Surface Transportation Research and Development Act of 2026
- Sponsor
- Rep. Fong, Vince [R-CA-20]
- Committees
- Science, Space, and Technology Committee (primary)
- Last action
- May 20, 2026
Bottom line
The bill aims to modernize and streamline DOT's research, data collection, and innovation efforts across various transportation modes, with a focus on safety, efficiency, and data integrity.
What it actually does
This bill reauthorizes and updates several surface transportation research and development programs within the Department of Transportation (DOT). It extends funding authorizations for highway and intermodal transportation R&D, University Transportation Centers, and the Open Research Initiative through fiscal year 2031. It also strengthens the role of the Director of Transportation Statistics, establishes a new Transportation Statistics Coordination Council, mandates studies on emerging headlamp technologies and reclaimed asphalt pavement, and expands rail research programs to include hazardous materials safety.
Proponents argue
Proponents argue that this bill is essential for ensuring the United States remains at the forefront of transportation innovation and safety. They contend that updating research programs, improving data coordination, and addressing emerging challenges like new headlamp technologies and sustainable pavement practices are critical for a safe, efficient, and future-ready transportation system. The reauthorization of existing programs provides stability and continuity for ongoing research efforts.
Opponents contend
Potential opponents might raise concerns about the expansion of federal oversight into statistical activities, arguing it could lead to bureaucratic inefficiencies or stifle independent data collection efforts by operating administrations. Some may also question the necessity of specific studies or the scope of reauthorizations, particularly if they perceive a lack of clear return on investment or if the bill adds to federal spending without clear fiscal offsets.
The bill is relatively short and structured, making it accessible for an informed reader to understand its core provisions within a reasonable timeframe.
Section 2
Extension of Highway and Intermodal Transportation R&D Programs
This section amends existing law (23 U.S.C. 503(c)) to extend the authorization for several technology and innovation programs related to highway and intermodal transportation systems. Specifically, it updates the fiscal years for these programs from 2022-2026 to 2027-2031, ensuring continued federal support for research, development, and deployment activities in these areas.
Supporters argue
Supporters argue that extending these authorizations is crucial for maintaining momentum in critical transportation research, fostering innovation, and addressing evolving challenges in highway and intermodal systems. It provides stability for long-term planning and investment.
Critics contend
No specific opposition is typically raised against routine reauthorizations of established research programs, though some might argue for a more rigorous review of program effectiveness before reauthorization.
Tradeoffs
The primary tension is balancing the need for continuous research funding with periodic reviews to ensure programs remain effective and adapt to new priorities.
Section 3
Strengthening Transportation Statistics Programs
This section amends 49 U.S.C. 6302 to enhance the role of the Director of Transportation Statistics. It mandates that the Director be located within the Office of the Assistant Secretary for Research and Technology and grants the Director 'exclusive authority over' statistical activities, replacing 'a significant role in.' It also adds new requirements for the Secretary to ensure all DOT statistical activities protect data confidentiality, objectivity, and integrity, and follow best practices and federal policies.
Section 4
Establishment of Transportation Statistics Coordination Council
This section creates a new 49 U.S.C. 6302A, establishing the 'Transportation Statistics Coordination Council' within 90 days of enactment. Composed of representatives from DOT operating administrations and chaired by the Director of Transportation Statistics, the Council's duties include assisting the Director, reviewing data inventories for duplication, identifying opportunities to reduce data collection burden, and advising on Department-wide data guidelines and standards. The Secretary must report to Congress within three years on the Council's activities, including a plan to eliminate duplicative statistical activities and recommendations for a unified statistical infrastructure.
Section 5
Amendments to University Transportation Centers Program
This section amends 49 U.S.C. 5505, which governs the University Transportation Centers (UTC) Program. It removes the phrase 'not more than' from a subparagraph related to funding, potentially allowing for more flexibility in how funds are allocated or matched. It also extends the authorization for the program's funding from fiscal years 2022-2026 to 2027-2031, ensuring continued support for university-led transportation research.
