling public safe.5242    And so when we have those uncertainties, that is a very5243small example, but a more large example would be we have to5244make million-dollar investments into equipment to be able to5245provide these lifesaving infrastructure projects, and we cannot5246confidently do that when we have funding freezes and things5247like that. And so ATSSA is looking forward to working together5248to everyone come together to make sure that we have long-term,5249stable funding for these lifesaving projects.5250    Ms. Chase. Advocates for Highway and Auto Safety does not5251receive any Federal grant funding. However, I agree with what5252Ms. Norman just said, that the stability to safety grant5253programs is essential, especially at a time when our roadways5254are experiencing historic highs in fatalities and injuries.5255    Mr. Carbajal. Thank you very much. I am out of time.5256    Mr. Chair, I yield back.5257    Mr. Rouzer. Mr. Knott.5258    Mr. Knott. Thank you, Mr. Chairman.5259    Members of the panel, thank you for being here. I wish I5260had more than 5 minutes. This has been very interesting and5261stimulating.5262    Mr. Willox, I want to start with you. Coming from North5263Carolina, there is a lot of need in my district where we are5264the proverbial smalltown America that is receiving dozens and5265dozens every day of people moving out of the bigger cities into5266these local communities. And I want to touch on a point that5267you raised earlier, the need to streamline the delivery of5268dollars and real results to the taxpayers to these programs.5269    And if you could just, I would say, identify what the main5270issue is with the delays, with the inefficiencies in the5271system, and how we could address that so that the taxpayers get5272a more immediate return on the investment that we send out for5273transportation.5274    Mr. Willox. Yes. Thank you. In my 19 years, permitting has5275always been an issue.5276    In the West, a lot of--a huge Federal presence is going to5277be different than in your--but if you are dealing with an5278existing right-of-way--so a lot of what we do is nonvirgin5279territory--the ability in permitting should be relatively easy5280so that you can improve an existing road, whether it is safety5281or widening, and that isn't uniformly accepted. Under NEPA5282categorical exclusions, broadening that would be helpful. BLM5283enforced different administrations have different focuses on5284different things.5285    And then if you are doing grants--and Mr. Hanson wrote to5286it--if you are going to apply for a grant, let's make it5287simpler and easy to comply with. Application is easy. It is5288actually when you get the grant that is harder. So anything we5289can do to simplify that and make it easier to do would be5290valuable.5291    Mr. Knott. Would you say that the issues arise from5292overlaying or overlapping regulations, or is it inefficiencies5293within the delivery system? How would you pinpoint the root5294problem?5295    Mr. Willox. Yes. It is a little bit of everything.5296Sometimes it is overlapping jurisdictions. Sometimes it is just5297the boxes you have got to check to get through. I wish there5298was a simple answer, and that is why it is not easy to5299simplify.5300    But we have to trust our local government partners. And if5301we don't trust them, then say that, but don't say we trust you5302and then make you jump through 15 hoops. Trust local5303governments. We are elected to represent our people and be good5304stewards of taxpayer dollars.5305    Mr. Knott. Right. It seems like the perverse incentive is5306it consolidates all of the approvals in Washington, and then5307there are all types of justifications for the delay at the cost5308of local needs and certainly towns like North Carolina.5309    I also want to talk to you just briefly about disaster-5310related needs to rebuild. If you could pinpoint any kind of5311solution to--if there is a disaster that wipes out a road, how5312can we better deliver a federally funded recovery project in5313those instances?5314    Mr. Willox. Fortunately, I haven't had to deal with one5315directly, but all the recent instances have made us think more5316about it.5317    I think the key is to make sure we don't have to jump5318through too many hoops so we can be quick. Speed is what is5319important. Accountability is important. But you can't do it5320without Federal dollars. We need those Federal dollars when a5321disaster hits a county.5322    So we need the flexibility to implement it without jumping5323through too many hoops. Waivers of some of the requirements so5324you can sole-source when necessary without doing the bidding.5325And some of that exists, but it is a challenge to blend that.5326You generally get the State involved. But continue to make5327those funds available and allow the flexibility and speed to be5328able to respond.5329    Mr. Knott. Great.5330    Mr. Hanson, just briefly, in regards to the last, I would5331say, 5 years, there has been a fairly unprecedented assault on5332law enforcement, on local law enforcement especially. What5333effect has that had on road safety and the ability to protect5334the roadways?5335    Mr. Hanson. Thank you for the question.5336    And, Mr. Chair and Members, it has had a negative effect.5337Law enforcement is taxed in ways that I could never imagine5338when I worked in the field. Agencies are critically5339shortstaffed, and when they are critically shortstaffed,5340oftentimes, the first thing that gets cut is that traffic unit.5341911 calls have to be answered. I get that. But traffic5342enforcement and traffic safety activity is as much a part of5343any public safety strategy as policing is.5344    And so we need to continue to rebuild the ability for5345agencies and the ability for communities to understand why5346traffic safety is important.5347    Mr. Knott. Thank you.5348    Mr. Chair, unfortunately, I am out of time. I yield back.5349    Mr. Rouzer. Mr. Kiley.5350    Mr. Kiley of California. Thank you, Mr. Chair, and thank5351you for holding today's hearing on a vitally important topic5352that probably doesn't get the amount of attention that it5353deserves when you consider the fact that we still have 40,0005354fatalities on our roads every year.5355    This is one of the leading, if not the leading, cause of5356preventable deaths in this country. These are tragedies that5357strike folks of all backgrounds, of all ages, and happen5358suddenly and cause cascading amounts of grief for those who are5359close to them. So it should be an absolutely leading priority5360of this committee and of our Government at all levels to do5361everything possible to reduce these tragedies.5362    And I was reading through all of the testimony for today's5363hearing, and there is a lot of great work being done by your5364various associations. I was a little surprised that autonomous5365vehicles were barely discussed at all, maybe a couple times in5366passing.5367    I believe a couple of the witnesses mentioned that there5368will continue for the foreseeable future to be a mix of levels5369of autonomous vehicles or levels of autonomy within vehicles5370that are on the road, which is undoubtedly true, but I would5371think that for a hearing that is focusing on safety, this would5372be a little more of a focus given the clear evidence that we5373see right now that those autonomous vehicles that are on the5374road are indeed improving safety.5375    For example, Waymo--which has been operating in San5376Francisco and Phoenix for some time--recently started operating5377in Los Angeles and is expanding, I think, to three other areas5378in this coming year. Data shows that in over 33 million miles5379driven in Phoenix and San Francisco, the Waymo vehicles have5380had 81 percent fewer airbag deployment crashes, 78 percent5381fewer injury-causing crashes, and 62 percent fewer police-5382reported crashes. There was a study done by an insurance5383company that found that, with Waymo autonomous vehicles, there5384were 88 percent fewer property damage claims and 92 percent5385fewer bodily injury claims.5386    Likewise, Tesla is probably the other leader in this space5387and has what it calls its full self-driving capability that is5388available for a fee to millions of Tesla owners and has been5389improving quite rapidly recently. Their data shows that there5390is one crash per 7.08 million miles driven. Actually, that is5391just with autopilot engaged, which is about 10 times more miles5392driven per accident as folks who are driving unassisted.5393    And keep in mind that this is the worst the technology is5394ever going to be. It is iterating rapidly. It is going to get5395better. It is going to get safer, and it holds the vast5396potential to reduce the number of fatalities on our road to5397really minimal levels.5398    So I guess my question then--and I will just throw this out5399to any witness who would like to answer it--is, shouldn't5400encouraging the adoption of autonomous vehicle technology for5401more drivers--especially as the technology improves--not just5402be one facet of our transportation planning but really be a5403major imperative of U.S. transportation policy?5404    Ms. Chase. Thank you for the question. I will take the5405first shot at it.5406    Advocates supports proven technology, such as automatic5407emergency braking and other advanced driver assistance systems,5408that we know--based on research from the Insurance Institute5409for Highway Safety, the National Transportation Safety Board,5410and others--will, in fact, save lives. While I agree with you5411that autonomous vehicles are improving, based on the research5412that we have seen, it is still a small comparison compared to5413the larger driving set of how much people are driving on the5414roads.5415    So, while we see promise, we want to make sure that the5416promises offered are delivered, and we believe the way to do5417that is through transparency, accountability, and regulation.5418    Mr. Kiley of California. Mr. Hanson.5419    Mr. Hanson. Thank you for the question.5420    As my friend, retired Colonel Matt Langer, would put it,5421technology will eventually save us from ourselves. And we are5422getting there. Autonomous vehicles will eventually make an5423incredible difference on our roads.5424    I would agree that we are not quite there yet, and I think5425the thing that is lacking is that overall Federal guideline5426that everybody follows, much like the Federal Motor Vehicle5427Safety Standards as applied to connected and automated5428vehicles. That is the missing link that we really need to look5429at right now.5430    Mr. Kiley of California. Can you just expound a little5431bit--I know you are short on time--on what that should look5432like?5433    Mr. Hanson. I am sorry?5434    Mr. Kiley of California. Could you just expound a little5435bit on what that should look like?5436    Mr. Hanson. Much like if you look at the transportation5437system and the regulations that surround it, the National5438Highway Traffic Safety Administration and the Federal5439Government, they cover the vehicle part of it. The States then5440have their traffic safety laws. If you look at how traffic5441safety laws developed in the early part of the 19th century,5442every State had their own code. Many of them conflicted with5443each other.5444    Well, the Federal Government had to step in and develop a5445more uniform code that all of the States would abide by, and5446then the feds took over through NHTSA or whatever the body was5447at that time the design parameters and the safety parameters5448for the vehicles that use that infrastructure.5449    Mr. Kiley of California. Thank you. I yield back.5450    Mr. Rouzer. Ms. Gillen.5451    Ms. Gillen. Thank you.5452    Mr. Hanson, in New York, more than 30 percent of fatal5453crashes are alcohol-related, which is unacceptable. In 2023, on5454Long Island, more than 220 people were tragically killed in car5455crashes, and Nassau County has been the second deadliest county5456for car crashes in 6 of the last 10 years. Long Islanders5457should not have to take their lives into their hands every time5458they get behind the wheel.5459    As a law enforcement officer, what do you need to be able5460to increase safety and crack down on drunk and reckless5461drivers?5462    Mr. Hanson. I am sorry. I couldn't quite hear the last part5463of your question, ma'am.5464    Ms. Gillen. So what do you need from us to help us improve5465safety and crack down on drunk and reckless drivers on the5466road?5467    Mr. Hanson. The thing that will make the biggest difference5468for us is more flexibility, as Mr. Willox has commented on.5469More flexibility in the Federal 402 and 405 funds for us to be5470creative, to be innovative, and to be proactive.5471    The way I would describe it, for years, we relied on5472historic crash data. That is data that is collected after5473something bad has happened. Well, we are entering an age now5474where we have technology and we have data that we can harvest5475in real time that allows us to be much more proactive in5476preventing events from occurring in the first place.5477    So having that freedom and that flexibility to be5478innovative, to be creative, to color outside the lines, so to5479speak, is going to be critical for State Highway Safety Offices5480moving forward as we develop the next generation of5481countermeasures to make our roads safer.5482    Ms. Gillen. Thank you, sir.5483    Ms. Chase, in your written testimony, you spoke a bit about5484using roundabouts to improve the flow of traffic and also to5485enhance safety, and I was wondering if you could share--this is5486something my husband talks about roundabouts all the time.5487    Have you seen how--we have aging infrastructure in Long5488Island, but I would imagine it would be difficult to implement5489the use of roundabouts. Have you seen it successfully5490implemented in places where there was aging infrastructure but5491it was employed successfully?5492    Ms. Chase. Thank you for the question.5493    The Insurance Institute for Highway Safety, which is an5494organization we rely upon to do research, has found that5495crashes--injury crashes have been reduced up to 80 percent, and5496all crashes at intersections--and this is when you go from a5497stop sign or a red light to a roundabout--reduced by about 505498percent. So that is pretty remarkable.5499    But, with regards to aging infrastructure that you5500mentioned specifically, I don't have that data, but we would be5501glad to look into it. We strongly support roundabouts for that5502reason. It is a proven solution, and in addition to making the5503roads safer, it improves the efficiency of motorists.5504    Ms. Gillen. Thank you. I would love to get some information5505about successful implementation.5506    Ms. Chase. Glad to try to provide that.5507    Ms. Gillen. Thank you.5508    And, lastly, this could be for anyone. I was with folks5509just two nights ago who were talking about the shocking number5510of roadside workers who are killed each year. And what are some5511of the best ways that we, as Congress, can help reduce the5512number of fatalities and improve roadside conditions?5513    Ms. Norman. I would be glad to take that. Thank you for the5514question.5515    Again, one of the things that I think can be most important5516is that we can bring stakeholders together to talk about best5517practices, about what is working.5518    There are new technologies. One that we utilize is a5519telematics-based technology that we have on our vehicles when5520they are in an active work zone that is communicating to5521drivers and cab that there are workers on-site. There is a work5522zone ahead. It is audible. It is getting that attention. And5523that is something that we have implemented over the last couple5524of years, and it has given a great sense of security to our5525workers that we are taking another step to let people know that5526they are in their office on the side of the road.5527    Ms. Chase. If I could add to what Ms. Norman just said, we5528were pleased that, in the Infrastructure Investment and Jobs5529Act, the use of Federal grants were expanded for automated5530enforcement in work zone and construction zones because they5531had been widely effective in reducing crashes in those areas,5532and we hope that in the next reauthorization, it is expanded5533even further.5534    Ms. Gillen. Thank you. I yield back.5535    Mr. Rouzer. The gentlelady yields back.5536    Mr. DeSaulnier.5537    Mr. DeSaulnier. Thank you, Mr. Chairman. I want to thank5538all the witnesses.5539    Ms. Chase, I wanted to follow up and invite some of the5540other witnesses to comment on an earlier comment and exchange5541with one of my Republican colleagues.5542    So I am from the San Francisco Bay area. When I was in the5543legislature, I was very involved in being one of the first5544States to prohibit holding your phones, and I was always amazed5545that the compliance rate was as good as it was.5546    But with new technology, it always adds so much benefit.5547And a lot of my businesses in the area I represent are always5548very aggressive about their product, understandably, but5549getting it right so that you are not inhibiting innovation but5550you are making sure you are doing the right thing. We got it5551right in California, I think, with hands-free driving, but on5552the other hand, we were too lax, I think, on self-driving5553vehicles. So now we are trying to come back.5554    So my question to you and maybe Ms. Norman--if you have any5555insights, Mr. Hanson or Mr. Willox--what does the research show5556about peer-reviewed--looking at these kind of new technologies5557to make sure they are safe before we deploy them without5558overregulating the community? There is a sweet spot there that5559I think we are still struggling with.5560    Ms. Chase. Thank you for the question.5561    We have been watching San Francisco very carefully in terms5562of autonomous vehicles and