Bus And Coach Road Safety Handbook

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safety firstbus and coachroad safetyhandbookdoubling the useof buses and coacheswww.busandcoach.travel

// table of contents1 // i ntroduction32 // s afe vehicle42.1.2.2.2.3.2.4.major existing active safety directives and regulationsupdating and amendment of requirements on active safetydirectives and regulationsmajor existing passive safety directives and regulationsupdating and amendment of requirements on passive safetydirectives and regulations3 // safe driver3.1.3.2.3.3.driving time, working time, restcontrols on the drivertraining the driver4 // s afe company4.1.4.2.12 golden road safety rulesroad safety charter for bus and coach companies5 // d river's checklists2 // doubling the use of safe bus and coach transport55671011121315161719

1 // introductionEvery year, buses and coaches bring passengerssafely to their intended destinations with the lowestimpact on the environment.In addition, the handbook goes further into thepracticalities of everyday company managementand driving, by providing:And although the use of collective passengertransport by road is increasing, many people are stillunaware of just how safe buses and coaches are– indeed the safest of all modes of road transport,despite sharing the infrastructure with other usersand modes. bus and coach companies and their managers,with some simple and straightforward adviceon how to guarantee the safety of theircustomers and drivers, including by signingand adhering to a voluntary company roadsafety charter;Yet, despite its exemplary safety record, road safetyremains the first priority of any responsible bus andcoach manager or driver.With this in mind, the International Road TransportUnion (IRU), decided to consolidate its recentinitiatives in the field of road safety into one practicaland easy to consult handbook, to be used by alarge variety of stakeholders – from bus and coachcompany managers and their drivers, to politicians,civil servants and citizens -, who all have a stake inkeeping the bus and coach industry at the forefrontof society’s efforts to maintain and further improveits excellent safety record.Apart from being a source of information on the stateof the art of vehicle construction, driver training etc.,the handbook contains several concrete proposalsfor legislation, which would improve safety both interms of vehicle construction and maintenance, butalso in terms of drivers’ operational environment. professional bus and coach drivers, with aseries of checklists, which summarise theindustry knowledge on several key roadsafety aspects, into simple and easy to applyinstructions.It is the IRU’s and its Member Associations’commitment to make road safety their permanentpriority, by sharing widely the industry’s knowhow with its public and private partners, and todisseminate it within every single bus and coachcompany and to every single bus and coach driver.It is the IRU’s and its Member Associations’ ambitionto regularly update this handbook and to take otherappropriate initiatives, in order for the bus and coachindustry to remain the well known and respectedroad safety champion today and tomorrow.bus & coach road safety handbook // 3

2 // safe vehicleSafe, well-maintained and optimallyperforming vehicles at all times arekey instruments in maintaining andfurther improving the excellent roadsafety performance of bus and coachcompanies, increase service quality,improve customer satisfaction, andbring new customers on boardbuses and coaches worldwide.A great deal has been achieved sofar through regulation, innovativetechnologiesimplementedbymanufacturers, in cooperation withthe bus and coach industry itself.Yet, the bus and coach industrywants to go further and improvevehicles’ safety performance, withthe objective to keep its position asthe road safety champion.4 // doubling the use of safe bus and coach transport

2.1. major existing active safety directives and regulationsDirective 70/388/EECUNECE Regulation 28.00Audible warningDirective 78/316/EECUNECE Regulation 121.00Identification controlsDirective 75/443/EECUNECE Regulation 39.00Speedometer and reverse gearDirective 70/311/EECUNECE Regulation 79.01Steering effortDirective 71/320/EECUNECE Regulation 13.10BrakingDirective 2003/97/ECUNECE Regulation 46.02Indirect visionDirective 76/756/EECUNECE Regulation 48.03Lighting installationDirective 92/23/ECUNECE Regulation 54.00Tyres2.2. updating and amendment of requirementson active safety directives and regulations2.2.1. Improve road adherenceIRU Recommendations:Current situation:Vehicles equipped with ESP should be equippedwith tyre pressure monitoring system (TPMS).Electronic Stability Programme (ESP): currentlymentioned under Directive 71/320/EEC and UNECERegulation 13.10 on “Braking”. This electronic controlsystem improves the dynamic stability of vehicles.Tyre Pressure Monitoring System (TPMS): currentlyimplemented on a voluntary basis.Tyres: currently regulated by Directive 92/23/EC andUNECE Regulation 54.00 and UNECE Regulation117. Low-rolling-resistance tyres (LRRT) are alsoimplemented.TPMS should be mandatory in order to guaranteean optimum pressure and should be automaticallyassociated with LRRT, in order to ensure at all timesthe maximising of safety and eco-performance (fueleconomy). ESP and TPMS technology shouldmandatory for Class II and III vehicles;be Sufficient lead time should be given beforeimplementation for all M3 vehicles; Promotion should be carried out providinginformation on their effectiveness.bus & coach road safety handbook // 5

