The Thermal Runaway Reduction Act of 2026 directs the Secretary of Transportation to strengthen federal safety rules for the commercial transport of lithium-ion cells and batteries. It defines key terms such as “lithium-ion cell or battery” and “thermal runaway,” then requires the Department of Transportation to work with the United Nations dangerous goods experts to revise international test standards for batteries shipped in transport units under UN 3536. The bill also requires new federal regulations limiting commercial shipment of lithium-ion batteries to a state of charge of no more than 30 percent, unless a higher charge is specifically approved under hazardous materials procedures.
The bill further requires the Department to issue regulations or guidance for damaged, defective, or recalled lithium-ion batteries, including packaging, movement, and disposal guidance, and to review and update these rules every five years to address emerging battery technologies that may pose similar fire risks. In addition, it creates a grant program for research into innovative thermal runaway suppression methods, including how state of charge affects suppression and how emergency responders can verify battery charge after a fire or crash. The bill prioritizes projects that avoid PFAS and are cost-effective, and authorizes $10 million for fiscal years 2027 through 2031.
A second grant program would be added to existing federal hazardous materials law to help volunteer and career fire departments buy equipment and tools for lithium-ion battery fire response. Eligible uses include suppression blankets, portable fire suppression agents, residual-energy assessment tools, environmental monitoring and runoff control, and containment or over-pack systems for damaged or recalled batteries. The Secretary would have to begin soliciting applications within one year of enactment and follow specified deadlines for grant selection.
The bill’s impact would be to expand federal hazardous materials regulation and emergency response support for lithium-ion battery transport, while also influencing international testing standards. It would affect shippers, carriers, battery manufacturers, hazardous materials regulators, fire departments, and emergency responders by imposing stricter transport conditions, creating new compliance expectations, and funding research and equipment for fire suppression and cleanup.
The available context shows no recorded votes or committee debate, so there is no documented partisan or public sentiment in the materials provided. Based on the bill text alone, the measure appears safety-focused and preventive, with an emphasis on reducing fire risk, improving responder readiness, and supporting research and standards development. The main likely points of contention are the proposed 30 percent state-of-charge limit, the compliance burden on industry, and the practicality of enforcing or verifying battery charge and handling damaged batteries in commercial transport.
The bill would amend federal hazardous materials transportation policy, particularly 49 C.F.R. section 173.185 and title 49 U.S. Code section 5107, by directing new regulations, guidance, and grant programs related to lithium-ion battery transport safety. It would also require periodic review of the rules and coordination with international UN testing standards, affecting battery shippers, carriers, manufacturers, and fire departments involved in transport incidents.
No committee transcripts or votes are provided, so there is no recorded legislative sentiment to summarize. The bill’s framing suggests a generally supportive safety-oriented approach, with the goal of preventing thermal runaway incidents and improving emergency response capabilities rather than advancing a controversial policy agenda.
The most notable potential contention is between transportation safety advocates and industry stakeholders over the requirement to ship lithium-ion batteries at no more than 30 percent state of charge, which could affect logistics, product availability, and operational costs. Additional points of debate may include the feasibility of verifying state of charge after incidents, the scope of federal authority over damaged or recalled batteries, and whether the grant programs and reporting requirements are sufficiently targeted and cost-effective.