have been really struck by the5563dangers that have been employed. The San Francisco fire chief5564has spoken about firetrucks being prohibited from getting to5565scenes. The police chief has spoken about the police officers5566not being able to get to a live shooting scene. This is what is5567being reported in the news by and large. So we are concerned5568that even more incidents are happening that we are not aware5569of.5570    We have always contended that autonomous vehicles need to5571have Federal safety regulations just like other cars. And I5572will just give one quick example. Right now, when a person goes5573to get a driver's license, they have a vision test, but right5574now, an autonomous vehicle--which will be doing the seeing and5575responding because there is no person--there is no minimum5576standard to make sure that the car can see, if you will. So5577that is just one quick example of regulation that we have been5578supporting.5579    Mr. DeSaulnier. Thanks.5580    Ms. Norman, do you have any comments?5581    Ms. Norman. Yes. Thank you.5582    I think one of the things that we would like to highlight5583of importance when we have the conversation about AVs and CAVs5584is that there is so much changing in work zones regularly. You5585have got lane changes throughout the day as contractors are5586doing their job building the road. And so we have to make sure5587that all the stakeholders are working together, and we look5588forward to being a big part of that with a work zone focus to5589ensure that those CAVs and AVs see our devices and our people5590and do not cause more harm.5591    Mr. DeSaulnier. Mr. Hanson, I want to throw in another5592question, if you could address briefly. I have a district that5593has very long commutes. A lot of our big employers in San5594Francisco like Salesforce have said they want to go to 3-day5595weeks.5596    So, with this push to get everybody back in the office, if5597you have any comments about that and safety because I have got5598people who drive an hour and a half, 2 hours both ways, and5599that affects safety. So any comments you might have, Mr.5600Hanson, because you represent a similar area.5601    Mr. Hanson. Certainly, as traffic volume--thank you--5602traffic volume increases, the problem on our road does5603increase.5604    What we saw in 2020 when COVID arrived and the roads5605emptied out--we fully expected to see a significant drop in the5606fatality rate. Well, in fact, contrary to historical data, we5607saw an exponential increase in the number of fatal and serious5608crashes that were taking place. And this was across the5609country, and it was really led by speed. And the way I have5610kind of put it out there before is there was a lot more lane5611space for folks to use and, quite honestly, to abuse.5612    And so the problem is some of those bad behaviors that5613manifested themselves at that time period have continued now,5614and even though our VMT or the number of vehicles on the road5615now is higher than it was prepandemic, we are still seeing5616people drive in extremely reckless ways.5617    Mr. DeSaulnier. Mr. Willox, any observations from NACo on5618either of the questions?5619    Mr. Willox. Well, in rural areas, we have always returned5620to work because you couldn't not. But I do think it is about5621the traffic and human behavior, and I do think Mr. Hanson was5622correct. There are times that people got lazy because there was5623less traffic on the road. So I think that is important.5624    I wanted to go back to autonomous vehicles. There is a big5625difference between rural autonomous vehicles. Our gravel road5626and autonomous vehicles are not--the standard has not been5627created for that and urban requirement is.5628    But let me give you another point that is interesting on5629autonomous vehicles. There has been discussion about going from56304-inch paint to 6-inch paint for autonomous vehicles and for5631visibility. That is 50 percent more paint that local government5632has to put on the road. There is a cost associated with the5633safety improvements needed not just for autonomous vehicles but5634that visibility, and we can't lose sight of that as we look at5635that technology enhancing and moving forward.5636    Mr. DeSaulnier. Thank you all.5637    Thank you, Mr. Chairman. I yield back.5638    Mr. Rouzer. Mr. Moulton.5639    Mr. Moulton. Thank you very much, Mr. Chairman, and I am5640going to start by saying how much I share your concern for road5641safety and improving road safety. It is an extraordinary number5642of Americans who die every year on our roads, many of them5643driving, many of them just simply trying to cross the street.5644    It sadly happened to a 5-year-old, an amazing girl in my5645district, who died in a crosswalk crossing right in front of5646her family, doing absolutely nothing wrong--in fact, doing5647everything right--but she was run over by a truck. So I want to5648talk about what we can do to improve road safety.5649    Ms. Chase, I know you have done a lot of work on this. The5650chairman mentioned the importance of police enforcement. I5651agree. We need to enforce the rules. We need to enforce the5652law. People should follow the law. The laws aren't just there5653to look good. They are meant to do something.5654    What about traffic cameras? Are they effective at5655enforcement?5656    Ms. Chase. Yes, they are. We support automated enforcement5657safety cameras both for red-light running and for speed because5658they have been proven by the Insurance Institute for Highway5659Safety to reduce crashes. So we strongly support them, and we5660urge Congress in the next reauthorization bill to expand the5661use of Federal funds so that localities can afford to use them.5662    Mr. Moulton. And how do traffic cameras compare to police5663enforcement in effectiveness?5664    Ms. Chase. Well, we consider automated enforcement as a5665supplement to law enforcement, not a replacement, because I5666think both are very important. As has been discussed earlier in5667this hearing, law enforcement efforts in terms of traffic5668safety have reduced. So we would like to see the effective use5669of law enforcement to enforce traffic safety laws back on the5670rise, and we would also like to see the use of automated5671enforcement.5672    Mr. Moulton. I agree with that. I have spoken to my local5673police chief about the importance of traffic enforcement, and5674he has shared with me some of the challenges that he has in5675just doing this duty.5676    But I also understand that, statistically, cameras are even5677more effective because everyone knows there is a camera there5678all the time. You don't have to see a police car. Is that not5679correct?5680    Ms. Chase. That is correct. It is very important that the5681automated enforcement systems are done properly because, if5682not, then there could be a backlash, and that has happened in5683certain areas. So we want to make sure that they are done5684effectively.5685    Our organization, together with GHSA and other5686organizations, put together a safety checklist for localities5687on how to implement automated enforcement systems safely, and5688that can be--I think that is widely available on the website.5689    Mr. Moulton. And I see a lot of nodding heads there. Is5690there anything that Mr. Hanson or Mr. Willox--you would like to5691add to this?5692    Mr. Willox. Thank you. NACo and counties are very diverse.5693We like that option of having those traffic cameras. That is a5694policy choice that sometimes gets a lot of pushback in local5695areas, but having that option available--we would absolutely5696love that chance so various counties can take advantage of it5697if available.5698    Mr. Moulton. Yes. I get that there is pushback because some5699people like to break the law, right? But the problem is when it5700results in deaths. It is one thing if you are speeding out in5701the middle of the desert and you might run over a jackrabbit,5702but if you might run over a 5-year-old kid crossing a street,5703it is a different story.5704    There is some new data that has come out on the5705effectiveness of no right on red. Now, I like turning right on5706red just as much as the rest of us. Sometimes it can get you5707home faster. But it is pretty easy to understand how, when you5708are looking left to see the cars coming, you might not be5709looking right in the crosswalk for someone crossing the street.5710    So the data is pretty clear, and yet the champions of5711federalism--the people who say that local communities should5712make their own decisions--the Republican Party is the one5713banning the enforcement of traffic cameras, banning no-right-5714on-red signs in Washington, DC, even though the data clearly5715supports the fact that when you ban these enforcement systems,5716you say to locals that you can't make your own decisions5717because a bunch of politicians from out of State are going to5718come and make them for you. For the 3\1/2\ days a week that we5719are here, more pedestrians are going to die.5720    I don't know about you, but that doesn't seem right to me.5721That doesn't seem like selfless service to the country. That5722doesn't seem like living up to your own principles and values,5723and it doesn't seem like making our roads safer.5724    Thank you, Mr. Chairman. I yield back.5725    Mr. Rouzer. The gentleman yields back.5726    The chairman recognizes Mr. Cohen for 5 minutes.5727    Mr. Cohen. I apologize for not hearing your remarks. I kind5728of tried to read them. I had Judiciary today, and that is a5729committee I have not paid as much attention to as I should have5730the last two terms because we had the aeronautics aviation----5731    Mr. Rouzer [interrupting]. I am not sure your microphone is5732on. Well, it is on. Bring it to you. There you go.5733    Mr. Cohen. There we go, I guess. Let me get my remarks, and5734we will get going.5735    Thank you, Chairman Rouzer and Ranking Member Norton.5736    Roadway safety is a national crisis. It is, and we have5737talked about it. Congress must act decisively in the next5738surface transportation reauthorization bill to implement5739lifesaving policies.5740    One of the things I have worked on has been Complete5741Streets. I am sure you all know Complete Streets reduces5742fatalities, makes people who are pedestrians and bicyclists or5743whatever they do--the little green things that look like Vespas5744or something, without motors--more safety when they are on the5745streets, and that is important, too.5746    Memphis has got a whole lot of pedestrian deaths, and it is5747so sad. We could fix that with planning, some better designed5748streets and walkways, et cetera, and pedestrian walkways. So we5749need to do things about that and help people. And we have had5750some declines in deaths, but 40,000 people died in motor5751vehicle crashes in 2023. That is motor vehicle. So that doesn't5752include all the pedestrian deaths of which there are thousands5753and thousands.5754    Proven solutions exist to help us try to reach the goal of5755zero roadway deaths. Well, that is not going to happen. If we5756can get it down to about one-half or one-third or whatever. We5757strive for that as a goal. Realistically, we will do what we5758can do.5759    We have got certain bills that I have introduced. The DOT5760Victim and Survivor Advocate Act to ensure crash victims and5761their families have a dedicated voice to transportation policy,5762and they should. This is a devastating thing to their families.5763They lose family members and never get over it, and they should5764have the right, and you can learn from them, and they can be5765the force that drives legislation that can save people's lives.5766    The Complete Streets Act--which I just discussed a little5767bit--designs roads to prioritize safety for all road users.5768    The School Bus Safety Act implements essential protections5769for our children such as seatbelts on schoolbuses. I have seen5770so many kids killed in crashes on schoolbuses, and seatbelts, I5771think, would save lives. I know there are problems with chairs5772that are 90 degrees and go back and all that, but the seatbelts5773work, and I think they would be helpful. I know there are5774battles between local governments that don't want to spend the5775money and the seatbelt people, et cetera, but the kids' lives5776are at stake.5777    The Stop Underrides Act--which came to me from a5778constituent whose child was killed when the car went underneath5779a truck--would prevent horrific underride crashes that claim5780the lives of too many Americans. So many cars can go under5781trucks. And I think my staffer is going to go crazy when I say5782this--she is not going to go crazy because she is a very stable5783and good woman--but Jayne Mansfield. As a child, I remember5784that. Underrides can be devastating and can kill people.5785    Additionally, the Bipartisan Infrastructure Law created5786critical programs, including the Safe Streets and Roads for All5787program, which has demonstrated local communities can reduce5788traffic fatalities when given the necessary resources.5789    I look forward to our discussion--which we have already5790had--on how Congress can further advance these critical safety5791initiatives in the upcoming transportation safety bill.5792    Thank you, and I yield back the balance of my time. Thank5793you.5794    Mr. Rouzer. The gentleman yields back.5795    Seeing no other Members that have not already spoken or5796wish to speak, the hearing for today--well, let me back up and5797let me just thank our witnesses for your great testimony. A5798very informative subcommittee hearing, and it wouldn't have5799been so without you and your contributions. So, thank you very5800much.5801    Seeing no one else, this concludes our hearing for today.5802The subcommittee stands adjourned.5803    [Whereupon, at 12:49 p.m., the subcommittee was adjourned.]58045805                       Submissions for the Record58065807                              ----------58085809Statement of the American Society of Civil Engineers, Submitted for the5810                      Record by Hon. David Rouzer5811                              Introduction5812    The American Society of Civil Engineers (ASCE) appreciates the5813opportunity to submit a statement to the House Committee on5814Transportation and Infrastructure's Subcommittee on Highways and5815Transit regarding the hearing ``America Builds: A Review of Programs to5816Address Roadway Safety.''5817    ASCE recognizes the Committee on Transportation and5818Infrastructure's prompt and thorough attention to the needs of the5819transportation system this year. This hearing is the committee's5820seventh of the 119th Congress and follows sessions focused on highways,5821rail, and maritime infrastructure. We appreciate this committee's early5822focus on infrastructure issues and the upcoming surface transportation5823reauthorization bill. Passing comprehensive surface transportation5824legislation before the Infrastructure Investment and Jobs Act (IIJA)5825expires next September is a top priority for ASCE.5826    Founded in 1852, ASCE is the nation's oldest civil engineering5827society. ASCE represents more than 160,000 members of the civil5828engineering profession in 177 countries. As the professionals who5829design, construct, and maintain critical aspects of the transportation5830system, including roadways, ASCE welcomes the opportunity to offer5831perspective on the important subject of roadway safety.5832            ASCE's Report Card for America's Infrastructure5833    Every four years, ASCE publishes its Report Card for America's5834Infrastructure, which grades the nation's major infrastructure5835categories using an ``A'' to ``F'' school report card format. The most5836recent Report Card \1\, released in March 2021, evaluated 17 categories5837of infrastructure and reflected an overall ``C-'' grade. Roads received5838a ``D'' on the Report Card, while bridges received a ``C'', transit a5839``D-'', and rail a ``B''. The next Report Card will assess 185840categories and will be released on March 25, 2025.5841---------------------------------------------------------------------------5842    \1\ https://infrastructurereportcard.org/5843---------------------------------------------------------------------------5844                       Safety on America's roads5845    Safety is the guiding principle of the civil engineering profession5846and ASCE understands that transportation safety needs to extend to all5847modes of travel, including roads. Transportation safety is critical,5848and safer roadway systems can reduce loss of life, personal injuries,5849and loss of economic resources. ASCE supports a sustained effort to5850reduce crashes, fatalities, injuries, and property damage through5851improvements to highway system planning and operation as well as the5852implementation of safety improvement programs and technology.5853    Safety remains a significant issue on our nation's roadways. The5854National Highway Traffic Safety Administration (NHTSA) estimates 40,9905855people died in motor vehicle traffic crashes in 2023. Pedestrian5856injuries and fatalities are also high. Preliminary data indicates 7,3185857people were struck and killed while walking in 2023 \2\. This figure5858marks a decrease from the 7,737 pedestrians that were killed in 2022,5859but it is still 14.1% higher than the number of pedestrian deaths5860reported in 2019.5861---------------------------------------------------------------------------5862    \2\ https://www.ghsa.org/resources/Pedestrians245863---------------------------------------------------------------------------5864           Support for federal transportation safety programs5865    In any surface transportation reauthorization bill, ASCE asks5866Congress to support federal programs designed to improve the safety of5867the traveling public. As roadway use continues to grow, industry,5868federal, state, and local cooperation and funding are needed to5869preserve mobility while reducing the frequency and severity of traffic5870crashes. Moreover, ASCE believes safety efforts should include5871increased flexibility in federal-aid funding programs for high-priority5872highway safety improvement programs.5873    The Department of Transportation (DOT) oversees many programs5874focused on safety, and ASCE requests dependable, robust funding for5875those programs in the years to come. A few of those programs include:5876    1.  