Improvements in mirror design to eliminateblind spots on both near and off side of busesand coaches;2.2.2. Improve drivers’ indirect visionCurrent situation:Rear-view mirrors: currently regulated by Directive2003/97 on “Indirect vision” as amended by2005/27/EC and UNECE Regulation 46 (GRSGhas established an informal group on cameramonitoring systems (CMS)). Investigate the use of camera monitoring andradar systems as possible complementaryor alternative technologies to the use ofstandard mirrors.2.2.3. Improve reverse assist systemsIRU Recommendations: Mirrors between the door and the wheel, aswell as horizontal mirrors in front, shouldbe mandatory for all buses, to improve theindirect visibility of people getting on and off; Window condensation requirements forbuses and coaches should be similar to thatfor private cars;Current situation:Cameras, radar systems: No requirements, alwaysupon the initiative of the transport operators.IRU Recommendation: The use of existing technology (radarsystems, CMS, etc.) should be encouragedand supported.2.3. major existing passive safety directives and regulationsDirective 92/22/EECUNECE Regulation 43.00Safety glazingDirective 92/24//EECUNECE Regulation 89.00Speed limitersDirective 74/408/EECUNECE Regulation 80.01Seat strengthDirective 77/541/EECUNECE Regulation 16.04Safety beltsDirective 76/115/EECUNECE Regulation 14.06Safety belt anchorageDirective 70/221/EECUNECE Regulation 34.02Fuel TankRegulation 661/2009/EC6 // doubling the use of safe bus and coach transportGeneral safety

2.4. updating and amendment of requirementson passive safety directives and regulations2.4.1. Prevent fire propagation andprotect vehicle risk zonesagainst fireCurrent situation: Materials used for the construction ofthe inside of bus and coach bodywork(EC Regulation n 661/2009 on GeneralSafety of Motor Vehicles);— The materials used shall prevent or at leastretard fire in order to allow occupants toevacuate the vehicle in the event of fire; DetectionsystemsRegulation No. 107);(UN/ECE— Fire detection system in the enginecompartmentsmandatory,(togetherwith Euro VI-application);— Smoke or heat detection systems for theinterior compartment mandatory, (adoptedin 100th UNECE GRSG, April 2011);— Voluntary Agreement on the Installationof fire detection systems in the enginecompartment of new buses and coaches(starting Jan 2011); Cable test (UN/ECE Regulation No. 118),mandatory from 9 December 2012 (newtypes); Repel test for insulation materials (UN/ECE Regulation No. 118), mandatoryfrom 9 December 2012 (new types) and9 December 2015 for all types; Burningbehaviourofmaterials(UN/ECE Regulation No. 118) mandatoryfrom 9 December 2012 (new types) and9 December 2015 for all types.IRU Recommendations:The IRU and its Members are in favour of at sourceinstallation of fire detection, smoke detection andfire suppression systems in engine compartments.Consideration should also be given to the installationof detection systems in both the passenger andluggage areas of vehicles, together with a greateruse of flame resistant materials in the constructionof the bus or coach.Periodic vehicle inspections can mitigate fire risksand mechanical problems and would promote animproved level of safety and compliance in the roadtransport sector.Correct maintenance of all mechanical componentsof coaches and buses can considerably diminishany risk of fire.The pre/post trip inspection list provided by the IRUchecklist against fire can prevent coach and bus fires.The checklist should be carefully communicated toall drivers and disseminated to all concerned bodiesof the passenger transport sector.2.4.2. Improve vehicle evacuationCurrent situation: EC Regulation n 661/2009 repeals Directive2001/85 for new vehicles as of 2014.— Vehicle bodies shall be designed andconstructed so as to enable the vehicle tobe operated in a safe and stable manner,even at full capacity. Suitable provisionsshall be made to ensure safe access toand exit from the vehicle, particularly inthe case of an emergency;— Vehicles of Class I shall be accessible forpeople with reduced mobility, includingwheelchair users. GRSG deal on number of service andemergency doors, especially the driver’sdoor to be accepted as an emergency door(UNECE Regulation 107). Ongoing work onservice doors, windows and emergency exits(SDWEE).bus & coach road safety handbook // 7

