Sponsors (10)
The bill substantially strengthens underride-protection rules, data, and oversight—likely preventing deaths and improving regulatory clarity—but it imposes significant compliance, administrative, and potential consumer-cost burdens, especially on small and rural carriers.
Drivers, passengers, pedestrians, cyclists, and motorcyclists (including children and families) would face fewer fatal and severe underride crashes because the bill sets clearer underride protections and performance requirements across front, side, and rear guards.
Truck/trailer manufacturers, fleet owners, and motor carriers get clearer statutory definitions and regulatory direction, making compliance planning, design, and procurement more predictable.
Requiring side underride guards and a performance standard (protecting occupant survival space at closing speeds up to 40 mph) directly reduces intrusion risk in side-impact underride crashes for vehicle occupants and vulnerable road users.
Motor carriers, truck and trailer manufacturers, and fleet owners would face substantial compliance and retrofit costs to install or upgrade front, side, and rear underride protections.
Those higher vehicle and retrofit costs are likely to be passed on to consumers and taxpayers through higher shipping prices, higher vehicle prices, or other increased costs of goods and services.
Smaller and rural carriers and owners may struggle to afford or complete retrofits within the rule timelines (and without additional funding or transition flexibility), concentrating financial strain on small businesses and rural communities.
Based on analysis of 9 sections of legislative text.
Directs DOT to require side underride guards on new trailers, semitrailers, and single‑unit trucks, reconvene an advisory committee, commission studies, improve reporting, and provide law enforcement training.
Introduced February 4, 2026 by Stephen Cohen · Last progress February 4, 2026
Requires the Department of Transportation to set and enforce new safety standards that require side underride guards on new trailers, semitrailers, and single‑unit trucks, with performance targets to prevent passenger vehicles and vulnerable road users from sliding underneath at closing speeds up to 40 mph. Directs DOT and NHTSA to reconvene and expand an underride advisory committee, publish a public repository of research and rulemakings, conduct and commission independent studies, improve crash data and reporting on underride incidents, and provide training for state and local law enforcement.