The Rural Surface Transportation Grant Program, which supports5877projects that improve surface transportation infrastructure in rural5878areas by increasing connectivity, improving safety, and generating5879regional economic growth. Traffic safety is a particular concern in5880rural areas. Challenges with rural roads include a lack of safety5881features, such as rumble strips, ample shoulders, recoverable slopes,5882and lighting, and a lack of quick access to emergency medical care.58835884    2.  The Rebuilding American Infrastructure with Sustainability and5885Equity (RAISE) program, which funds projects with local or regional5886impacts across various modes, including roads, rail, transit, and5887ports. Since 2009, Congress has provided DOT with 15 rounds of5888competitive grants totaling nearly $14.4 billion \3\. These grants have5889helped 1,096 projects in all 50 states, the District of Columbia,5890Puerto Rico, Guam, and the Virgin Islands.5891---------------------------------------------------------------------------5892    \3\ https://ops.fhwa.dot.gov/freight/infrastructure/tiger/58935894    3.  The Safe Streets and Roads for All (SS4A) program, which funds5895regional, local, and Tribal initiatives to prevent roadway deaths and5896serious injuries. Since Fiscal Year (FY) 2022, the SS4A program has5897provided $2.9 billion in funding to over 1,600 communities in all 505898states and Puerto Rico. These awards are expected to improve roadway5899safety planning for about 75% of the nation's population, including5900---------------------------------------------------------------------------5901communities in rural areas.59025903    4.  The Railroad Crossing Elimination Grant Program, which funds5904highway-rail grade crossing improvement projects. Just as people use5905various modes of travel to reach their destinations, roadway safety5906involves other sectors of transportation infrastructure. Highway-rail5907grade crossings--the intersections where roads cross railroad tracks at5908grade--can be particularly hazardous. The Federal Railroad5909Administration reports that, nationally, more than 2,000 incidents and5910200 fatalities occur at grade crossings each year. This program funds5911life-saving efforts to separate grades and relocate tracks.5912Additional recommendations for a surface transportation reauthorization5913                                  bill59141. Funding for infrastructure investment5915    Besides support for key safety programs, such as the initiatives5916highlighted above, ASCE urges Congress to provide adequate funding for5917infrastructure investment in the next surface transportation5918reauthorization bill. Recent federal legislation, such as the5919Infrastructure Investment and Jobs Act, set a new standard for5920investment in surface transportation. However, a funding gap to fully5921address our nation's transportation needs remains, and ASCE requests5922that Congress at least maintain investment levels set by the IIJA.5923    The IIJA has resulted in many tangible benefits to the5924transportation system. Since the law's enactment in November 2021, the5925IIJA has directed $591 billion to over 72,000 projects \4\. These are5926projects to improve safety on roads and at railroad crossings,5927accelerate the movement of goods at ports, and increase connectivity in5928rural and under-resourced communities. In short, the IIJA has funded5929projects that not only protect human lives, but also spur economic5930activity.5931---------------------------------------------------------------------------5932    \4\ https://www.transportation.gov/briefing-room/big-deal-biden-5933harris-administration-nears-close-history-making-progress-continues5934---------------------------------------------------------------------------5935    Transportation funding should involve a continuation of traditional5936user fees, such as federal and state motor fuel taxes, while5937transitioning to more sustainable innovative user fees, such as5938alternative energy vehicle fees and road usage charges. Funding for5939roads and bridges relies on the Highway Trust Fund (HTF), which is5940supported by motor fuel tax revenue. The federal motor fuel tax rate of594118.4 cents per gallon for gasoline and 24.4 cents per gallon for diesel5942has not been raised since 1993. Due to the growth in construction costs5943and the increasing fuel efficiency of vehicles, the purchasing power of5944the HTF has declined precipitously over the years.5945    Vehicles, navigation systems, safety mechanisms, and roadway design5946techniques have all made their way into the 21st century. Funding for5947infrastructure should transition to reflect the current transportation5948system. ASCE recommends innovative user fees that align with the ``user5949pay'' principle, which is based on the idea that people who use5950roadways should bear the costs associated with them. Innovative5951financing techniques can benefit infrastructure development by better5952leveraging available resources to deliver more capital. They can also5953play a major role in delivering projects and public benefits sooner5954than conventional methods. However, financing by any technique does not5955supplant the need for adequate user fees or other sources of revenue to5956pay for projects.59572. Operations and maintenance5958    Congress should support state- and local-level transportation asset5959management plans that link asset management efforts to long-term5960transportation planning and incorporate the use of life-cycle cost5961analysis. Life-cycle cost analysis, which helps raise awareness of the5962full cost of infrastructure, can help transportation professionals make5963well-informed operations and maintenance decisions. Using life-cycle5964cost analysis to evaluate operations, maintenance, repair, and energy5965costs can help with the overall cost-effectiveness of the project.5966    One key component of judicious infrastructure decisions is5967accurate, updated data. Thoroughly collected and promptly reported data5968guides infrastructure owners on when and how to distribute valuable5969resources to maintain their roads and bridges. ASCE would like to5970suggest the incorporation of a provision included in the Rail Bridge5971Safety and Transparency Act (H.R. 9998/S. 4954) that proposes a bridge5972inspection report database. This bill, which was introduced last year,5973calls on the Department of Transportation to develop a database of5974bridge inspection reports received from railroad carriers. ASCE5975believes this provision would promote transparency and increase the5976safety of these critical structures.5977    ASCE also recommends Congress consider the Bureau of Transportation5978Statistics' (BTS) work to provide local government agencies with data5979tools to support infrastructure decisions. The IIJA directed BTS to5980conduct outreach and identify the data needs of local government5981officials to make informed decisions about infrastructure investments.5982It also called on BTS to create a work plan to develop relevant data5983analysis tools for infrastructure investments in rural and urban5984communities. In the upcoming surface transportation reauthorization5985bill, ASCE suggests requiring an update from BTS on the progress of the5986work plan. Additionally, ASCE would recommend preserving an IIJA5987provision authorizing $10 million per fiscal year for BTS besides the5988amounts provided through the HTF.59893. Building for the future5990    Across the U.S., disasters of greater intensity, duration, and5991frequency have wreaked havoc on communities of every size and location.5992In 2023, a total of 28 extreme weather events caused nearly 500 deaths5993and over $95 billion in damages; since 1980, the U.S. has experienced5994400 events amounting to at least $1 billion with a total cost of $2.75995trillion.5996    Therefore, in any reauthorization bill, ASCE urges Congress to5997include requirements to design and construct infrastructure that can5998withstand increasingly extreme weather events, such as incentivizing5999the use of the latest codes and standards for projects receiving6000federal dollars. Designing and maintaining with resilience in mind can6001result in longer-term project viability, cost savings over time for6002infrastructure owners, reduced negative impacts on communities and the6003environment, and increased public involvement in decision-making. The6004widespread adoption of frameworks and standards can help deliver6005resilient, fiscally responsible projects and make the nation's6006infrastructure fit for the future. The past year alone, during which6007tornadoes caused damage across the central and southeastern U.S. and6008hurricanes devastated communities, has demonstrated the need for6009resilient infrastructure. One recent standard ASCE recommends would be6010ASCE/COS 73-23: Standard Practice for Sustainable Infrastructure, which6011provides guidance for infrastructure owners to develop and implement6012solutions throughout a project's entire life cycle.6013    Relatedly, ASCE recommends Congress continue to fund research into6014the use of innovative technologies, materials, and construction6015techniques, which can help ensure our infrastructure systems withstand6016extreme weather events. Innovation in the transportation sector can6017result not only in longer-lasting infrastructure, but also safer6018systems for the traveling public.6019    ASCE also recognizes that reducing delays in the permitting process6020for infrastructure projects can help our nation achieve a6021transportation system appropriate for the 21st century. ASCE supports a6022balanced approach to the National Environmental Policy Act (NEPA)6023process characterized by quality science, objective determinations of6024potential project impacts on the environment, and streamlining the6025permitting and approval process for infrastructure projects. Project6026delays associated with the current NEPA process often result in6027significant additional expenses to taxpayers stemming from issues such6028as increases in labor and materials costs. Time is another challenge,6029as environmental impact statements (EIS) can take years to complete.6030These delays in projects across every infrastructure sector are6031impacting public safety and our economy, and ASCE encourages Congress6032to look at ways for the permitting process to be streamlined in a safe6033and responsible way.6034            The economic value of infrastructure investment6035    In 2024, ASCE released Bridging the Gap, a report that analyzes the6036impacts of recent infrastructure investments on American households and6037businesses. As Congress considers reauthorizing surface transportation6038programs over the upcoming year, it will be critical to have a strong6039understanding of the country's needs. The report found that, to bring6040the nation's surface transportation infrastructure into a state of good6041repair, $3.5 trillion would need to be invested from 2024-2033 \5\. If6042Congress continues to invest in surface transportation programs at the6043same funding levels represented by the IIJA, the overall funding gap6044for surface transportation programs will decrease slightly to $1.26045trillion. However, if funding reverts to 2019 levels, the gap will grow6046to $1.8 trillion. While recent federal legislation has halted the6047infrastructure investment gap's rapid growth, continued robust6048investment is needed to keep up with increasing demands and ensure our6049system is fit for the future.6050---------------------------------------------------------------------------6051    \5\ https://bridgingthegap.infrastructurereportcard.org/wp-content/6052uploads/2024/05/2024-Bridging-the-Gap-Economic-Study.pdf6053---------------------------------------------------------------------------6054    Furthermore, continuing to invest in infrastructure at IIJA levels6055will have significant economic benefits for American families and6056businesses over the next two decades. Bridging the Gap finds that, if6057IIJA spending becomes the new baseline for infrastructure investment,6058American families will save $700 more per year from 2024-2043. These6059savings will allow Americans to have more disposable income to invest6060in the goods and services they want, rather than the expenses related6061to failing infrastructure, such as car repair, bottled water, or losses6062from spoiled food when the power goes out. Continued investment in our6063transportation system will also result in safer and more dependable6064trips for individuals heading to work, children on their way to school,6065and truck drivers delivering goods to businesses.6066                 Promotion of industry-driven standards6067    ASCE engages in setting standards on a large scale and can serve as6068a useful source of technical information for Congress and agency6069partners. ASCE Standards provide technical guidelines for promoting6070safety, reliability, productivity, and efficiency in the civil6071engineering profession. Accredited by the American National Standards6072Institute (ANSI), ASCE has a rigorous and formal process overseen by6073the Codes and Standards Committee (CSC). Standards are created or6074updated by a balanced volunteer standards committee, followed by a6075public review period. These standards are adopted by state and local6076jurisdictions and used in the designing of projects around the world.6077One particular standard that can offer sound guidance for6078transportation engineering and roadway safety is ASCE 58, Structural6079Design of Interlocking Concrete Pavement for Municipal Streets and6080Roadways (ASCE/T&DI/ICPI 58-16) \6\, which establishes guidelines for6081developing appropriate pavement structures for various traffic and6082subgrade conditions. This standard provides preparatory information for6083design, key design elements, design tables for pavement equivalent6084structural design, construction considerations, applicable standards,6085definitions, and best practices.6086---------------------------------------------------------------------------6087    \6\ https://ascelibrary.org/doi/book/10.1061/9780784414506088---------------------------------------------------------------------------6089    Another area in which ASCE may lend expertise and perspective is6090the Manual on Uniform Traffic Control Devices for Streets and Highways6091(MUTCD). The IIJA requires the DOT to update the MUTCD every four6092years. The required update is meant to provide for the protection of6093vulnerable road users, support the safe testing of automated vehicle6094technology and any preparation necessary for the safe integration of6095automated vehicles onto public streets, and guide appropriate use of6096variable message signs. It also incorporates recommendations issued by6097the National Committee on Uniform Traffic Control Devices (NCUTCD) that6098have not yet been incorporated. As a sponsoring organization of the6099NCUTCD, ASCE is in a position to provide comments and information to6100Congress on this manual. ASCE believes a regular cycle of updates can6101be effective in keeping the manual current. Traffic control device6102standards and practices included in the MUTCD should be based on sound6103engineering practices and judgment supported through adequate peer-6104reviewed research and experimentation.6105                               Conclusion6106    ASCE thanks the Subcommittee on Highways and Transit for holding a6107hearing on the important subject of roadway safety. Safety is6108fundamental to the work of civil engineers and ASCE would like to see6109safety-focused programs supported in the upcoming surface6110transportation reauthorization bill. We appreciate the opportunity to6111offer perspective and we stand ready to answer any questions.61126113Statement of the Commercial Vehicle Safety Alliance, Submitted for the6114                      Record by Hon. David Rouzer6115    The Commercial Vehicle Safety Alliance (CVSA) respectfully submits6116the following comments for the record in response to the Committee on6117Transportation and Infrastructure's Subcommittee on Highways and6118Transit's hearing on ``America Builds: A Review of Programs to Address6119Roadway Safety.''6120    CVSA is a nonprofit organization comprised of local, state,6121provincial, territorial and federal commercial motor vehicle safety6122officials and industry representatives. The Alliance aims to prevent6123commercial motor vehicle crashes, injuries and fatalities and believes6124that collaboration between government and industry improves road safety6125and saves lives. Our mission is to improve commercial motor vehicle6126safety and enforcement by providing guidance, education and advocacy6127for enforcement and industry across North America.6128    CVSA commends the subcommittee for holding a hearing to review6129roadway safety programs. The hearing offered a timely opportunity for6130members to engage with industry stakeholders to better understand6131current roadway safety programs and improvements that can be made in6132the upcoming surface transportation reauthorization.6133    CVSA and its members are committed to reducing crashes, injuries6134and fatalities on our nation's roadways, and have long supported6135solutions to improve commercial vehicle safety by preventing and/or6136mitigating the severity of crashes. Discussion in the February 126137hearing covered a variety of solutions to address highway safety. CVSA6138generally agrees with what was shared regarding driver behavior, safety6139technologies, and challenges with funding and grant administration.6140Focusing on these areas can contribute to solutions that improve6141roadway safety.6142                  Driver Behavior and Fatigued Driving6143    In his opening statement, Chairman Rouzer connected change in6144driver behavior to the rise in crashes and fatalities. The hearing6145witnesses echoed this concern, and the Governors Highway Safety6146Association (GHSA) referenced a study conducted by the National Highway6147Traffic Safety Administration (NHTSA), which cited unsafe driver6148behavior as the critical reason for a majority of crashes. CVSA agrees6149that driver behavior, such as distracted and impaired driving, is a6150concern and negatively impacts safety on our roadways. CVSA supports6151programs and resources devoted to rigorous enforcement of distracted6152and impaired driving behaviors, as well as education and outreach6153programs that help reduce the occurrence of distraction and impairment.6154    In addition to distracted and impaired driving, fatigued driving6155needs to be included in the discussion on driver behavior. Driver6156fatigue is a significant contributor to commercial motor vehicle (CMV)6157crashes and poses a substantial risk to road safety. A National6158Transportation Safety Board (NTSB) investigations study found that 31%6159of heavy truck crashes with fatalities to the driver involved6160fatigue.