FTA Updates Bus Testing Rules to Cut Red Tape
Published Date: 6/26/2026
Proposed Rule
Summary
The Federal Transit Administration is updating its bus testing rules to make the process faster and clearer for bus makers and buyers. These changes will help remove old test reports and improve the quality of new ones, making it easier to know which buses perform best. If you’re involved in bus manufacturing or buying, get ready to share your thoughts by August 25, 2026, and expect smoother testing ahead with no surprise costs.
Analyzed Economic Effects
8 provisions identified: 2 benefits, 6 costs, 0 mixed.
Bus Test Reports Expire After 10 Years
FTA proposes that full and partial bus testing reports will expire 10 years after publication. The expiration rule would phase in so the expiration provision becomes effective three years after publication of the final rule. FTA estimates industry testing recertification costs of $20,667,705 (total, undiscounted) and total costs of $21,492,172 over 2027–2036, with annualized costs of $1,968,313 (3% discount) and $1,618,569 (7% discount).
Upfront Fee for Repeat Test Submissions
FTA proposes that when a manufacturer resubmits a bus model that previously started and was withdrawn from testing, the manufacturer must pay the full applicable testing fee up front (100%). For the initial submission, the manufacturer's statutory share remains 20% due at contract signing; if a resubmitted bus later obtains a passing score, the manufacturer will be reimbursed FTA's share upon publication of the passing report.
Certification Requires Non‑Expired Reports at Award
FTA proposes to add that a recipient may only certify compliance based on a bus testing report that has not expired under Sec. 665.13(g) at the time of the initial contract award. If the base contract is awarded before the applicable report(s) expire, the recipient may still exercise contract options after the report(s) expire.
Test All Significant Modes of Operation
FTA proposes a new provision that, subject to feasibility and practicality, would require testing and reporting on all of a bus model's significant proposed modes of operation (for example, significant engine‑off driving range on hybrid buses).
Third‑Party Chassis Variants May Need Durability Test
FTA states that new bus models built on previously tested third‑party chassis, even if eligible for partial testing, will usually require at least the Structural Durability test. FTA notes the Structural Durability test alone represents 57% of the cost and 83% of the time of a full test in the 7‑year/200,000‑mile useful life category.
Tighter Unscheduled Maintenance Limits
FTA proposes new unscheduled maintenance (USM) hour limits that vary by useful life category: 12/500,000 → 125 hours (10.42 hours/year); 10/350,000 → 110 hours (11.00 hours/year); 7/200,000 → 80 hours (11.43 hours/year); 5/150,000 → 60 hours (12.00 hours/year); 4/100,000 → 50 hours (12.50 hours/year). FTA analyzed historical data and determined the changes would not significantly affect passing rates.
FTA May Use Aggregated Test Data for Research
FTA proposes to allow use of anonymized or aggregated Bus Testing data to support FTA‑conducted or sponsored research. Data attributable to a particular bus model or manufacturer would still be limited to release only in a bus testing report that the manufacturer has authorized for publication.
Non‑Recurring Engineering Hours Exempt from USM
FTA proposes a definition for non‑recurring engineering hours and proposes that such hours should not be counted toward unscheduled maintenance (USM) hours. The rationale is to avoid penalizing manufacturers who take time to resolve design flaws with validated fixes.
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Key Dates
Department and Agencies
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