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Information Reports
SBIC Issues Statement on TRB Study
of Pupil Transportation
Federal
Transit Administration Testing of Buses
Areas
of Testing for Transit Buses
National Highway
Traffic Safety Administration Federal Motor Vehicle Safety Standards
for School Buses and Transit Buses
Summary Description
and Purpose of Selected
Federal Motor Vehicle Safety Standards
Key Safety Tips at Highway-Rail
Grade Crossings
Tips for School Bus Drivers
School
Bus Classifications
SBIC ISSUES STATEMENT ON TRB
STUDY
OF PUPIL TRANSPORTATION
The Transportation Research Board (TRB) couldn't have
said it any better - there is no safer way for children to get
to and from school than the yellow school bus.
The School Bus Information Council has been making
this exact point for several years. The biggest school-related risk
to children is not violence in schools - or a lack of magnetometers
- but their choice of transportation to and from school.
Latest statistics from the U.S. Department of Transportation
tell the story: school buses have the best safety record of any
form of transportation. Last year, just six youngsters were killed
as school bus occupants. Yet, 800 youngsters are killed every
year getting to and from school by some other means than a school
bus.
While even minor school bus crashes that don't involve
serious injuries invariably make the news, other, greater risks
go unnoticed because they are not typically reported as school transportation-related.
The TRB report should change that and serve as a fact-based
wake up call for parents and federal and state policy-makers. Walking
or bicycling to school, or allowing teens to ride with other teens,
all involve more risk than riding a school bus. Worse, policies
often encourage these alternatives to school buses as a way to save
money.
The TRB report makes a compelling, factual argument
that pupil transportation must remain a priority. TRB says, "School
transportation planners and policy makers at all levels should analyze
transportation risks comprehensively in their decision making related
to school travel." We wholeheartedly agree.
The School Bus Information Council looks forward to
working with the U.S. Department of Transportation (DOT) to implement
the TRB recommendation that the risk information in this report
be distributed so school officials, parents, and state and local
officials responsible for pupil transportation can have the information
they need "…to assess the adequacy of their school transportation
systems. Such information is currently lacking."
To view the executive summary of the Relative Risks
of School Travel, click here.
Return to Information Reports
Federal
Transit Administration
Testing of Buses
In 1987, the United States Congress directed the
Federal Transit Administration (FTA) of the U.S. Department of
Transportation to establish a Bus Testing Program for transit
buses. Under the program, testing is required on all new model
buses before they can be purchased with Federal funds. [Note:
Since school buses are not purchased using Federal funds, they
are not required to be tested under the Bus Testing Program.]
Most of the testing under the Bus Testing Program is conducted
at the Altoona Research and Testing Center in Altoona, Pennsylvania,
and is often referred to as the "Altoona Tests." Some of the testing
is conducted at the Bus Research and Test Facility at Penn State
University.
There are significant differences between the Federal
Transit Administration's Bus Testing Program and the testing required
by the Federal Motor Vehicle Safety Standards (FMVSS) that are
issued by the National Highway Traffic Safety Administration (NHTSA).
-
Tests conducted under the Bus Testing Program
is done by the Federal government, while FMVSS testing is the
responsibility of the vehicle manufacturer. NHTSA conducts limited,
random compliance testing to verify the manufacturers' certification
that their products meet the FMVSSs.
-
The results of the tests conducted under the
Bus Testing Program are compiled into a test report that is
made available to the manufacturer of the bus, and are provided
to potential purchasers during the bus procurement process.
-
The results of the FMVSS testing conducted
by manufacturers are used by those manufacturers to certify
that a vehicle meets all applicable FMVSSs as of the date of
vehicle production. For example, a manufacturer must have extensive,
objective laboratory test results on the seat structure, seat
anchorage, seat foam, and, if applicable, the restraint system
and associated anchorages to certify that the school bus meets
the passenger crash protection requirements of FMVSS No. 222.
-
The tests required by the Bus Testing Program
are significantly different from the tests required by bus manufacturers
to show compliance with the FMVSS.
-
FMVSS tests provide quantitative "pass" or
"fail" information, while the Bus Testing Program provides mostly
qualitative comparative information on buses.
-
While the tests conducted under the Bus Testing
Program provide important operational information about buses,
they are not a substitute for the FMVSS vehicle safety tests.
