Hearing of the Commerce, Manufacturing, and Trade Subcommittee of the House Energy and Commerce Committee - Vehicle-to-Vehicle Communications and Connected Roadways of the Future

Hearing

Thank you, Mr. Chairman, for holding today's hearing on vehicle-to-vehicle
(V2V) technology. I look forward to hearing from our witnesses on this
developing safety feature.

More than 2 million Americans were injured in car crashes last year, with
more than 30,000 deaths. Those accidents and lost lives are tragic, but there have
been significant auto safety improvements made since 1979, when a record 51,000
auto-related fatalities were recorded.

Safety technologies like seatbelts, anti-lock brakes, and airbags -- despite the
Takata recall -- have significantly improved auto safety since vehicle deaths
reached their peak almost 40 years ago.

In order to continue that progress, we must enhance existing safety features
while at the same time considering new and innovative technologies. Dedicated
short-range radio communications (DSRC) -- which enable V2V-- has been
researched for 15 years, and it shows serious promise in further reducing traffic
accidents.

V2V, as well as vehicle-to-infrastructure (V2I) allow for early detection of
traffic risks and provide advanced warning to drivers in order to avoid accidents.
Whether it's ensuring drivers can make safe left turns across traffic, knowing when
a driver can safely pass another car on the road, or minimizing traffic congestion,
these technologies have tremendous real-world benefits. It has been estimated that
DSRC technology could prevent as many as 4 out of 5 accidents. I know firsthand
how beneficial this technology could be: just the other day, I was a passenger
in a little scrape that probably would have been prevented with V2V technology.

However, there are potential technical, privacy and security vulnerabilities
associated with DSRC technology. DSRC technology could be interrupted by
other communications traveling over the same spectrum band. We must ensure
that geolocation information and driving habits are not able to be collected by auto
manufacturers or subcontractors and used for purposes unrelated to vehicle safety.
Even more concerning is the vulnerability of advanced technologies in cars to
remote access, which could cause vehicles to be breached and overtaken. Each of
these threats needs to be fully vetted and safeguards must be implemented to
prevent them from occurring.

Cars are already being manufactured with DSRC technology. As that
technology continues to advance and is incorporated into more and more vehicles
and infrastructure, we must establish rules of the road to maximize benefits while
minimizing risks. NHTSA is working to develop standards and guidance to
maximize V2V and V2I benefits, and I look forward to learning more about the
rules the agency plans to advance to meet that objective.

Again, I look forward to hearing from all of our witnesses to gain from their
perspectives on how we can maximize the potential of V2V and V2I technology
while minimizing potential risks. I yield back

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