\1\ Additionally, fatigued drivers perform more inappropriate6161lane deviations and have slower steering responses, experience6162reductions in responses to speed changes of a lead vehicle, have6163increased speed variations, exhibit slower reaction times, experience6164impaired visual scanning or ``tunnel vision'' and are at risk of6165falling asleep at the wheel. All of these factors increase the6166likelihood of crashes and near-crashes resulting from driver error.\2\6167In the trucking industry, the federal hours-of-service (HOS)6168requirements exist to help prevent and manage driver fatigue. While6169sleep cannot be regulated, the HOS rules set forth a framework that, if6170followed, allow drivers to get the rest necessary to operate their6171vehicles safely. It is important that the HOS requirements continue to6172focus on fatigue management and safety, factoring in the best available6173fatigue data.6174---------------------------------------------------------------------------6175    \1\ Factors that Affect Fatigue in Heavy Truck Accidents Volume 2:6176Case Summaries. National Transportation Safety Board. NTSB Report6177Number SS-95-02. https://www.ntsb.gov/safety/safety-studies/Documents/6178SS9502.pdf.6179    \2\ Guidelines and Materials to Enable Motor Carriers to Implement6180a Fatigue Management Program. North American Fatigue Management6181Program. https://nafmp.org/wp-content/uploads/2021/04/6182implementation_manual_en.pdf6183---------------------------------------------------------------------------6184    In their written testimony, Advocates for Highway and Auto Safety6185recognized the issue of driver fatigue and offered support for6186increased truck parking. CVSA supports investments that address the6187nation's truck parking shortage, which would allow drivers to better6188comply with HOS requirements.6189    Another solution to mitigate fatigue that CVSA supports is6190clarifying the definition of personal conveyance by adding a maximum6191time and/or distance on its use. Under personal conveyance, a driver is6192able to use a loaded or unloaded CMV for personal use and count that6193driving time as off-duty time. With the current definition of personal6194conveyance, a driver can drive hundreds of miles over the course of6195several hours all under the designation of personal conveyance before,6196during or after their work day, putting them at risk for increased6197levels of fatigue.6198    CVSA members are seeing countless examples of this occurring, with6199drivers claiming they are operating their vehicle for personal use,6200when in reality they are extending their driving time. Some common6201examples of personal conveyance abuse include using personal conveyance6202for up to ten hours between dropping off loads and going to the next6203pick up, driving over two hours claiming they are looking for a place6204to park when there are open spaces along the two-hour drive, using6205personal conveyance to make up for time lost at loading docks and6206switching to personal conveyance time just before violating the 11- or620714-hour rules. Allowing significant extension of driving time with the6208use of personal conveyance undermines the goals of the HOS regulations,6209which exist to mitigate the impacts of fatigue on highway safety.6210    In recent years, CVSA inspectors have observed a rise in personal6211conveyance abuse and misuse. For example, as part of a data collection6212conducted by CVSA in 2023, CVSA found that when personal conveyance was6213being used by a driver, it was being used improperly nearly 40% of the6214time. Additionally, CVSA has seen an increase in false log violations,6215which is where personal conveyance violations are documented. False log6216violations have jumped from the seventh most frequently cited driver6217violation in 2019 to the third most cited in 2021, 2022 and 2023. In62182024, false log violations were the twelfth most frequently cited6219driver violation. When looking at ``false logs--personal conveyance''6220violations, the number of violations rose from the 60th most frequently6221cited driver violation in 2021 (when the specific violation code was6222created) to the 27th most frequently cited in 2024.6223    Allowing drivers to use personal conveyance as a way to extend6224their driving time increases the possibility of fatigued driving and6225can endanger other road users. Placing a limit on the time and/or6226distance that a driver can use personal conveyance is a strategy for6227mitigating fatigued driving.6228                           Safety Technology6229    In her opening statement, Ranking Member Norton identified6230``equipping vehicles with the latest safety technologies'' as part of a6231comprehensive approach to increase roadway safety and reduce6232fatalities. In general, CVSA supports policies that encourage the6233deployment of safety technologies proven to improve CMV safety, either6234through preventing or mitigating the severity of crashes. As budgets6235continue to tighten and technology continues to advance, it is6236imperative that those in the safety and enforcement communities take6237full advantage of technological advancements that improve safety and6238demonstrate a net benefit to society. As federal agencies develop6239performance standards and specifications for safety technologies, it is6240imperative that they work with industry and the enforcement community6241to ensure that the devices are effective and that any regulations put6242into place are enforceable.6243Automated Vehicles6244    One specific form of safety technology referenced during the6245hearing was automated vehicles. GHSA highlighted the need to have a6246national regulatory framework for automated vehicle technology and6247shared how it is preparing its members for a future with automated6248vehicles. CVSA is also preparing for the presence of automated CMVs on6249our roadways.6250    CVSA strongly supports policies that encourage the deployment of6251safety technologies proven to improve CMV safety by preventing and/or6252mitigating the severity of crashes. CMVs equipped with automated6253driving systems (ADS) have the potential to significantly improve6254roadway safety. As ADS technology continues to advance and be tested on6255public roadways, it is imperative that federal agencies, lawmakers, law6256enforcement and motor carriers keep pace with the ADS industry. While6257ADS-equipped CMVs have the potential to improve roadway safety, that6258potential is based on the vehicles and technology being well maintained6259and fully functional. Oversight by the enforcement community is6260necessary to ensure ADS-equipped CMVs are properly maintained.6261Unfortunately, there are challenges with applying the traditional6262roadside inspection program to ADS-equipped vehicles because the6263current roadside inspection program is not compatible with ADS-equipped6264commercial motor vehicles. The current inspection process relies6265heavily on the driver to complete an inspection, for example. In6266addition, incorporating all possible roadside inspection locations into6267an ADS-equipped CMV's operational design domain is not practical.6268    When policies are considered regarding automated trucks, it is6269important that they look beyond the ADS technology itself and address6270how overall safety and compliance with the safety regulations will be6271established and maintained. CVSA recommends implementing the Enhanced6272Commercial Motor Vehicle Inspection Program, an inspection standard and6273procedure designed to govern the inspection of ADS-equipped commercial6274motor vehicles operating without a driver/operator on duty. The program6275establishes a no-defect, dispatch (point-of-origin) inspection program6276and includes an enhanced inspection standard and procedure for motor6277carriers operating ADS-equipped vehicles, as well as a 40-hour CVSA6278training course and exam (written and practical) for motor carrier6279personnel who will be conducting the inspections. Under this program,6280rather than the driver conducting a pre-trip inspection (as is6281currently done), for ADS-equipped commercial motor vehicles, CVSA-6282trained and -certified motor carrier personnel will conduct the6283Enhanced CMV Inspection Procedure at the point of origin before6284dispatch.6285Universal Electronic Vehicle Identifier6286    Another safety technology and tool that would help increase roadway6287safety is the Universal Electronic Vehicle Identifier. CVSA supports a6288requirement that all new commercial motor vehicles be equipped with a6289universal electronic vehicle identifier which allows them to be6290identified at a short range electronically by enforcement. Given the6291size of the motor carrier industry, jurisdictions do not have the6292resources necessary to inspect every vehicle, driver and motor carrier6293operating on our roadways on a regular basis. To maximize resources,6294jurisdictions must prioritize enforcement activities and utilize6295technology to continue to increase enforcement program efficiency.6296Currently, inspectors use screening technology programs and tools, as6297well as inspection selection procedures and inspector observation, to6298determine which trucks to select for a roadside inspection. Requiring a6299universal electronic vehicle identifier would revolutionize commercial6300motor vehicle enforcement and improve safety. Electronic identification6301of commercial motor vehicles will expand the footprint of commercial6302motor vehicle enforcement and allow inspectors to better identify and6303prioritize vehicles with safety concerns, removing unsafe vehicles and6304drivers from the nation's roadways. For example, requiring that all6305CMVs be equipped with a universal electronic vehicle identifier would6306significantly improve enforcement's ability to identify drivers6307operating under a federal out-of-service order, helping to remove6308unsafe operators from the roadways more effectively.6309    Panelists from the February 12 hearing cited traffic enforcement as6310a key tool for addressing unsafe driver behavior, and the universal6311electronic vehicle identifier would enhance a CMV inspector's ability6312to identify CMVs most in need of an inspection or intervention,6313creating better targeted enforcement of the regulations. Deployment of6314this technology would revolutionize the way CMV roadside vehicle6315selection, inspection and enforcement are conducted, exponentially6316growing the program and improving roadway safety.6317       Improving the Administration of Federal Funding and Grants6318    In its testimony, GHSA highlighted the increase in administrative6319burden associated with funding that the states receive from NHTSA that6320includes compliance with separate program rules and qualifications and6321duplicative record-keeping and reporting requirements. These issues are6322not limited to funding administered by NHTSA. CVSA acknowledges that6323these challenges are also present at the Pipeline and Hazardous6324Materials Safety Administration (PHMSA) and the Federal Motor Carrier6325Safety Administration (FMCSA) and recommends the following improvements6326to the administration of federal funding and grants.6327Hazardous Materials Safety Grant Improvements6328    PHMSA administers multiple safety grants as part of its Pipeline6329and Hazardous Materials safety programs. Related to hazardous materials6330safety, there are multiple grant programs that provide funding for6331recipients to train and conduct outreach to first responders and6332communities. Specifically, the Hazardous Materials Instructor Training6333(HMIT), Assistance for Local Emergency Response Training (ALERT) and6334Community Safety grants are separate grant programs that target6335different stakeholder groups, despite sharing a common mission of6336training stakeholders on the safe handling of hazardous materials.6337These existing hazardous materials safety training grants should be6338consolidated into a single training grant. Combining these related6339grant programs into one training grant improves efficiency of the grant6340process, allowing PHMSA to better fund quality grant applications and6341provides grantees with flexibility to meet the most pressing training6342needs, while reducing the administrative burden for both PHMSA and the6343grantees.6344    In addition, due to the shared goals of the grants, many grant6345recipients receive funding from multiple grants to fund various6346training programs. For example, five non-profit organizations received6347funding from multiple grants as part of the fiscal year 2024 awards6348across the various programs.\3\ Currently, if a recipient receives6349funding from two different grant programs, they have to submit separate6350funding proposals, track expenses for each grant separately and submit6351separate reports to the agency. This also doubles the amount of6352administrative work for the agency, as they have to oversee these steps6353of the grant process. By consolidating the grant programs, grant6354recipients can redirect the resources dedicated to the administrative6355tasks of multiple grants to the mission of hazardous materials safety6356and PHMSA can more efficiently manage and administer their grant6357programs.6358---------------------------------------------------------------------------6359    \3\ Hazardous Materials Grants FY2024. Pipeline and Hazardous6360Materials Safety Administration. https://www.phmsa.dot.gov/sites/6361phmsa.dot.gov/files/2024-08/PHMSA%20HAZMAT6362%20Safety%20Grants%202024.pdf.6363---------------------------------------------------------------------------6364    Finally, consolidation allows more flexibility for grant6365recipients. By combining the funding into one grant, funding can be6366dedicated to projects that comprehensively address current needs. Under6367the current structure, grant applicants must create projects that fit6368the narrow requirements of each grant and funding levels are tied to6369the specific grant criteria.6370Motor Carrier Safety Program Improvements6371    There are also improvements that can be made to funding provided by6372FMCSA, especially with regards to FMCSA's Motor Carrier Safety6373Programs. The federal government entrusts the states with the6374responsibility of enforcing the Federal Motor Carrier Safety6375Regulations and the Hazardous Materials Regulations. To meet that6376responsibility, Congress provides funding to the states, through the6377Motor Carrier Safety Assistance Program (MCSAP) and High Priority6378Grant. States and local agencies use these funds to conduct enforcement6379activities, train enforcement personnel, purchase necessary equipment,6380update software and other technology, and conduct outreach and6381education campaigns to raise awareness related to CMV safety issues.6382The goal of these programs, which are administered by FMCSA, is to6383reduce CMV-involved crashes, fatalities and injuries through6384consistent, uniform and effective CMV safety programs. The programs6385seek to identify safety defects, driver deficiencies and unsafe motor6386carrier practices and remove them from the nation's roadways.6387    To improve MCSAP, CVSA supports requiring FMCSA to allow states to6388make adjustments to their maintenance of effort (MOE) and enforcement6389activity minimums. As a condition of MCSAP, states are required to meet6390minimum financial requirements, known as maintenance of effort (MOE),6391by investing state funds in their CMV safety enforcement programs.6392States must also meet certain CMV inspection and enforcement minimums6393in order to have traffic safety activities reimbursed under MCSAP.6394However, the MOE and minimum activities benchmarks are outdated and6395often no longer relevant to the jurisdiction's program due to changes6396in program structure, responsibilities and priorities.6397    The motor carrier industry has evolved significantly since the MOE6398and inspection benchmarks were last updated. State CMV safety programs6399have evolved alongside industry to address the most prevalent safety6400issues, making the 20-year-old MOE and inspection benchmarks outdated6401for many programs. Giving states the option to request an adjustment to6402their MOE and inspection benchmarks ensures that their minimum state6403contributions meet the needs of their program and the current motor6404carrier safety trends. Permanent changes to the MOE should be made upon6405request by the jurisdictions. Also, adjustments to the MOE and6406enforcement activity minimums would create additional flexibility for6407the jurisdictions.6408    Another