Thursday, May 05, 2011
By Jim O'Grady
(New York, NY - Jim O'Grady, WNYC) Almost two months after fifteen people were killed in a bus crash in the Bronx, federal regulators have announced new safety rules for long distance buses. The rules increase oversight mainly on drivers and new bus companies.
U.S. Department of Transportation Secretary Ray LaHood says new bus lines will have to undergo safety audits before they can sell their first ticket. And bus drivers could lose their commercial licenses if they violate drug and alcohol laws even while operating their own private car.
The rules were embraced by American Bus Association president Peter Pantuso, who joined LaHood at a press conference in Washington, DC. The association represents existing carriers, who wouldn't be subject to the safety audits. And the toughest of the new rules are aimed at drivers, like the creation of a national database tracking the results of drivers' alcohol and drug tests.
Whether the rule change about driving under the influence would have prevented the bus crash in the Bronx is doubtful. That driver had been stopped in his private car--but for speeding, not DUI. And he kept the summonses from affecting his commercial license by allegedly giving a false name to police.
Bus companies and state transportation agencies will have three years to prepare to comply with the new safety rules.
Thursday, May 05, 2011
By Jim O'Grady
Nearly two months after 15 people were killed in a bus crash in the Bronx, federal regulators have announced new safety rules for long-distance buses that increase oversight on drivers and new bus companies.
Monday, April 11, 2011
By Jim O'Grady
(New York, NY -- Jim O'Grady, WNYC) When three inter-city buses crashed in the northeast last month, killing 17 people and injuring dozens of others, public officials and many in the booming industry itself said the time had come for reform. The debate is over what kind of regulations to impose on the sprawling industry, which makes 750 million passenger trips a year and accounts for more than 2,000 arrivals and departures every week in New York City.
Among those calling for stricter regulation is James Hall, chairman of the National Transportation Safety Board from 1984 to 2001, who in an interview with Transportation Nation criticized long distance bus companies for placing profits over safety, and government for letting it happen.
“We haven’t seen a commitment by the industry or the government," Hall said. "They have treated the people who ride these buses as second-class citizens and given them second class safety.”
He said the 2009 crash of a commuter airline in Buffalo, which killed 50 people, led to tighter regulation of short-hop air carriers; but fatal bus accidents have left bus operators relatively untouched by stricter safety rules.
"I'd like to see the federal government take the responsibility for the safe transportation of citizens on motorcoaches just as seriously as they take the safe transportation of more affluent citizens on commercial aviation," he said.
Hall said he's familiar with the rise and fall of official ire in the months after deadly bus crashes. Federal lawmakers, who have authority over interstate travel, express grave concern. They sometimes even take the next step and author a serious set of recommendations, such as the U.S. Department of Transportation's 2009 Motor Coach Safety Action Plan.That report inspired The Motorcoach Enhanced Safety Act, which would've mandated safety upgrades like seat belts, stronger windows and fire suppression equipment on long distance buses.
The American Bus Association, a trade group based in Washington, DC, largely opposed the measure. It estimated the cost of the regulations for new buses at as much as $89,000 per vehicle. A typical new motor coach costs about $500,000. The bill failed.
Association president Peter Pantuso said he supported training bus drivers to a national standard. But he's concerned that mandatory safety features could drive up fares. And low fares are what keep bus operators in business, especially in the burgeoning discount sector.
"The industry is really made up of a lot of very, very small mom and pop companies who operate very safely," he said. "And there are a lot of regulations already in place. It’s a matter of enforcement."
Hall was not satisfied with that sentiment. “I have yet to see the American Bus Association be aggressive on the subject of safety," he said. "They’re aggressive in regard to insuring the profits of their own membership but they need to be just as aggressive in policing their own industry.”
Congress is poised to weigh in with two separate bus safety bills, both of which call for training drivers to a national standard and conducting stricter checks on them. They differ as to how much safety equipment upgrades should be imposed.
And soon the NTSB will release the results of its investigation into the March 12 crash in the Bronx that killed 15 people. The NTSB will also be examining the effectiveness of the Federal Motor Carrier Safety Administration, the agency charged with regulatory enforcement of the tour bus industry and which has been criticized for lax oversight.
Pantuso said his association is all for rigorous enforcement of existing rules on driver rest and fitness, and inspections of vehicles. But he's wary of over-regulation. He says despite recent crashes, taking a long-distance bus is one of the safest modes of travel in North America--and that should count for something.
Philip White is a bus driver who earns $320 for driving round-trip in two days from New York to Richmond, VA--a five and a half to seven hour trip each way, depending on traffic. He works for Apex Bus, a company based in Manhattan's Chinatown. He recently leaned on the steering wheel in his bus and considered what's at stake when it comes to bus safety.
“Everybody on this bus has a wife or husband and kids," he said. "Or a mother and father at least. It’s not a joke.”
Listen to WNYC FM this morning to hear Hall's remarks.