Attached is a description of the nine (9) areas of bus.
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Federal
Transit Administration
Bus Test Program
Areas of Testing for Transit Buses
Maintainability - This area consists of evaluations of:
-
Accessibility of Components and Subsystems
- the focus is on items that would normally require maintenance
or service.
-
Servicing, Preventive Maintenance, and Repair
and Maintenance during Testing - the collection of maintenance
data during testing.
-
Replacement and/or Repair of Selected Subsystems
- this effort looks at the components that may be expected to
fail or require replacement during the service life of the bus.
Reliability - This test is designed to evaluate
the reliability of the bus by documenting unscheduled breakdowns,
repairs, down time, and repair time that occur during testing.
Safety - This test is designed to assess the
handling and stability characteristics of the bus. The bus is driven
through a double lane-change course utilizing an "obstacle-avoidance
maneuver" at increasing speeds until the test driver determines
that the operation is unsafe, or until the top test speed is reached.
Performance - The objective of this test is
to determine the acceleration, gradeability, and top speed capabilities
of the bus. The bus is operated at its Seated Load Weight (empty
weight plus 150 pounds for each passenger seating position and the
driver) on a smooth and level test surface. The bus is accelerated
at fall throttle from a standstill to a maximum "geared" speed,
maximum "governed" speed, or maximum "safe"speed, not to exceed
50 miles per hour.
Structural Integrity and Durability - This
test consists of seven different procedures designed to assess structural
integrity and durability. For example, a "structural shakedown"
test is conducted by loading and unloading the bus frame with ballast
equivalent to 2-1/2 times the maximum passenger capacity of the
bus. Measurements are made to determine the amount of frame deflection
at strategic locations on the frame, and to determine if any permanent
deformation of the frame occurred. This test is conducted three
times. Other tests are conducted in the areas of structural distortion,
static and dynamic towing, jacking, hoisting, and structural durability.
Fuel Economy - This test provides comparable
fuel consumption data on transit buses produced by different manufacturers.
The test results will not represent actual "in-service" fuel consumption,
and bears no relationship to the fuel efficiency calculations done
by the Environmental Protection Agency.
Noise - Tests are conducted to measure interior
noise levels and audible vibrations, as well as exterior noise levels,
with the bus under various operating conditions.
Emissions Testing - Emissions testing is conducted
while the bus is operated over a simulated transit duty cycle. While
the Environmental Protection Agency testing of emissions is typically
conducted on a new engine on an engine stand, this testing is done
on an in-vehicle engine that has accumulated several thousand miles
of operation.
Brake Testing - Tests are conducted on a 20-percent
grade to determine the effectiveness of a bus parking brake. Additionally,
tests are done to measure stopping distances.
Testing in the Bus Testing Program is conducted on
transit buses of all power sources - gasoline, diesel, CNG, LNG,
methanol/ethanol, propane, and battery-powered.
Additional information on the Bus Testing Program
is available here.
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National
Highway Traffic Safety Administration
Federal Motor Vehicle Safety Standards
for School Buses and Transit Buses
|
FMVSS
No.