recommendation to improve these safety grant programs is to6409provide greater spending flexibility for jurisdictions within MCSAP.6410Activities that are primarily eligible for MCSAP funding are the6411national program elements, which include driver and vehicle6412inspections; traffic enforcement; compliance reviews, carrier6413interventions, investigations and new entrant safety audits; public6414education and awareness; and data collection and quality. There are6415some activities and expenses not currently covered under MCSAP, which6416limits how jurisdictions are able to spend MCSAP funds. Creating6417additional spending flexibility by expanding MCSAP eligibility would6418allow jurisdictions to spend MCSAP funds in ways that meet their needs,6419maximizing the benefits of MCSAP funds.6420    Additionally, FMCSA administers the Commercial Motor Vehicle6421Enforcement Training and Support Grant, which Congress created to6422provide for the development and delivery of certification training to6423state and local commercial motor vehicle inspectors. In order to6424improve the training of inspectors, CVSA recommends a series of6425improvements to the structure and administration of the Enforcement6426Training and Support Grant.6427    First, CVSA seeks language clarifying that the program that trains6428and qualifies existing inspectors to qualify as instructors to deliver6429the certification training to state personnel under this grant are6430included as part of the program. The current Enforcement Training and6431Support Grant is only applied to the development and of certification6432training to state and local enforcement personnel seeking to become6433certified as a CMV inspector, excluding the inspectors who serve as6434instructors for the courses. These instructors, who are also state6435personnel and inspectors, are a critical part of the training process6436and their training should be part of the same program. In addition to6437the overall improvement to the quality of training instructors are6438receiving and the administrative benefits of consolidating all state6439and local roadside inspector and instructor training into one program,6440this clarification would match the intentions of the creation of the6441program in the Infrastructure Investment and Jobs Act.6442    Another recommendation to improve the Enforcement Training and6443Support Grant is to implement a multi-year cycle. The Enforcement6444Training and Support Grant currently operates on an annual award cycle,6445which contains multiple downsides for training delivery. First, a6446single year of funding impacts the grant recipient's ability to6447implement a comprehensive training program reliably and consistently.6448Additionally, the administrative burden of annually applying for a6449single year of funding is cumbersome on grantees, as well as the6450agency. Further, a multi-year grant cycle would provide the agencies6451and inspectors receiving the critical certification training with much6452needed stability and continuity. In addition, a multi-year grant cycle6453would ensure consistency with the delivery of the enforcement training6454program, as well as give the grant recipient the opportunity to deliver6455on longer terms goals and objectives. Finally, transitioning to a6456multi-year grant cycle would reduce the administrative burden of6457soliciting and awarding the grant program for FMCSA. CVSA supports a6458multi-year grant cycle for the Enforcement Training and Support Grant.6459    A final improvement for the Enforcement Training and Support Grant6460is to ensure that the organization comprised of state government6461agencies responsible for the oversight and implementation of commercial6462motor vehicle enforcement activities is the single grant recipient. The6463Commercial Motor Vehicle Enforcement Training and Support Grant program6464provides critical training to prepare state commercial motor vehicle6465inspectors with the training they need to conduct roadside safety6466inspections, compliance reviews and safety audits on the motor carrier6467community, ensuring compliance with federal and state regulations. It6468is critical that this training be comprehensive, effective and6469consistent. In order to ensure the quality of the training, the state6470agencies responsible for motor carrier enforcement programs strongly6471support limiting the Commercial Motor Vehicle Enforcement Training and6472Support Grant program to one recipient and that the program be6473delivered only by the organization comprised of state government6474agencies responsible for the oversight and implementation of commercial6475motor vehicle enforcement activities. Identifying a single entity would6476lessen administrative burdens for FMCSA as the agency would only need6477to oversee a single entity that is offering the training.6478                               Conclusion6479    As Congress begins to work on surface transportation6480reauthorization legislation, it is important that highway safety be a6481key focus of the investments made by Congress. In addition to6482addressing the topics discussed in the February 12 hearing, CVSA6483encourages the subcommittee to include fatigued driving among driver6484behavior that impacts roadway safety and to consider solutions to6485mitigate fatigue, such as capping a commercial motor vehicle driver's6486use of personal conveyance. Additionally, safety technologies should be6487utilized to improve roadway safety, which includes the universal6488electronic vehicle identifier. CVSA also encourages the committee to6489identify solutions, such as the Enhanced Commercial Motor Vehicle6490Inspection Program, to demonstrate that ADS-equipped CMVs are properly6491maintained and safe. Lastly, to improve the administration of various6492safety grants, CVSA supports multiple improvements to reduce6493administrative hurdles and improve efficiency within the grant process.6494These improvements would allow grant recipients the greatest amount of6495resources to deliver results benefiting roadway safety. The Alliance's6496recommendations align with the subcommittee's task of identifying6497solutions to improve highway safety as part of its work on future6498surface transportation reauthorization legislation.64996500 Letter of February 14, 2025, to Hon. David Rouzer, Chairman, and Hon.6501  Eleanor Holmes Norton, Ranking Member, Subcommittee on Highways and6502    Transit, from Michael Gallant, Director, Industry Relations and6503 Government Affairs, HaulHub Technologies, Submitted for the Record by6504                           Hon. David Rouzer6505                                                 February 14, 2025.6506The Honorable David Rouzer,6507Chairman,6508Subcommittee on Highways and Transit, House Committee on Transportation6509        and Infrastructure, U.S. House of Representatives, 2165 Rayburn6510        House Office Building, Washington, DC 20515.6511The Honorable Eleanor Holmes Norton,6512Ranking Member,6513Subcommittee on Highways and Transit, House Committee on Transportation6514        and Infrastructure, U.S. House of Representatives, 2163 Rayburn6515        House Office Building, Washington, DC 20515.65166517Subject: Subcommittee on Highways and Transit (Committee on6518Transportation and Infrastructure) Hearing ``America Builds: A Review6519of Programs to Address Roadway Safety''65206521    Dear Chairman Rouzer, Ranking Member Holmes Norton, and Members of6522the Committee:6523    HaulHub Technologies appreciates the opportunity to offer this6524statement for the record as the U.S. House Committee on Transportation6525and Infrastructure reviews programs to address roadway safety. We are a6526premier research and development organization, headquartered in6527Waltham, Massachusetts, dedicated to pioneering data collection,6528automation, and advanced technology solutions for state departments of6529transportation, tollways, and turnpikes nationwide. With a core focus6530on public infrastructure, HaulHub specializes in addressing complex6531challenges through rigorous data management and the deployment of6532secure, scalable technologies that improve operational efficiency while6533enhancing safety for both workers and the traveling public.6534    Since the passage of the last highway reauthorization bill,6535significant federal investment has revitalized our nation's road and6536highway networks, driving both infrastructure growth and technological6537advancement. This funding has been pivotal in enhancing the resilience6538of America's infrastructure and preparing it to meet future demands. As6539Congress debates and considers the successor to the Infrastructure6540Investment and Jobs Act (IIJA), this hearing comes at a pivotal6541moment--highlighting the urgent need to build on this progress by6542prioritizing the safety of our workforce, improving the efficiency of6543infrastructure projects, and safeguarding the well-being of the6544traveling public.6545    Work zones remain among the most hazardous areas on our roadways.6546In 2022 alone, 891 people were killed and 37,701 were injured in work6547zone crashes, occurring not only within active construction zones but6548also on approaches and exits where complex traffic patterns and6549unpredictable driver behavior increase risks. While these numbers6550reflect a decline from the 2002 peak of 1,186 fatalities, the long-term6551trend is alarming: work zone fatalities have risen 52% since 2010.6552Despite a modest decrease since 2021, we remain far from achieving the6553Vision Zero goal of eliminating traffic-related deaths and serious6554injuries.6555    Behind every statistic is a story of loss--a worker or motorist who6556didn't return home, a family forever changed. These numbers highlight6557the urgent need to rethink our approach to work zone safety.6558Traditional measures--such as signage, barriers, law enforcement, and6559flaggers--remain essential, but they are no longer sufficient for the6560complexities of modern infrastructure projects. With technology now6561integral to daily life, it is critical that drivers receive real-time,6562accurate information to help them navigate safely. At HaulHub, we6563believe technology holds the key to reversing these trends and creating6564safer environments for both workers and the traveling public.6565    Our journey into work zone safety innovation began in 20226566following the tragic death of a motorist at a construction site in6567Delaware. This tragic event prompted the Delaware Department of6568Transportation (DelDOT) to reevaluate work zone communication, asking a6569critical question: How can real-time construction data, such as e-6570Ticketing, help us better inform the traveling public about active6571construction zones and improve safety?6572    e-Ticketing, a core focus of the 6th iteration of the Federal6573Highway Administration's Every Day Counts (EDC) program, was initially6574designed to streamline material tracking and reduce risks for workers6575handling paper tickets on job sites. However, we soon realized its6576potential extended far beyond project management. The real-time data6577captured through e-Ticketing, combined with telematics from connected6578construction equipment, provides a powerful, resilient work zone6579activity source. This information can feed into consumer mapping6580platforms like Waze or systems like the Work Zone Data Exchange (WZDx),6581alerting drivers in real time when job sites are active and workers are6582present--enhancing situational awareness, reducing driver uncertainty,6583and lowering the risk of collisions.6584    Building on this realization, DelDOT submitted a grant application6585for the Advanced Digital Construction Management Systems (ADCMS)6586Grants, funded through the IIJA. This led to the launch of the6587``Accelerating Digital Inspection Practices with Connected Machinery''6588project--an initiative designed to transform how work zones are6589managed, monitored, and protected.6590    DelDOT partnered with innovative transportation agencies, including6591Iowa DOT, Nebraska DOT, and Louisiana DOTD, with HaulHub serving as the6592technology partner. Together, we are deploying technologies that6593fundamentally change work zone operations. This initiative isn't just6594about adding new tools--it's about rethinking the entire framework of6595work zone safety in dynamic, high-risk environments.6596    Through the grant project, we have integrated connected equipment6597with real-time data analytics to create smarter, safer work6598environments. In the first year of the program, over 1,100 pieces of6599construction equipment have been connected to the HaulHub platform by6600contractor partners, actively supporting daily operations across6601participating agencies. This connectivity enables continuous, real-time6602data transmission from active work zones, providing transportation6603agencies with unprecedented situational awareness. With these insights,6604project managers and safety personnel can proactively identify and6605address emerging risks, reducing incidents and enhancing work zone6606safety.6607    In addition to equipment connectivity, the project has transformed6608how work zones are created and managed. Since April 2024, over 4796609digital work zones have been established through the ADCMS system,6610enabling dynamic, real-time updates that enhance both worker safety and6611public awareness. Unlike static signs that indicate planned6612construction without confirming active work, digital work zones provide6613real-time construction alerts that inform drivers when workers are6614present. Integrated with navigation systems, these alerts reach drivers6615before their trips and while on the road, allowing them to slow down,6616adjust their driving, or choose alternate routes. This proactive,6617accurate information helps maintain driver attentiveness, reduces crash6618risks, and creates safer conditions for workers and the traveling6619public.6620    Another key advancement has been the deployment of automated worker6621presence detection. The ADCMS platform has logged over 748,0006622automated worker presence events, providing real-time alerts about6623active construction job sites. These automated events are crucial for6624providing accurate safety feeds that are resilient to human error found6625in other reporting methods. Moreover, by integrating this information6626with driver-facing systems--such as navigation apps--we can warn6627motorists of active work zones and worker presence ahead, giving them6628time to slow down and drive cautiously.6629    Public safety communication has also been significantly improved6630through the automatic generation of Work Zone Data Exchange (WZDx)6631safety feeds. These feeds deliver timely, accurate information to6632navigation applications and traffic management systems, enhancing6633driver awareness and reducing the risk of sudden maneuvers or last-6634minute decisions that can lead to crashes. This real-time connection6635between work zones and the traveling public represents a major step6636forward in proactive safety management.6637    None of this progress would be possible without the dedicated6638training and support provided to state agencies and their teams. To6639date, hundreds of construction inspectors have been trained on ADCMS6640technologies through in-person workshops, on-demand modules, and6641webinars. This comprehensive approach ensures frontline personnel are6642fully equipped to utilize these tools effectively, fostering a culture6643of safety from project planning through execution.6644    While the ``Accelerating Digital Inspection Practices with6645Connected Machinery'' project has demonstrated the transformative power6646of technology in improving work zone safety, the work is far from over.6647Scaling these solutions nationwide requires sustained federal support.6648To accelerate adoption and maximize impact, we respectfully urge the6649Committee to consider the following recommendations:6650    1.  Focus Funding for the ADCMS Grant Program on Technology: While6651the $100 million program, made possible through the IIJA, has been6652instrumental in jumpstarting innovation, it represents just the6653beginning of what's needed. To achieve meaningful, nationwide6654reductions in work zone fatalities and injuries, federal support must6655be expanded to help states scale these solutions, integrate them into6656long-term safety strategies, and keep pace with evolving technology.66576658    2.  Request FHWA to Provide a Comprehensive Update on Work Zone6659Safety Contingency Funds: Authorized three years ago, the Work Zone6660Safety Contingency Funds program holds significant potential to enhance6661work zone safety. However, clearer guidance and additional support from6662FHWA could help maximize its impact. We urge FHWA to update Congress on6663fund usage, availability, progress with state DOTs, and barriers to6664broader deployment. Leveraging these funds can help state DOTs adapt to6665evolving safety priorities, including the procurement of technologies6666that support the long-term success of programs like DelDOT's grant-6667funded initiatives.66686669    3.  Promote Data Standardization: Encourage the development of6670national standards for work zone data sharing to improve6671interoperability across agencies, contractors, and technology6672platforms.66736674    4.  