IRU Recommendations: Outside: emergency button should bebetween 1000mm and 1500mm from theground and not more than 500mm from thedoor; Inside: the emergency exits should be wellmarked and placed in a harmonised way(either a button or a handle, covered withplexy glass); Outside and inside: central locking/unlockingof all doors and emergency windows withone all round vehicle operating device, eitherelectronic or manual; The gangway of vehicles shall be designedand constructed as to permit the freemovement of passengers.2.4.3. Provide emergency lights overemergency exitsCurrent situation:Emergency exits are marked.IRU Recommendations: emergency exit markings should illuminateto allow passengers to orientate themselvesin case of an accident in conditions of poorvisibility; emergency exits should be indicated with anilluminated sign with the standard pictogramof a green running man that stays lit in theevent of an accident. Tyre Pressure Monitoring System: allowed(Regulation 661/2009/EC); Lane departure warning system: mandatorybasis as of 2014 (Regulation 661/2009/EC); Advancedbrakemonitoringsystem:mandatory basis as of 2014 (Regulation661/2009/EC); Forward Collision Warning System: allowed –voluntary basis; Driver Alert Control System.IRU Recommendations: Cruise control is not optimal. The Distronicapplication is more efficient as it automaticallyregulates vehicle speed depending on thetraffic flow; For all above advanced safety systems, overallresponsibility should remain with the driver.2.4.5. Standardise ergonomic dashboards and instrument panelsacross all makes of buses orcoachesCurrent situation:Dashboards and instrument panels differ dependingon the vehicle mark/type.Directive 78/316/EEC will be replaced by Regulation661/2009/EC.IRU Recommendations:2.4.4. Implement advanced vehiclesystemsCurrent situation: Cruise control: allowed – voluntary basis; Distronic or Adaptative CruiseSystem: allowed – voluntary basis;Control8 // doubling the use of safe bus and coach transport The requirements defined in the ISO standardshould be extended to buses and coaches /UNECE Regulation 121; Easy to visualise identification of all controls,dials and warning devices;

2.4.6. Improve seat designCurrent situation:Performance requirements are set by UNECE 107and safety belt anchorages by UNECE Regulation 14.IRU Recommendations: Improvements to the back of the seat are stillpossible to increase safety; Suspension seats can improve comfort and,therefore, reduce tiredness for long distancetransport. However, the safety benefits do notextend to urban driving, where infrastructuretraffic calming measures (i.e. speed bumps)may create a safety hazard; The position of the upper belt: effectiveanchorage must be permanently markedin the vehicle or seat, defining the childposition or the adult position, which allocatesautomatically the upper anchorage safetybelt at the level of the occupant’s shoulder.2.4.8. Optimise the locationand fixing of equipment/accessoriesCurrent situation:Equipment and accessories are not fixed and arenot appropriately located.IRU Recommendations: Any drinks machines should be installed ina safe location where they can be used in asafe manner and not pose a potential safetyhazard to drivers and passengers; Operational controls of any DVD/Videoequipment should be sited in a safe locationwhere they cannot be accessed whilst thedriver is in control of the vehicle. (possibly) Provision to be made for LCDscreens to be integrated into the headrestraints of coach seats.2.4.7. Activate stop lights when usinga retarder2.4.9. Intelligent Transport Systems(ITS) / Navigation systemsCurrent situation:Current Situation:Stoplights do not function when using the retarder.Currently - implemented on a voluntary basis.IRU Recommendations:IRU recommendations: Stoplights must function, when a vehicledecelerates, to avoid dangerous situations forother users; Road transport sector calls for mandatorysafety regulation in this field and, in themeantime, commits, on a voluntary basis, tofitting a cable connected to stoplights. eCall:— Gain of time when an incident occurs: theemergency responder can react faster;— Promote wider use of eCall, including toother road users. Navigation systems must facilitate theuse of all road infrastructure and containdetails of all obstructions which restrict thefree movement of buses and coaches, forexample low bridges, tunnels, and width andweight restrictions.bus & coach road safety handbook // 9

3 // safe driverDrivers don’t take any shortcutsas far as safety is concerned andthere is an extensive regulatoryframework to make sure they don’t!Drivers are required to be in peakcondition, rested and fit, to ensurethe customer in their care is neverlet down. They must be skilled andtrained but also controlled to ensureever higher safety, as safety remainsthe number one characteristic ofbus and coach transport.10 // doubling the use of safe bus and coach transport