|
Title of Standard
|
Transit
Buses
|
School Buses under 10,000#
GVWR
|
School Buses over 10,000#
GVWR
|
|
101
|
Controls and Displays
|
x
|
x
|
x
|
|
102
|
Transmission Shift Lever Sequence, Starter
Interlock, and Transmission Braking Effect
|
x
|
x
|
x
|
|
103
|
Windshield Defrosting and Defogging Systems
|
x
|
x
|
x
|
|
104
|
Windshield Wiping and Washing Systems
|
x
|
x
|
x
|
|
105
|
Hydraulic Brake Systems
|
x
|
x
|
x
|
|
106
|
Brake Hoses
|
x
|
x
|
x
|
|
108
|
Lamps, Reflective Devices, and Associated
Equipment
|
x
|
x
|
x
|
|
111
|
Rearview Mirrors
|
x
|
x
|
x
|
|
113
|
Hood Latch System
|
x
|
x
|
x
|
|
116
|
Motor Vehicle Brake Fluids
|
x
|
x
|
x
|
|
119
|
New Pneumatic Tires for Vehicles Other Than
Passenger Cars
|
x
|
x
|
x
|
|
120
|
Tire Selection and Rims for Motor Vehicles
Other Than Passenger Cars
|
x
|
x
|
x
|
|
121
|
Air Brake Systems
|
x
|
x
|
x
|
|
124
|
Accelerator Control Systems
|
x
|
x
|
x
|
|
131
|
School Bus Pedestrian Safety Devices
|
|
x
|
x
|
|
201
|
Occupant Protection in Interior Impact
|
|
x
|
|
|
202
|
Head Restraints
|
|
x
|
|
|
203
|
Impact Protection for the Driver from the
Steering Control System
|
|
x
|
|
|
204
|
Steering Control Rearward Displacement
|
|
x
|
|
|
205
|
Glazing Materials
|
x
|
x
|
x
|
|
207
|
Seating Systems
|
x¹
|
x¹
|
x¹
|
|
208
|
Occupant Crash Protection
|
x¹
|
x
|
x¹
|
|
209
|
Seat Belt Assemblies
|
x¹
|
x
|
x¹
|
|
210
|
Seat Belt Assembly Anchorages
|
x¹
|
x
|
x¹
|
|
212
|
Windshield Mounting
|
|
x
|
|
|
213
|
Child Restraint Systems
|
|
x²
|
x²
|
|
214
|
Side Impact Protection
|
|
x
|
|
|
217
|
Bus Emergency Exits and Window Retention
and Release
|
x
|
x
|
x
|
|
219
|
Windshield Zone Intrusion
|
|
x
|
|
|
220
|
School Bus Rollover Protection
|
|
x
|
x
|
|
221
|
School Bus Body Joint Strength
|
|
x
|
x
|
|
222
|
School Bus Passenger Seating and Crash Protection
|
|
x
|
x
|
|
225
|
Child Restraint Anchorage Systems
|
|
x
|
|
|
301
|
Fuel System Integrity
|
|
x
|
x
|
|
302
|
Flammability of Interior Materials
|
x
|
x
|
x
|
|
303
|
Fuel System Integrity of Compressed Natural
Gas Vehicles
|
x
|
x
|
x
|
Footnotes:
¹Standard applies to the driver's seat only.
²Standard applies to vehicles with an integral
child safety seat.
Summary
Description and Purpose of
Selected Federal Motor Vehicle Safety Standards
STANDARD NO. 101 - Controls and Displays
This standard specifies requirements for the location, identification,
and illumination of motor vehicle controls and displays. Its purpose
is to ensure the accessibility and visibility of motor vehicle
controls and displays and to facilitate their selection under
daylight and nighttime conditions, in order to reduce the safety
hazards caused by the diversion of the driver's attention from
the driving task, and by mistakes in selecting controls.
STANDARD NO. 102 - Transmission Shift Lever
Sequence, Starter Interlock, and Transmission Braking Effect
This standard specifies the requirements for the transmission
shift lever sequence, a starter interlock, and for a braking effect
of automatic transmissions, to reduce the likelihood of shifting
errors, starter engagement with vehicle in the "drive" position,
and to provide supplemental braking at speeds below 25 miles per
hour.
STANDARD NO. 103 - Windshield Defrosting and
Defogging Systems
This standard specifies requirements for windshield defrosting
and defogging systems to ensure driver visibility under adverse
weather conditions.
STANDARD NO. 104 - Windshield Wiping and Washing
Systems
This standard specifies requirements for windshield wiping and
washing systems to ensure driver visibility under adverse weather
conditions.
STANDARD NO. 105 - Hydraulic Brake Systems
This standard specifies requirements for hydraulic service brake
and associated parking brake systems. Its purpose is to insure
safe braking performance under normal and emergency conditions.
STANDARD NO. 106 - Brake Hoses
This standard specifies labeling and performance requirements
for motor vehicle brake hoses, brake hose assemblies, and brake
hose end fittings. Its purpose is to reduce brake system failure
from pressure or vacuum loss due to hose or hose assembly rupture.
STANDARD NO. 108 - Lamps, Reflective Devices,
and Associated Equipment
This standard specifies requirements for original and replacement
lamps, reflective devices, and associated equipment, to provide
adequate illumination of the roadway and enhance conspicuity of
motor vehicles on the public roads.