Foster Public-Private Partnerships: Strengthen collaboration6675between state DOTs, technology innovators, and industry stakeholders to6676accelerate the modernization of infrastructure construction and ensure6677that safety technologies are both effective and scalable.66786679    Work zone safety is not just a policy issue--it's a matter of life6680and death for the men and women who build and maintain our nation's6681infrastructure. The data from 2022 serves as a sobering reminder of the6682work that remains, but the results from the ``Accelerating Digital6683Inspection Practices with Connected Machinery'' project offer hope and6684a clear path forward. By embracing technology and fostering6685collaboration, we can create safer work zones, protect lives, and6686ensure every worker and traveler returns home safely.6687    HaulHub Technologies is committed to this mission, and we stand6688ready to support the Committee's efforts to advance solutions that save6689lives. In addition, I have attached a recent update from the DelDOT6690ADCMS Team, which provides a more detailed overview of their findings6691from the grant program. Thank you for your time and attention to this6692matter. Should you or your staff require any additional information, I6693am available to provide further details or answer any questions the6694Committee may have.6695            Respectfully submitted,6696                                           Michael Gallant,6697      Director, Industry Relations and Government Affairs, HaulHub6698                                                      Technologies.66996700cc:  The Honorable Sam Graves, Chairman of the House Committee on6701Transportation and Infrastructure6702    The Honorable Rick Larsen, Ranking Member of the House Committee on6703Transportation and Infrastructure67046705 Statement of the National Safety Council, Submitted for the Record by6706                           Hon. David Rouzer6707    Dear Chair Graves, Ranking Member Larsen, Chair Rouzer, and Ranking6708Member Norton:6709    Thank you for allowing the National Safety Council (NSC) to submit6710this Statement for the Record for today's House Transportation and6711Infrastructure Subcommittee on Highways and Transit hearing titled:6712``America Builds: A Review of Programs to Address Roadway Safety.''6713Given the continued public health crisis unfolding on our nation's6714roadways, NSC believes this hearing could not come at a more opportune6715time. The federal government's robust support of programs to improve6716behavioral safety, build stakeholder coalitions, and improve roadway6717infrastructure will be critical to ensuring the United States meets its6718mission of zero roadway fatalities and serious injuries in our6719lifetime. NSC implores the members of this subcommittee to examine6720federal road safety programs with an eye towards expanding6721opportunities and eligibility for proven countermeasures that will lead6722to a sizable reduction in roadway crashes. NSC looks forward to working6723with the committee and members of the 119th Congress to advance these6724efforts.6725                      The National Safety Council6726    NSC is America's leading nonprofit safety advocate and has been for6727over 110 years. As a mission-based organization, we work to eliminate6728the leading causes of preventable death and injury, focusing our6729efforts on the workplace and roadways. We create a culture of safety to6730keep people safer at work and beyond so they can live their fullest6731lives. Our more than 13,000 member companies represent nearly 41,0006732U.S. worksites.6733                 The State of the Roadway Safety Crisis6734    Our current road safety metrics are deeply troubling. According to6735Injury Facts, 46,027 people died in fatal motor vehicle crashes in67362022.\1\ Medically consulted injuries in motor vehicle crashes totaled67375.2 million in 2022, and total motor vehicle injuries cost the United6738States economy an estimated $481.2 billion that year.\2\ Risky driving6739behaviors such as speeding, alcohol-impaired driving, drugged and6740distracted driving continue to be the leading causal factors behind6741crashes. 2023 fatality estimates for vulnerable road users (VRUs)6742suggest a slight decline, but these estimates are still above 20196743levels.\3\ This issue affects workplaces too: the leading cause of6744death at work is involvement in a transportation incident with a6745motorized land vehicle.\4\ It's time we do better.6746---------------------------------------------------------------------------6747    \1\ https://injuryfacts.nsc.org/motor-vehicle/overview/6748introduction/6749    \2\ Ibid.6750    \3\ https://www.ghsa.org/sites/default/files/2024-06/67512023%20Pedestrian%20Traffic%20Fatalities6752%20by%20State.pdf6753    \4\ https://injuryfacts.nsc.org/work/safety-topics/roadway-6754incidents/6755---------------------------------------------------------------------------6756    The United States desperately needs a long-term vision, required by6757statute, that engages United States Department of Transportation6758leadership with transportation stakeholders that are committing to6759reaching zero fatalities and serious injuries by 2050. This vision6760allows technology providers, construction firms, motor vehicle6761manufacturers and safety advocates the ability to think collaboratively6762about safety measures that will make long term impacts and save lives.6763    To enable change in our roadway safety culture, a major shift is6764needed at our regulatory agencies. Agencies, such as the National6765Highway Traffic Safety Administration (NHTSA), have become risk6766averse--thus keeping our technological innovation at a standstill. The6767in-vehicle technology to eliminate alcohol-impaired driving exists. The6768in-vehicle technology to prevent pediatric vehicular heatstroke exists.6769The in-vehicle technology to prevent motor vehicle crashes exists.6770Congress must work together with NHTSA to ensure motor vehicles are the6771safest they can be on our roads, while supporting behavioral programs6772to ensure drivers make good decisions behind the wheel.6773          Using Formula Funding to Engage Workplace Audiences6774    NSC collaborates with federal partners to deliver programs that6775seek to address our nation's unique roadway safety crisis. Funded in6776part by the NHTSA Section 402 State and Community Highway Safety Grant6777program, NSC delivers Our Driving Concern to four states: Texas,6778Nebraska, Louisiana and Ohio.\5\ Our Driving Concern is an employer6779traffic safety program that provides employers with resources and tools6780to reduce traffic crashes that involve their employees. Texas employers6781have access to a myriad of trainings on topics ranging from workplace6782impairment to managing vehicle fleet recalls. In Louisiana, the Our6783Driving Concern program addresses additional topics such as young6784drivers in the workplace, speeding, occupant protection, and6785eliminating distracting driving. This program is successful with6786employers touting a reduction in on-the-job crashes and lower insurance6787claims.\6\ With the support of our federal partners, organizations6788dedicated to roadway safety can make these programs even stronger6789through targeted improvements.6790---------------------------------------------------------------------------6791    \5\ https://ourdrivingconcern.org/#overview6792    \6\ https://tx.ourdrivingconcern.org/6793---------------------------------------------------------------------------6794  The Safe System Approach is a Proven Framework to Eliminate Traffic6795                                Crashes6796    NSC encourages the Committee to continue prioritizing the Safe6797System Approach framework to eliminate fatal roadway crashes and6798serious injuries. The Safe System Approach is an internationally vetted6799policy approach to eliminating motor-vehicle crashes. A safe6800transportation system is dependent upon the shared responsibility of6801both users and operators to use the system as intended and improve the6802system when flaws are discovered. By committing to factors such as6803occupant protection, speed reduction, redundant infrastructure,6804advanced vehicle safety technology and timely post-crash care, the6805network of protections increase the likelihood of someone's life being6806saved if a crash does occur.6807    NSC continues to believe NHTSA is in a unique position to further6808the visibility of the Safe System Approach through administration of6809State Highway Safety Grants. These grants cover differing roadway6810safety topics and invite a multitude of stakeholders to engage in the6811necessary task at hand: making generational progress on our road safety6812goals. However, for this visibility to be impactful, performance6813measures related to the Safe System Approach must influence final6814project selection by states. Additionally, NHTSA must help states6815create uniform crash reporting processes that analyze all contributing6816factors, ensuring grant programs adequately address the specific6817roadway safety crises affecting each individual state.6818    Opportunities to Strengthen Formula-Funded Roadway Safety Grants6819    In August 2024, NSC submitted public comments to NHTSA on its6820Minimum Performance Measures for the State Highway Safety Grant Program6821Notice of Proposed Rulemaking (NPRM). These comments offered sound6822advice for NHTSA to consider as it implements changes in its required6823performance measures for highway safety grants. These considerations6824are still relevant and offer the Committee guidance as it seeks to6825oversee the effectives of highway safety grants.6826    While the goals of the existing traffic safety performance measures6827are laudable, in reality they are not effectively meeting the needs of6828traffic safety professionals to truly eliminate roadway fatalities and6829serious injuries. Currently, the top three performance measures that6830must be coordinated do not properly address crash and person-level data6831needs. For example, many state crash reports can list only one6832contributing factor to a crash. This prevents a comprehensive approach6833to understanding the interlinked causal factors of a traffic crash. If6834both impairment and speeding were contributing factors to a crash, that6835data must be properly noted so that grant recipients can create6836programs for states that address both factors. NSC urges you to require6837NHTSA update its reporting requirements so state-level safety6838practitioners can assess relevant roadway safety topics for trainings,6839whitepapers and educational programs.6840    In October of 2019, the United States Government Accountability6841Office (GAO) published a study highlighting how ``improved reporting6842could clarify States' achievement of fatality and injury targets.'' \7\6843The survey found that a discrepancy existed between how [State Highway6844Safety Office] SHSO officials viewed NHTSA performance measures and how6845project selection was informed, i.e., whether there was an explicit6846link between performance measures and funded projects.\8\ This6847discrepancy moves grantees away from adopting a comprehensive approach6848to create and assess impactful programming due to focuses on6849alternative data-driven analysis--such as state data and cost-benefit6850analysis to determine project proposals.6851---------------------------------------------------------------------------6852    \7\ https://www.gao.gov/assets/gao-20-53.pdf6853    \8\ https://www.gao.gov/assets/gao-20-53-highlights.pdf6854---------------------------------------------------------------------------6855    The GAO survey also called into question legacy formulas and their6856lack of a direct positive relationship to positive ``outcomes or6857grantees' performance.'' \9\ Current funding percentages do not follow6858the problem analysis process as described in the Uniform Procedures for6859Highway Safety Grant Programs and limit States' ability to invest in6860programs that have potential to drive adoption of the Safe System6861Approach to reduce roadway serious injuries and fatalities. For6862example, Section 405(d) or Impaired Driving Countermeasures grant6863funds, is funded at 53% of the National Priority Safety Program.\10\6864However, in a state, alcohol-impaired driving fatalities may only6865account for 29% of the overall traffic fatalities. Misaligned6866percentage formulas limit a state's ability to implement comprehensive6867programs in the areas of greatest need. NSC supports congressional6868efforts in the forthcoming surface transportation reauthorization bill6869to reform behavioral formulas so programs can be aligned equally to the6870percentage of risky driving behaviors a state is experiencing.6871---------------------------------------------------------------------------6872    \9\ https://www.gao.gov/assets/gao-20-53.pdf6873    \10\ https://www.ghsa.org/about/federal-grant-programs/4056874---------------------------------------------------------------------------6875     Discretionary Spending Grant Programs Help Smaller Communities6876    While rightsizing formula funding for priority roadway safety6877topics is a righteous undertaking, NSC would be remiss to not6878acknowledge the robust discretionary funding allocated towards roadway6879safety projects in the Infrastructure Investment and Jobs Act (IIJA).6880The Safe Streets and Roads for All (SS4A) Program has allocated to date6881over $2.9 billion dollars in federal funding to all 50 states and6882Puerto Rico to address roadway safety challenges in local6883communities.\11\ This funding has been awarded to rural and urban6884communities alike--with 44% of award recipients having populations6885below 50,000 residents.\12\6886---------------------------------------------------------------------------6887    \11\ https://www.transportation.gov/grants/SS4A6888    \12\ https://www.transportation.gov/sites/dot.gov/files/2024-11/6889SS4A-Fact-Sheet_FY-2024.pdf6890---------------------------------------------------------------------------6891    NSC encourages the Committee to reauthorize the SS4A program in the6892upcoming Surface Transportation bill. The program has already begun to6893improve transportation safety planning, redesign infrastructure at the6894municipal and county level, enhance the transportation system for6895people with disabilities and support rapid post-crash care. Because of6896the small nature of these communities, these projects often get6897overlooked due to the fact that decision-makers may feel projects are6898cost prohibitive. However, there is no appropriate cost to put on a6899safety enhancement that will save lives and reduce serious injuries.6900Discretionary spending is essential for communities who may not ever6901need a massive infrastructure project such as a highway or a bridge but6902may need a sidewalk or protected bike lane for micromobility users.6903SS4A closes the gap by making sure small communities have access to6904substantive federal monetary resources and technical assistance. It is6905imperative that this program continue.6906    While NSC believes there are always opportunities to find6907efficiencies within federal spending and regulations, we must not slow6908down on the progress we are making to eliminate traffic fatalities and6909serious injuries. Robust federal funding for proven safety6910countermeasures and improved safety performance measures are needed to6911continue to advance a multitude of solutions to better safety on our6912nation's roadways. NSC looks forward to continued engagement with6913members of this subcommittee and staff to brainstorm solutions which6914improve the impact of formula and discretionary spending programs so6915lives continue to be saved.6916                               Conclusion6917    We are at a critical juncture where the decisions made today will6918impact future generations to come. Our roadway fatality and serious6919injury metrics are not subsiding in impactful ways. Only through a6920multi-faceted approach that combines good driver behavior, advanced6921vehicle technology, redundant infrastructure and accessible public6922transit will the United States begin to see significant changes in6923roadway safety culture. We will solve this problem if we work together6924to invest in proven safety countermeasures.69256926  Letter of February 12, 2025, to Hon. Sam Graves, Chairman, and Hon.6927     Rick Larsen, Ranking Member, Committee on Transportation and6928Infrastructure, from the National Work Zone Safety Coalition, Submitted6929                  for the Record by Hon. David Rouzer6930                                                 February 12, 2025.6931The Honorable Sam Graves,6932Chairman,6933Transportation and Infrastructure, 1135 Longworth House Office6934        Building, Washington, DC 20510.6935The Honorable Rick Larsen,6936Ranking Member,6937Transportation and Infrastructure, 2163 Rayburn House Office Building,6938        Washington, DC 20510.6939    Dear Chairman Graves and Ranking Member Larsen,6940    On behalf of the National Work Zone Safety Coalition (the6941coalition), thank you for making roadway safety a top, bipartisan6942priority for the committee., The coalition appreciates the valuable6943opportunity provided for stakeholder engagement during the hearing6944``America Builds: A Review of Programs to Address Roadway Safety''. Our6945coalition represents wide-ranging and diverse stakeholders in the road6946construction industry, including equipment manufacturers, project6947planning and design engineers, traffic safety experts, and road/bridge6948construction contractors. We all have a shared priority: get workers6949safely home to their families.6950    Sadly, over the past several years, fatalities and injuries in6951highway work zones have continued to increase. In 2022, 891 people lost6952their lives in work zones and an additional 37,000 were injured. Many6953of these injuries and fatalities can be attributed to, or exacerbated6954by, driver behavior, including driving under the influence, speeding,6955and aggressive or distracted driving. Congress has an opportunity6956during the next highway reauthorization to advance and support state6957Departments of Transportation (DOTs) and the road construction industry6958on this critical topic--enhancing work zone safety (WZS). For example,6959numerous states have initiated and adopted best practices and laws,6960such as ``move over'' legislation, which requires drivers to slow down6961and/or move over when they approach emergency and road construction6962vehicles. States have also seen better (work zone) safety outcomes by6963increasing enforcement of speeding and distracted / drunk driving. In6964addition to increased enforcement, education for new and young drivers6965can also help change driver behavior, long term. For example, last year6966Oklahoma became the first state to require specific work zone training6967for student drivers--and by the end of this calendar year, they will6968have trained over 100,000 students.6969    While different states work to implement many of the safety6970initiatives above, it is imperative that Congress supports those state6971efforts that help keep road construction workers and the motoring6972public safe. Below are several opportunities that the coalition6973believes will make work zones safer and ultimately save lives. We look6974toward Congress to support the initiatives below.6975    1).  