Section 6
Open Research Initiative Implementation Plan
This section amends 49 U.S.C. 5506, extending the authorization for the Open Research Initiative from fiscal years 2022-2026 to 2027-2031. It also directs the Secretary of Transportation to develop an implementation plan to transition the advanced transportation research pilot program into a sustained open research initiative. A report on this plan and its execution must be submitted to Congress within two years of enactment.
Section 7
Study on Emerging Headlamp Technologies
This section directs the Secretary of Transportation, through the Assistant Secretary for Research and Technology and in consultation with the National Highway Traffic Safety Administration (NHTSA), to enter into an agreement with an expert entity within 180 days to conduct a study on the safety effects of high-intensity LED, matrix LED, and other emerging headlamp technologies. The study will assess driver visibility, glare exposure, and roadway safety, with particular attention to older drivers and vulnerable road users. It will also analyze the adequacy of existing photometric test procedures. The entity will make recommendations, and the Secretary must report the findings and recommendations to Congress and make them public within two years of the agreement.
Section 8
Strategy on Reclaimed Asphalt Pavement
This section directs the Secretary of Transportation, through the Federal Highway Administration Administrator, to submit a strategy within one year to encourage the standardization and utilization of reclaimed asphalt pavement (RAP) on roadways nationwide, while ensuring asphalt mixture quality is maintained. The strategy must include a review of current activities, an analysis of cost savings, a description of efforts to support technical standards, and recommendations to promote RAP utilization through DOT programs. The Secretary must consult with various stakeholders, including institutions of higher education, state DOTs, local governments, planning organizations, nonprofit research organizations, and private sector entities.
Section 9
Expansion of Rail Research Programs
This section amends 49 U.S.C. 24910 to expand the scope of federal rail research programs. It adds a new objective to address safety challenges with modern and future infrastructure and technology related to commuter, passenger, and freight rail networks. It also includes a new purpose for the programs: to review safety standards related to the transportation of hazardous materials on freight rail. Furthermore, it extends the authorization for these programs from fiscal years 2010-2013 (or 2019 for a specific subsection) to 2027-2031.
This provision changes the Director of Transportation Statistics' role from having 'a significant role in' to 'exclusive authority over' statistical activities within the Department of Transportation.
Section 3(d)(2)
Why it matters:While seemingly a technical amendment, the shift from 'significant role' to 'exclusive authority' represents a substantial increase in power and centralization. This kind of precise language change is common in legislative drafting to clarify or strengthen an agency's mandate, but its full implications might not be immediately obvious.
Case for: Supporters would argue that this change provides the Director with the necessary authority to effectively coordinate and standardize statistical activities across DOT, preventing fragmentation and ensuring data integrity. It empowers the Director to enforce best practices and eliminate duplication.
Case against: Critics might argue that granting 'exclusive authority' could lead to an overly rigid or bureaucratic approach to data collection, potentially stifling innovation or the ability of individual operating administrations to tailor data efforts to their specific needs. It could also lead to turf battles over data ownership and methodology.
Estimated impact: This change significantly centralizes control over data collection and analysis within DOT, affecting all operating administrations and potentially streamlining data processes nationwide.
This provision strikes 'not more than' from subparagraph (A) of subsection (c)(4) of section 5505 of title 49, United States Code, related to the University Transportation Centers Program.
Section 5(1)
Why it matters:Such precise language adjustments are often made to remove unintended restrictions or provide greater flexibility to agencies in implementing programs. It's a technical correction with potentially significant practical implications, common in legislative updates.
Case for: Proponents would argue that removing 'not more than' provides the Secretary with greater flexibility in allocating funds or setting matching requirements for University Transportation Centers, allowing for more adaptive and effective program management based on evolving needs and priorities. It could enable more robust funding for certain initiatives.
Case against: While generally seen as a technical improvement, some might argue that removing such a cap could, in theory, lead to less oversight on funding limits or allow for disproportionate allocation if not managed carefully, though the context of the specific subsection would clarify this.
Estimated impact: This change could provide the Department of Transportation with more discretion in how it funds or matches funds for University Transportation Centers, potentially leading to increased or more flexible support for certain research areas or institutions.