STANDARD NO. 111 - Rearview Mirrors
This standard specifies requirements for the performance and location
of inside and outside rearview mirrors. Its purpose is to ensure
that the driver has a clear and reasonably unobstructed view of
areas around the vehicle.
STANDARD NO. 113 - Hood Latch System
This standard specifies the requirements for providing a hood
latch system(s).
STANDARD NO. 116 - Motor Vehicle Brake Fluids
- Passenger Cars, Multipurpose Passenger Vehicles, Trucks, Buses,
Trailers, Motorcycles, and All Fluid for Use in Hydraulic Brake
Systems of Motor Vehicles
This standard specifies requirements for fluids for use in hydraulic
brake systems of motor vehicles, containers for these fluids,
and labeling of the containers. Its purpose is to reduce failures
in the hydraulic braking systems of motor vehicles which may occur
because of the manufacture or use of improper or contaminated
brake fluid.
STANDARD NO. 119 - New Pneumatic Tires for Vehicles
Other Than Passenger Cars
This standard establishes performance and marking requirements
for tires. Its purpose is to provide safe operational performance
levels for tires used on motor vehicles other than passenger cars,
and to place sufficient information on the tires to permit their
proper selection and use.
STANDARD NO. 120 - Tire Selection and Rims for
Motor Vehicles Other Than Passenger Cars
This standard specifies tire and rim selection requirements and
rim marking requirements. Its purpose is to provide safe operational
performance by ensuring that vehicles to which it applies are
equipped with tires of adequate size and load rating and with
rims of appropriate size and type designation.
STANDARD NO. 121 - Air Brake Systems
This standard establishes performance and equipment requirements
for braking systems on vehicles equipped with air brake systems.
Its purpose is to insure safe braking performance under normal
and emergency conditions.
STANDARD NO. 124 - Accelerator Control Systems
This standard establishes requirements for the return of a vehicle's
throttle to the idle position when the driver removes the actuating
force from the accelerator control, or in the event of severance
or disconnection in the accelerator control system.
STANDARD NO. 131 - School Bus Pedestrian Safety
Devices
This standard establishes requirements for devices that can be
installed on school buses to improve the safety of pedestrians
in the vicinity of stopped school buses. Its purpose is to minimize
the likelihood of vehicles passing a stopped school bus and striking
pedestrians in the vicinity of the bus.
STANDARD NO. 201 - Occupant Protection in Interior
Impact
This standard specifies requirements to afford impact protection
for occupants.
STANDARD NO. 202 - Head Restraints
This standard specifies requirements for head restraints to reduce
the frequency and severity of neck injury in rear-end and other
collisions.
STANDARD NO. 203 - Impact Protection for the
Driver from the Steering Control System
This standard specifies requirements for steering control systems
that will minimize chest, neck, and facial injuries to the driver
as a result of impact.
STANDARD NO. 204 - Steering Control Rearward
Displacement
This standard specifies requirements limiting the rearward displacement
of the steering control into the passenger compartment, to reduce
the likelihood of chest, neck, or head injury.
STANDARD NO. 205 - Glazing Materials
This standard specifies requirements for glazing materials for
use in motor vehicles and items of motor vehicle equipment. Its
purpose is to reduce injuries resulting from impact into glazing
surfaces, to ensure a necessary degree of transparency in motor
vehicle windows for driver visibility, and to minimize the possibility
of occupants being thrown through the vehicle windows in collisions.
STANDARD NO. 207 - Seating Systems
This standard establishes requirements for seats, their attachment
assemblies, and their installation to minimize the possibility
of their failure by forces acting on them as a result of vehicle
impact.
STANDARD NO. 208 - Occupant Crash Protection
This standard specifies performance requirements for the protection
of vehicle occupants in crashes. Its purpose is to reduce the
number of deaths of vehicle occupants, and the severity of injuries,
by specifying vehicle crashworthiness requirements in terms of
forces and accelerations measured on anthropomorphic dummies in
test crashes, and by specifying equipment requirements for active
and passive restraint systems.
STANDARD NO. 209 - Seat Belt Assemblies
This standard specifies requirements for seat belt assemblies.
STANDARD NO. 210 - Seat Belt Assembly Anchorages
This standard establishes requirements for seat belt assembly
anchorages to insure their proper location for effective occupant
restraint and to reduce the likelihood of their failure.