Create a federal work zone safety task group between state6976DOTs, Federal Highway Administration, law enforcement, road6977construction industry leaders, and traffic safety experts to provide6978recommendations to Congress and states on effective strategies,6979initiatives, and best practices to keep road workers safe.69806981    2).  Implement the federally allocated Work Zone Safety Contingency6982Funds (WZSCFs) in all 50 states. Currently, these funds have been6983adopted and used only in a handful of states, such as Texas, Michigan,6984and Washington. WZSCFs were established by a bipartisan provision in6985the Infrastructure Investment and Jobs Act and were designed to cover6986cost escalation on road construction projects where unforeseen safety6987concerns were not identified prior to project award. These funds can be6988used for any additional safety measures, including police presence,6989traffic barriers, and signage, among others.69906991    3).  Prioritize educating the next generation of drivers by6992requiring or incentivizing all 50 states to implement work zone safety6993education in their driver education programs.69946995    4).  Incentivize states, when possible, to close roads during6996active construction. This provides the clearest and best working6997environment for highway workers and the motoring public, while also6998decreasing mobilization costs and speeding up project delivery.69997000    Thank you for considering the above initiatives and we welcome7001further dialogue. Please feel free to utilize the National Work Zone7002Safety Coalition as a resource, as you draft the next highway7003reauthorization. If you have any questions or would like more7004information about any of the content above, please reach out to Mitch7005Baldwin , Director of Government Affairs7006at the National Asphalt Pavement Association (443-440-2044).7007            Sincerely,7008National Asphalt Pavement Association.7009American Traffic Safety Services Association.7010Associated General Contractors.7011Portland Cement Association.7012National Sand, Stone and Gravel Association.7013National Ready Mixed Concrete Association.7014American Concrete Pavement Association.7015Associated Equipment Distributors.7016Association of Equipment Manufacturers.7017American Society of Civil Engineers.70187019cc:  The Honorable David Rouzer, Chairman, Highways and Transit7020Subcommittee7021    The Honorable Eleanor Holmes Norton, Ranking Member, Highways and7022Transit Subcommittee70237024 Letter of February 11, 2025, to Hon. David Rouzer, Chairman, and Hon.7025  Eleanor Holmes Norton, Ranking Member, Subcommittee on Highways and7026 Transit, from Leslie Kimball, Executive Director, Responsibility.org,7027             Submitted for the Record by Hon. David Rouzer7028                                                 February 11, 2025.7029The Honorable David Rouzer,7030Chair,7031Highways and Transit Subcommittee, Committee on Transportation and7032        Infrastructure, 2165 Rayburn House Office Building, Washington,7033        DC 20515-6256.7034The Honorable Eleanor Holmes Norton,7035Ranking Member,7036Highways and Transit Subcommittee, Committee on Transportation and7037        Infrastructure, 2165 Rayburn House Office Building, Washington,7038        DC 20515-6256.7039    Dear Chairman Rouzer and Ranking Member Norton,7040    On behalf of the Foundation for Advancing Alcohol Responsibility7041(Responsibility.org), thank you for your leadership in holding this7042hearing titled ``America Builds: A Review of Programs to Address7043Roadway Safety''. As the Subcommittee prepares for this important7044hearing, Responsibility.org would like to draw your attention to7045several of the critical programs that aim to prevent impaired driving7046on our nation's roads.7047    For over 30 years, Responsibility.org has led the fight to7048eliminate drunk and all forms of impaired driving and underage7049drinking. We are a national not-for-profit organization funded by the7050following leading distillers: Bacardi U.S.A., Inc.; Beam Suntory;7051Brown-Forman; Campari Group: Constellation Brands, Inc; DIAGEO;7052Edrington; Hotaling, Mast-Jagermeister US; Moet Hennessy USA; Ole7053Smoky; Pernod Ricard USA; and William and Grant & Sons.7054Responsibility.org has transformed countless lives through programs7055that bring individuals, families, and communities together to guide a7056lifetime of conversations around alcohol responsibility and to offer7057proven solutions to stop impaired driving. You can find more7058information about our policy positions and resources on our website7059under ``Resources for Policymakers.''7060                         Advancing the HALT Act7061    Years of steadfast advocacy work has yielded tremendous results7062towards our goal of eliminating drunk driving. Alongside Mothers7063Against Drunk Driving (MADD), the Governors Highway Safety Association7064(GHSA), and other partners, Responsibility.org worked to secure passage7065of the Honoring Abbas Family Legacy to Terminate (HALT) Drunk Driving7066Act as Section 24220 of the Infrastructure Investment and Jobs Act7067(IIJA). Since enactment, Responsibility.org and our partners have7068supported implementation of this lifesaving law, including through the7069Advanced Impaired Driving Prevention Technology Advance Notice of7070Proposed Rulemaking (ANPRM) issued by the National Highway Traffic7071Safety Administration (NHTSA) at the end of 2023.7072    While Responsibility.org is disappointed that the November 20247073deadline for NHTSA to issue a final rule has passed, our advocacy focus7074will continue to concentrate on advancing this lifesaving rulemaking.7075Additionally, Responsibility.org will continue to combat misinformation7076about the HALT Act and looks forward to serving as a resource to the7077committee on this issue during the 119th Congress.7078                 Surface Transportation Reauthorization7079    Responsibility.org looks forward to engaging with the Committee as7080it works to develop its next surface transportation reauthorization7081legislation. Areas of interest include revisiting two of the National7082Priority Safety Program impaired driving prevention grants included in7083the IIJA (Section 24105) that are in need of technical corrections:7084      The ignition interlock incentive grant language was7085updated to allow more states to qualify for incentives; however, the7086current language requires an offender to install devices on all7087vehicles registered to them, owned by them, or leased to them, which is7088onerous and can be ineffective. Responsibility.org and our traffic7089safety partners have supported revisions to this grant program to7090require individuals to only operate vehicles equipped with an ignition7091interlock device. Not only would this revision be consistent with best7092practices, but it would also allow as many states as possible to7093qualify for the ignition interlock incentive grant.70947095      Responsibility.org was thrilled that provisions of the7096Multiple Substance Impaired Driving Prevention Act were included in the7097IIJA, including allowing utilization of backfill officers during drug7098recognition expert (DRE) training; however, the final language7099incorporated into the IIJA is overly prescriptive and challenging in7100practice.71017102    In addition to revisiting existing authorizations included in the7103IIJA, Responsibility.org looks forward to working with the Committee7104and our partners in the traffic safety stakeholder community to explore7105new federal initiatives as part of the next surface transportation7106bill. While we anticipate a variety of impaired driving policies to be7107debated, Responsibility.org is especially interested in:7108      Exploring policies surrounding testing for cannabis7109impairment and related data collection needs. Multiple-substance7110impaired drivers are high-risk impaired drivers who need specific7111interventions and countermeasures, and this must be an important area7112of focus for the Committee.71137114      Building upon the findings of a Responsibility.org-7115supported U.S. Government Accountability Office (GAO) study related to7116the reporting and interstate sharing of data on impaired-driving7117offenses that found states face challenges collecting complete impaired7118driving data due to staff and training issues as well as a lack of7119equipment and technology.71207121    Responsibility.org appreciates the Subcommittee's focus on roadway7122safety early in the 119th Congress and looks forward to working closely7123with the House Transportation & Infrastructure Committee on important7124measures to prevent drunk and impaired driving. If we can be of any7125assistance, please do not hesitate to contact Responsibility.org SVP of7126Government Relations Kelly Poulsen at kelly.poulsen@responsibility.org.7127            Sincerely,7128                                            Leslie Kimball,7129                            Executive Director, Responsibility.org.71307131 Letter of February 26, 2025, to Hon. David Rouzer, Chairman, and Hon.7132  Eleanor Holmes Norton, Ranking Member, Subcommittee on Highways and7133  Transit, from Stephanie Manning, Chief Government Affairs Officer,7134Mothers Against Drunk Driving, Submitted for the Record by Hon. Eleanor7135                             Holmes Norton7136                                                 February 26, 2025.7137The Honorable David Rouzer,7138Chair,7139Transportation and Infrastructure Subcommittee on Highways and Transit,7140        U.S. House of Representatives, Washington, DC 20515.7141The Honorable Eleanor Holmes Norton,7142Ranking Member,7143Transportation and Infrastructure Subcommittee on Highways and Transit,7144        U.S. House of Representatives, Washington, DC 20515.7145    Dear Chairman Rouzer and Ranking Member Holmes Norton:7146    Mothers Against Drunk Driving (MADD) requests a submission to the7147hearing record in response to Representative Thomas Massie's7148misinformed statements regarding advanced impaired driving prevention7149technology during the Transportation and Infrastructure Highways and7150Transit Subcommittee hearing on February 12, 2025, entitled ``America7151Builds: A Review of Programs to Address Roadway Safety.'' MADD is a7152non-profit organization with one goal: a permanent end to drunk and7153drugged driving. MADD represents families devastated by the impacts of7154drunk and drugged driving across the U.S., advocating for solutions7155which harness technology, data, and best practices across prevention7156efforts.7157    As part of its crucial mission, MADD victims and survivors7158successfully advocated for the passage of the bipartisan Honoring the7159Abbas Family Legacy to Terminate (HALT) Drunk Driving Act, in 2021,7160which directs the U.S. Department of Transportation (DOT) to develop a7161federal motor vehicle safety standard (FMVSS) for advanced impaired7162driving prevention technology that passively and seamlessly detects and7163stops drunk driving in all new cars.7164    In January 2024, DOT's National Highway Traffic Safety7165Administration (NHTSA) published an Advanced Notice of Proposed7166Rulemaking (ANPRM) related to equipping cars with life-saving7167technology to end drunk driving in new vehicle models. In March 2024,7168the comment period closed for the Notice, collecting over 18,0007169comments in two months. In the Notice, NHTSA recognized the concerning7170stall in progress related to deterring drunk driving in recent years.7171In accordance with the bipartisan HALT Act, NHTSA has two more years to7172complete the rulemaking mandate that all new vehicles come equipped7173with anti-drunk driving technology to stop this deadly and illegal7174driving behavior.7175    MADD thanks the House Transportation and Infrastructure Highways7176and Transit Subcommittee for holding the hearing, ``America Builds: A7177Review of Programs to Address Roadway Safety.'' Representative Thomas7178Massie spoke against the feasibility of implementing these7179technological safeguards in a timely manner. Rep. Massie falsely7180suggested HALT's objective is ``not looking for blood alcohol levels,''7181and the technology is a ``kill switch'' that will deploy and stop the7182vehicle if it feels the ``driver is not performing well,'' and insisted7183the technology is not ready for vehicles, citing a potential for false7184positives.7185    Rep. Massie's assertion that the technology outlined in Section718624220 of the Infrastructure Investment and Jobs Act (IIJA) ``Advanced7187Impaired Driving Technology,'' is not looking for blood alcohol levels7188is false. Section 1B of the law states, ``to fulfill the HALT Act7189requirement, technology must passively and accurately detect whether7190the blood alcohol concentration of a driver is equal to or greater''7191than .08 BAC. MADD contends that the entire purpose of Section 24220 is7192to end a driver's ability to operate a vehicle while intoxicated,7193saving more than 10,000 lives ever year, according to the Insurance7194Institute for Highway Safety (IIHS).7195    Rep. Massie continues to falsely assert that the law intends to7196install a ``kill switch'' in every vehicle that will deploy and stop7197the vehicle from operating if it feels the ``driver is not performing7198well.'' Section 24220 is more specific and defined than ``not7199performing well.'' The law states under the section for ``Advanced7200Drunk and Impaired Driving Prevention Technology'' definition that the7201technology must accurately identify whether a driver is impaired. The7202technology will determine if a driver's ``poor performance'' is due to7203substance intoxication and prevent or limit vehicle operation.7204    With regard to Rep. Massie's statement that advanced impaired7205driving technology does not exist, has the potential for false7206positives, and will not be ready for deployment in all vehicles by 20267207is false. The Federal Government and Original Equipment Manufacturers7208(OEM) have invested millions of dollars through a public private7209partnership for the Driver Alcohol Detection System for Safety (DADSS).7210DADSS has stated that their developed technology will be fleet ready in72112025. Additionally, Section 24220 does not state that technology must7212be deployed in every vehicle by 2026. Rather, the law states OEMs have7213two to three years following the issuance of a Final Rule to implement7214the technology into new vehicles. Advanced impaired driving prevention7215technology currently exists, and General Motors CEO Mary Barra has7216confirmed that the auto industry is working to implement the technology7217stating, ``We've been working with regulators on that . . . We have7218technology to do that . . . I think that's technology that's coming7219that I think is going to be good for everyone.''7220    With regard to Rep. Massie's statement that the technology presents7221a potential prevalence of false positives that will strand drivers,7222MADD is fully aware that a vehicle technology system that is not7223accurate and falsely prevents vehicles from lawfully operating would7224undermine public confidence--and thus the efficacy--of the law and such7225detection technology. Rep. Massie's concerns are being actively7226addressed in NHTSA's rulemaking deliberations as required by statute.7227NHTSA's statutory rulemaking authority under the bipartisan HALT Act is7228directly tied to the agency's organic rulemaking authority under7229section 30111 of the Motor Vehicle Safety Act (MVSA). The statute7230states that all safety standards must be ``practicable,'' and NHTSA7231must consider whether the standard is ``reasonable, practicable, and7232appropriate.'' As a result of these statutory guardrails, NHTSA7233acknowledged in its ANPRM that whatever technology or suite of7234technologies that are eventually adopted to fulfill HALT's mandate,7235vehicles must have an exceptionally high accuracy rate without false7236positives.7237    Lastly and most importantly, MADD would like to highlight the7238urgency of permanently ending drunk driving. Every 79 seconds, someone7239is killed or injured in a drunk-driving crash. Additionally, nearly one7240in three traffic crash fatalities in the U.S. involve drunk drivers. It7241is crucial to remember that the bipartisan HALT Act is addressing7242illegal behavior that puts the public at risk. Every statistic is a7243person. Recognizing the weight of this issue, MADD believes that7244Members of Congress and those in the Administration should not impede7245progress on promulgating a safety standard that will save more than724610,000 lives every year. MADD, bolstered by its own membership and7247stakeholders across the traffic safety community, urges NHTSA to7248prioritize implementation of the bipartisan HALT Act and dedicate all7249necessary resources towards completing its legal obligation under the7250law. Eradicating drunk driving and the countless deaths and injuries7251that result therefrom can be a reality. It will take the political will7252of federal public policy makers--both at the Department of7253Transportation and in Congress--to fulfill the promise of the7254bipartisan HALT Act.7255            