3.1. driving time, working time, restCurrent situation:Drivers must follow extensive rules to ensure theytake sufficient rest and observe maximum limits ondaily and weekly working and driving hours.Regulation 561/2006/EC on EU Driving and RestTime Rules (in force since May 2007) Compulsory regular weekly rest periods of 45hours (minimum once every second week); Reduced weekly rest of 24 hours (maximumonce every second week) and any reductionfrom 45 hours must be compensated within3 weeks by an extended rest; 11 hour regular daily rest period requiredonce in every 24 hour period. Can be reducedto 9 hours three times a week; Minimum 45 minute break for each 4.5 hourdriving period; Maximum 56 hour weekly driving time limit; All travelling time spent to and from takingcharge of a vehicle cannot be considered asrest; Strict rest rules for drivers on coach tourslasting between 6 and 12 days.Road Transport Working Time Directive No2002/15/EC (in force since 23 March 2005) Supplements and covers all mobile workersincluding the self employed, who are subjectto the EU Driving and Rest Time RulesRegulation no 561/2006/EC; Average maximum 48-hour working week,calculated over a four month referenceperiod; 10 hours night work limit in each 24 hourperiod; Obligatory break after 6 hours work.IRU recommendations:EU Regulation 561/2006/EC is principally designedfor heavy goods vehicles but currently applies tothe bus and coach industry as well. It does notreflect the different working patterns of bus andcoach drivers.bus & coach road safety handbook // 11

3.2. controls on the driverCurrent situation:Bus and coach drivers are true professionals, butthe rules should be enforced in a way that makescustomers even more confident of their driver'sfitness for work.Tachograph Regulation No 3821/85/EC (in forcesince 1985) All vehicles driven within the scope of EUdriving and rest time rules must be fitted witha tachograph – a secure recording devicefor registering drivers’ driving hours, rest andwork periods; Since May 2006, all new vehicles must befitted with a digital tachograph that hasbeen developed with even stronger securityfeatures that are continuously updated, toensure that drivers cannot falsify the recordof their driving and rest time activities; The tachograph may, in the future, be linkedto satellite positioning systems to improvesecurity and also integrate the vehicle intoinformation technology systems (ITS),including ‘eCall’ and possibly other roadsafety measures.12 // doubling the use of safe bus and coach transportEnforcement Directive No 2006/22/EC (in forcesince May 2006) Determinestheminimumlevelofenforcement required to ensure compliancewith the EU driving and rest time rules andthe digital tachograph regulation. A minimum3% of the total days worked by drivers mustbe checked); Member State enforcement authorities mustcarry out a minimum of six cross border jointcontrols per year. They must extend theircooperation to enforce driving, resting andsafety rules more effectively, via joint trainingprogrammes, standard equipment levelsand electronic information and intelligenceexchange systems.IRU recommendations:The IRU and its Members support strong controlson drivers by the competent authorities as well astough sanctions for those found guilty of seriousinfringements. The IRU welcomes the use of newtechnologies and intelligence led enforcement thatfocuses attention on those who are a known risk orwho clearly present one. The IRU also supports newmeasures, now debated in the EU that will make thedigital tachograph much harder to manipulate andwill oblige more rigorous training for the controlbodies and agents that enforce the rules.

3.3. training the driverCurrent situation:In view of all the responsibilities and legal obligationswhich are placed on the shoulders of bus and coachdrivers, it is only to be expected that a high priorityis given to training.Driver Training Directive 2003/59/EC (in forcesince 10 September 2008) A professional category driver’s licence is nolonger sufficient to start working in the sector.All new professional drivers must obtainan additional EU Certificate of ProfessionalCompetence (CPC); CPCs are obtained following 280 hours ofcompulsory training, followed by a test, orby completing Modules 1 to 4 by practicaland theory examinations, all undertaken withMember States approved bodies; All drivers must undergo 35 hours of periodictraining every 5 years to retain the CPC; Trainingandproofofprofessionalcompetence is heavily oriented towards roadsafety. Amongst other points the Directivespecifies the following as basic skills:— Advanced training in defensive drivingtechniques based on safe and fuel efficientdriving, including knowledge of the technicalcharacteristics and operation of the safetycontrols of the vehicle, limits to the use ofbrakes, better use of speed and gear ratio, waysof slowing down and braking on downhillstre

Directive 75/443/EEC UNECE Regulation 39.00 Speedometer and reverse gear Directive 70/311/EEC UNECE Regulation 79.01 Steering effort Directive 71/320/EEC UNECE Regulation 13.10 Braking Directive 2003/97/EC UNECE Regulation 46.02 Indirect vision Directive 76/756/EEC UNECE Regulation 48.03 Lighting installation

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