STANDARD NO. 212 - Windshield Mounting
This standard establishes windshield retention requirements for
motor vehicles during crashes. Its purpose is to provide for retention
of the vehicle's windshield during a crash, thereby utilizing
fully the penetration-resistance and injury-avoidance properties
of the windshield glazing materials and preventing the ejection
of occupants from the vehicle.
STANDARD NO. 213 - Child Restraint Systems
This standard specifies requirements for child restraint systems
used in motor vehicles. Its purpose is to reduce the number of
children killed or injured in motor vehicle crashes.
STANDARD NO. 214 - Side Impact Protection
This standard specifies performance requirements for protection
of occupants in side impact crashes. Its purpose is to reduce
the risk to vehicle occupants in side impact crashes by specifying
vehicle crashworthiness requirements in terms of accelerations
measured on anthropomorphic dummies in test crashes, by specifying
strength requirements for side doors, and by other means.
STANDARD NO. 217 - Bus Emergency Exits and Window
Retention and Release
This standard establishes requirements for the retention of windows
other than windshields in buses, and establishes operating forces,
opening dimensions, and markings for push-out bus windows and
other emergency exits. Its purpose is to minimize the likelihood
of occupants being thrown from the bus and to provide a means
of readily accessible emergency egress.
STANDARD NO. 219 - Windshield Zone Intrusion
This standard specifies limits for the displacement into the windshield
area of motor vehicle components during a crash. Its purpose is
to reduce crash injuries and fatalities that result from occupants
contacting vehicle components displaced near or through the windshield.
STANDARD NO. 220 - School Bus Rollover Protection
This standard establishes performance requirements for school
bus rollover protection. Its purpose is to reduce the number of
deaths and the severity of injuries that result from failure of
the school bus body structure to withstand forces encountered
in rollover crashes.
STANDARD NO. 221 - School Bus Body Joint Strength
This standard establishes requirements for the strength of the
body panel joints in school bus bodies. Its purpose is to reduce
deaths and injuries resulting from the structural collapse of
school bus bodies during crashes.
STANDARD NO. 222 - School Bus Passenger Seating
and Crash Protection - School Buses
This standard establishes occupant protection requirements for
school bus passenger seating and restraining barriers. Its purpose
is to reduce the number of deaths and the severity of injuries
that result from the impact of school bus occupants against structures
within the vehicle during crashes and sudden driving maneuvers.
STANDARD NO. 225 - Child Restraint Anchorage
Systems
This standard establishes requirements for child restraint anchorage
systems to ensure their proper location and strength for the effective
securing of child restraints, to reduce the likelihood of anchorage
systems' failure, and to increase the likelihood that child restraints
are properly secured.
STANDARD NO. 301 - Fuel System Integrity
This standard specifies requirements for the integrity of motor
vehicle fuel systems. Its purpose is to reduce fires that result
from fuel spillage during and after motor vehicle crashes.
STANDARD NO. 302 - Flammability of Interior
Materials
This standard specifies bum resistance requirements for materials
used in the occupant compartments of motor vehicles. Its purpose
is to reduce deaths and injuries to motor vehicle occupants caused
by vehicle fires, especially those originating in the interior
of the vehicle from sources such as matches or cigarettes.
STANDARD NO. 303 - Fuel System Integrity of
Compressed Natural Gas Vehicles
This standard specifies requirements for the integrity of motor
vehicle fuel systems using compressed natural gas (CNG), including
the CNG fuel systems of bi-fuel, dedicated, and dual fuel CNG
vehicles. Its purpose is to reduce deaths and injuries occurring
from fires that result from fuel leakage during and after motor
vehicle crashes.
Tips
FOR SCHOOL Bus DRIVERS
One collision between a school bus and a train is too many! These
tragedies can be prevented by following these RECOMMENDED PROCEDURES
AT HIGHWAY-RAIL GRADE CROSSINGS:
-
Approaching the crossing, slow down by shifting
to a lower gear (manual transmission) and your brakes.
-
Activate the four-way hazard lights approximately
200 feet before the crossing.
-
Scan your surroundings and check for traffic
behind you. Make sure your intentions are known.
-
Choose an escape route in the event of a brake
failure or problems behind you.