Sincerely,7256                                         Stephanie Manning,7257   Chief Government Affairs Officer, Mothers Against Drunk Driving.72587259cc:  Rep. Sam Graves7260    Rep. Rick Larsen72617262                                Appendix72637264                              ----------72657266Questions from Hon. Tom Barrett to Hon. James H. Willox, Commissioner,7267  Converse County, Wyoming, on behalf of the National Association of7268                                Counties72697270    Question 1.a. One year ago, in January of 2024, the Detroit News7271published an article reporting that assaults on Michigan police7272officers are at their highest rates since the mid-1990s. Additionally,7273statewide arrests are at their lowest levels in 50 years. Do you think7274that the threat of violence keeps police from enforcing the law, which7275in turn has an effect on the number of traffic accidents today?7276    Question 1.b. What steps can the committee take to ensure that7277police are safer while doing their jobs, which in turn will allow them7278to enforce the law more fully and help bring down the number of traffic7279accidents and fatalities?7280    Answer to 1.a. & 1.b. Law enforcement officers, by their very7281nature, are always under some level of threat, and the dynamics7282surrounding that threat are highly local. In my area, there has not7283been an increase in attacks on law enforcement, but the pressures from7284social media are noticeable. Even when officers do everything7285correctly, critics will still make themselves known.7286    I personally do not see a direct connection between the number of7287accidents and the threat of violence to law enforcement. Unfortunately,7288I can't think of a policy that could be included in the surface7289transportation bill on the federal level that would make the job of law7290enforcement any easier.72917292Question from Hon. David Rouzer to Michael Hanson, Director, Minnesota7293Department of Public Safety, Office of Traffic Safety, on behalf of the7294                  Governors Highway Safety Association72957296    Question 1. Your testimony mentioned the increased reporting7297requirements for National Highway Traffic Safety Administration (NHTSA)7298grant programs. Can you elaborate on this and how it may impact safety?7299    Answer. Over the past several years there has been an increase in7300the administrative burden associated with the funding that states7301receive from NHTSA. In order to participate in NHTSA's grant programs,7302states are required to comply with an excessive number of program rules7303and qualifications. States face onerous, duplicative record-keeping and7304reporting requirements. This administrative red tape is taking up a7305significant amount of the resources that should be used for the7306implementation of safety programs.7307    An example of this is the amount of detail that NHTSA is requiring7308for approval of the AGAs, which was intended to be a brief annual7309update on planned grant activities to supplement the triennial highway7310safety plan. Congress intended for the restructuring of the planning7311and grant application process in IIJA to reduce the administrative7312requirements, but instead the AGA's have ballooned to several hundred7313pages long in order to meet all of the NHTSA requirements. The required7314detail has resulted in several AGAs reaching between 300-500 pages.7315    We have also seen other requirements in IIJA expand beyond the7316bill's intention like the public participation and engagement7317requirements which focus on reaching impacted communities in the7318traffic safety planning process. While GHSA supports the goal of this7319program, NHTSA's implementation has been heavy handed and focused on7320oversight of the process for implementing it not on SHSO's achieving7321the desired outcomes.7322    Across the entire Highway Safety Grant program, NHTSA's oversight7323activities have increased significantly, creating an increased burden7324on states to demonstrate compliance. GHSA supports appropriate7325oversight and recognizes the importance of transparency when using7326federal funding, but the increased focus on oversight of the planning7327process for grants instead of the outcomes of the grant activities is7328creating a significant regulatory burden on states which in turn7329reduces the resources available for implementing safety programs.7330    The NHTSA behavioral safety programs are a critical element of7331tackling the roadway safety challenges that we see and SHSOs across the7332country are doing their best to implement meaningful programs to7333improve driver behavior but are bogged down by the amount of7334administrative red tape and limitations on how they can spend funding.7335These programs need to be more efficiently administered by NHTSA so7336that more of the federal funding can work towards improving safety7337instead of expending resources on meeting federal requirements to7338receive the funding.73397340 Question from Hon. Tom Barrett to Michael Hanson, Director, Minnesota7341Department of Public Safety, Office of Traffic Safety, on behalf of the7342                  Governors Highway Safety Association73437344    Question 1. The disparity between the speed limits allowed for7345tractor trailer trucks as opposed to regular vehicles contributes each7346year to the number of traffic accidents and fatalities. Do you feel it7347might be time to raise the speed limit for tractor trailers on7348America's interstate highway system?7349    Answer. A significant percentage of all crashes are speeding-7350related. Speed plays a critical role in motor vehicle crashes, as7351higher speeds increase both the likelihood and severity of crashes7352increases. When vehicles travel at high speeds, drivers have less time7353to react to hazards and stopping distances become significantly longer.7354Higher speeds increase the force of impact in a crash, leading to more7355severe injuries and fatalities. Overall, maintaining safe and7356appropriate speed limits is essential for reducing crashes and7357enhancing road safety. Increases to the speed limit for commercial7358motor vehicles would increase the likelihood and severity of their7359crashes. If speed disparity poses a safety risk, it would be safer to7360reduce the speed for non-commercial motor vehicles so that all vehicles7361match the current limit for commercial vehicles.73627363   Question from Hon. Jerrold Nadler to Catherine Chase, President,7364                 Advocates for Highway and Auto Safety73657366    Question 1. Across our nation, large truck crashes impact the lives7367of the truck drivers, the motoring public, and first responders alike.7368According to the National Highway Traffic Safety Administration's7369(NHTSA) Fatal Analysis Reporting System, in 2022, 5,936 people lost7370their lives in such crashes, the culmination of a decade-long trend7371between 2012 and 2022 that saw an increase in these crashes by 50.8%.7372Despite this shocking statistic, and study after study that7373demonstrates a heavier truck is a more dangerous truck, attempts7374persist to allow heavier truck configurations over the 80,000-pound7375gross vehicle onto federal highways, which also gain access to local7376roads through reasonable access. The best-known study on truck size and7377weight was requested by Congress in 2016 from the United States7378Department of Transportation. This Comprehensive Truck Size and Weight7379Limits Study demonstrated that a 91,000-pound semi-truck on six axles--7380a popular configuration touted by bigger truck supporters--is 47% more7381likely to be involved in a crash. Given this troubling trend, what is7382the position of Advocates for Highway and Auto Safety on proposed7383heavier truck configurations and other exemptions to current federal7384truck size and weight limits?7385    Answer. Since 2009, the number of fatalities in large truck crashes7386has increased by 76 percent.\1\ In that same timespan, the number of7387people injured in crashes involving large trucks rose by 1177388percent.\2\ In fatal two-vehicle crashes between a large truck and a7389passenger motor vehicle, 96 percent of the fatalities were occupants of7390the passenger vehicle.\3\ In 2022, 5,936 people were killed and over7391160,000 people were injured in crashes involving large trucks.\4\7392---------------------------------------------------------------------------7393    \1\ Traffic Safety Facts 2022: A Compilation of Motor Vehicle7394Traffic Crash Data, NHTSA, Dec. 2024, DOT HS 813 656 (Annual Report73952022). Note, the 76 percent figure represents the overall change in the7396number of fatalities in large truck involved crashes from 2009 to 2022.7397However, between 2015 and 2016 there was a change in data collection at7398U.S. DOT that could affect this calculation. From 2009 to 2015 the7399number of fatalities in truck-involved crashes increased by 21 percent,7400and between 2016 to 2022, it increased by 27 percent, and between 20157401and 2016, it increased by 14 percent.7402    \2\ Id. Note, the 117 percent figure represents the overall change7403in the number of people injured in large truck involved crashes from74042009 to 2022. However, between 2015 and 2016 there was a change in data7405collection at U.S. DOT that could affect this calculation. From 2009 to74062015 the number of people injured in truck-involved crashes increased7407by 59 percent, and between 2016 to 2022, it increased by 19 percent,7408and between 2015 and 2015, it increased by 14 percent.7409    \3\ Insurance Institute for Highway Safety (IIHS), Large Trucks.7410https://www.iihs.org/topics/fatalitystatistics/detail/large-trucks.7411    \4\ Annual Report 2022.7412---------------------------------------------------------------------------7413    According to the Federal Highway Administration (FHWA), traffic7414incidents, which include crashes, are one of the seven main causes of7415traffic congestion which erodes the reliability of travel time.\5\ The7416report notes that for truck operators, ``[t]he cost of unexpected delay7417can add another 20 percent to 250 percent'' to their hourly costs.\6\7418The cost to society from crashes involving large trucks and buses was7419estimated to be $128 billion in 2021, the latest year for which data is7420available.\7\ When adjusted solely for inflation, this figure amounts7421to over $151 billion.\8\7422---------------------------------------------------------------------------7423    \5\ Traffic Congestion and Reliability: Trends and Advanced7424Strategies for Congestion Mitigation, March 2020, FHWA. Available here:7425https://ops.fhwa.dot.gov/congestion_report/chapter2.htm,7426    \6\ Ibid.7427    \7\ 2023 Pocket Guide to Large Truck and Bus Statistics, FMCSA,7428Dec. 2023, RRA-23-003.7429    \8\ CPI Inflation Calculator, BLS, available at https://7430www.bls.gov/data/inflation_calculator.htm, calculated form Jan. 2021-7431Jan. 2024.7432---------------------------------------------------------------------------7433    This safety epidemic should be a clear indicator that essential7434protections, including federal truck size and weight limits (TSW),7435should not be weakened or repealed. Retaining current TSW also impacts7436roadway infrastructure as larger, heavier trucks could result in an7437increased prevalence and severity of crashes and cause increased wear7438and damage to our roadway infrastructure and bridges.7439    The American Society of Civil Engineers (ASCE) finds ``these vital7440lifelines are frequently underfunded, and over 40% of the system is now7441in poor or mediocre condition.'' \9\ In their 2021 Report Card, roads7442received a grade of ``D,'' with 43 percent in poor or mediocre7443condition.\10\ Bridges received a ``C,'' with 42 percent being at least744450 years old and more than 46,000 considered structurally7445deficient.\11\ Moreover, our deteriorating roads are forcing the7446Nation's motorists to spend nearly $130 billion each year in extra7447vehicle repairs and operating costs.\12\7448---------------------------------------------------------------------------7449    \9\ https://infrastructurereportcard.org/cat-item/roads-7450infrastructure/.7451    \10\ Id.7452    \11\ Id.7453    \12\ Id.7454---------------------------------------------------------------------------7455    Federal limits on the weight and size of commercial motor vehicles7456(CMVs) are intended to protect truck drivers, the traveling public, and7457our Nation's roads, bridges and other infrastructure components. Yet,7458provisions allowing larger and heavier trucks that violate or7459circumvent these federal laws to operate in certain states or for7460specific industries have often been tucked into must-pass bills to7461avoid public scrutiny.7462    The U.S. Department of Transportation (DOT) Comprehensive Truck7463Size and Weight Study found that introducing double 33-foot trailer7464trucks, known as ``Double 33s,'' would be projected to result in 2,4787465bridges requiring strengthening or replacement at an estimated one-time7466cost of $1.1 billion.\13\ This figure does not account for the7467additional, subsequent maintenance costs which will result from longer,7468heavier trucks. In fact, increasing the weight of a heavy truck by only746910 percent increases bridge damage by 33 percent.\14\7470---------------------------------------------------------------------------7471    \13\ Comprehensive Truck Size and Weight Limits Study: Bridge7472Structure Comparative Analysis Technical Report, FHWA, June 2015.7473    \14\ Effect of Truck Weight on Bridge network Costs, NCHRP Report7474495, National Cooperative Highway Research Program, 2003.7475---------------------------------------------------------------------------7476    Longer trucks come with operational difficulties such as requiring7477more time to pass, having larger blind zones, crossing into adjacent7478lanes, swinging into opposing lanes on curves and turns, and taking a7479longer distance to adequately brake. In fact, double trailer trucks7480have an 11 percent higher fatal crash rate than single trailer7481trucks.\15\ Overweight trucks also pose serious safety risk. Brake7482violations are a major reason for out-of-service violations.\16\7483According to a North Carolina study by the Insurance Institute for7484Highway Safety (IIHS), trucks with out-of-service violations are 3627485percent more likely to be involved in a crash.\17\ This is also7486troubling considering that tractor-trailers moving at 60 miles per hour7487are required to stop in 310 feet--the length of a football field--once7488the brakes are applied.\18\ Actual stopping distances are often much7489longer due to driver response time before braking and the common7490problem that truck brakes are often not in adequate working condition.7491---------------------------------------------------------------------------7492    \15\ An Analysis of Truck Size and Weight: Phase I--Safety,7493Multimodal Transportation & Infrastructure Consortium, November 2013;7494Memorandum from J. Matthews, Rahall Appalachian Transportation7495Institute, Sep. 29, 2014.7496    \16\ Roadside Inspections, Vehicle Violations: All Trucks Roadside7497Inspections, Vehicle Violations (2019--Calendar), FMCSA.7498    \17\ Teoh E, Carter D, Smith S and McCartt A, Crash risk factors7499for interstate large trucks in North Carolina, Journal of Safety7500Research (2017).7501    \18\ Code of Federal Regulations (CFR) Title 49 Part 571 Section7502121: Standard No. 121 Air brake systems (FMVSS 121).7503---------------------------------------------------------------------------7504    There is overwhelming opposition to any increases to truck size and7505weight limits. The public, local government officials, safety, consumer7506and public health groups, law enforcement, first responders, truck7507drivers and labor representatives, families of truck crash victims and7508survivors, and even Congress on a bipartisan level have all rejected7509attempts to increase truck size and weight. Also, the technical reports7510from the U.S. DOT Comprehensive Truck Size and Weight Study concluded7511there is a ``profound'' lack of data from which to quantify the safety7512impact of larger or heavier trucks and consequently recommended that no7513changes in the relevant truck size and weight laws and regulations be7514considered until data limitations are overcome.\19\7515---------------------------------------------------------------------------7516    \19\ Comprehensive Truck Size and Weight Limits Study, Federal7517Highway Administration (June 2015).7518---------------------------------------------------------------------------7519    The Infrastructure Investment and Jobs Act (IIJA) investments are7520improving and elevating the safety of our Nation's roads and7521bridges.\20\ Any increase to federal truck size and weight limits will7522undermine this objective, worsen safety problems, and divert rail7523traffic from privately owned freight railroads onto our already7524overburdened public highways. Despite claims to the contrary, bigger7525trucks will not result in fewer trucks. Following every past increase7526to federal truck size and weight limits, the number of trucks on our7527roads has gone up. Since 1982, when Congress last increased the gross7528vehicle weight limit, truck registrations have more than doubled.\21\7529The U.S. DOT study also addressed this meritless assertion and found7530that any potential mileage efficiencies from the use of heavier trucks7531would be offset in just one year.\22\7532---------------------------------------------------------------------------7533    \20\ Pub. L. 117-58 (2021).7534    \21\ 2017 Annual Report.7535    \22\ Comprehensive Truck Size and Weight Limits Study, Federal7536Highway Administration (June 2015).7537---------------------------------------------------------------------------7538    We urge Congress to oppose any increases to federal truck weight7539limits, including pilot programs and state or industry specific7540exemptions.75417542                              [all]