-
Stop no closer than 15 feet and no farther than
50 feet from the nearest rail, where you have the best view
of the tracks.
-
Look beyond the tracks to see if there is traffic
congestion, a signal or STOP sign. Is the containment area large
enough to allow the bus to completely clear the crossing when
stopped? Are you absolutely sure?
-
Place the transmission in neutral and press
down on the service brake or set the parking brakes.
-
Turn off the AM-FM radio and noisy equipment,
and silence the passengers.
-
If your laws and policies permit it, open the
service door and driver's window. Look and listen for an approaching
train.
-
Check the crossing signals again before proceeding.
-
At a multiple-track crossing, stop ONLY before
the first set of tracks. When you are sure no train is approaching
on any track, proceed across all of the tracks until you have
completely cleared them.
-
Cross the tracks in a low gear. Do not change
gears while crossing.
SPECIAL PROCEDURES:
Police Officer or Flagman at the Crossing
If a police officer or properly-identified railroad flagman is
at the crossing, obey directions. If there is no flagman, and
you believe the signals are malfunctioning, call your dispatcher
to report the situation and find out how to proceed. Some crossings
have a 1-800 number posted for reporting problems.
Obstructed View of Tracks
Plan your route so it provides maximum sight distance at highway-rail
grade crossings. Do not attempt to cross the tracks unless you
can see far enough down the track that no trains are approaching.
Be especially careful at "passive" crossings without gates, flashing
lights or bells. Even if there are active railroad signals, and
they indicate the tracks are clear, you must look and listen to
be sure it is safe to proceed.
Containment or Storage Areas
If it won't fit, don't commit! Know the length of your bus and
the size of the containment area at highway-rail intersections
on the bus route. When approaching a crossing with a signal or
STOP sign on the opposite side, pay attention to the amount of
room there. Be certain the bus has enough containment or storage
area to clear completely the railroad tracks on the other side,
in case there is a need to stop.
Evacuating a Bus
If your bus stalls or is trapped on the tracks, evacuate immediately.
Have everyone get off the bus, moving far away from the tracks
at an angle, in the direction of the approaching train.
Tips provided by:
Operation Lifesaver, Inc.
1420 King Street, Suite 401
Alexandria, VA 22314-2750
1-800-537-6224 or 703-739-0308
Fax: 703-519-8267
www.oli.org/oli
general@oii.org 1/99
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School
Bus Classifications
Type A-1 and A-11: A conversion or body constructed
on a van-type or cutaway front-section vehicle with a left-side
driver's door, designed for carrying more than 10 persons. This
definition includes two classifications: Type A-1, with a gross
vehicle weight rating (GVWR) of 10,001 lbs. or more; and Type
A-11, with a GVWR of 10,000 lbs. or less.
Type B: A conversion or body constructed
on a van or front-section vehicle chassis or stripped chassis
with a GVWR of more than 10,000 lbs. Designed to carry more than
10 persons. Part of the engine is beneath and/or behind the windshield
and beside the driver's seat. The entrance door is behind the
front wheels.
Type C: A body installed on a flat-back cowl
chassis with a GVWR of more than 10,000 lbs. Designed to carry
more than 10 persons. The engine is in front of the windshield
and the entrance door is behind the front wheels.
Type D: A body installed upon a chassis with
the engine mounted in the front, midship or rear and a GVWR of
more than 10,000 lbs. Designed to carry more than 10 persons.
The engine may be behind the windshield and beside the driver's
seat, at the rear of the bus behind the rear wheels or midship
between the front and rear axles. The entrance door is ahead of
the front wheels.
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 LOOK,
LISTEN, LIVE!
Key Safety Tips at
Highway-Rail Grade Crossings
Operation Lifesaver urges you to
learn lifelong, lifesaving habits around highway-rail intersections,
and to stay away from railroad rights-of-way. Call to receive
a free bulletin at (800) 537-6224.
Contact the Operation Lifesaver Coordinator to schedule
a free highway-rail safety presentation. Certified Presenters
are available to speak in school classrooms, to scout groups and
community service groups, for company safety programs and to driver
education students. For more information, contact Operation Lifesaver;
1420 King Street, Suite 401; Alexandria, VA 22314-2750; (800)
537-6224; www.oli.org/safety_tips
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