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vaoverland
Advanced Member
USA
225 Posts |
 Posted - 05/22/2005 : 02:36:03 AM
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First, I want to present an observation from an old-timer, partially based upon well over 30 years of school bus accident review work in a combination of district, Head Start, and contractor operations. No stats to back it up, but lots of reflection. For some of the operations I have considered and/or helped with reviewing I had no other responsibility for, which really helps with objectivity. So this more seat-of-the pants than scientific stuff presented with all due modesty.
Here it is: I would estimate that at least 1/2 of the preventable (by school bus driver) accidents I investigated and/or reviewed occurred when one of the major aspects (vehicle, driver, location) was not the normal routine, while such factors seemed to be way, way less than 50% of miles, hours, or pupils transported.
From those big 3, I exclude inclement weather in this characterization because I think that virtually all school bus drivers are both brave and cautious by nature, and therefore, are almost automatically more careful when they identify hazards, and it is hard to miss inclement weather. Rather, we used to note that they often seemed to do better on snow and in rain than on dry pavement, obviously rising to the extra challenges.
However, I believe that by brining in the factor of a sub/relief driver, sub/relief bus, or an unfamiliar location (ie read field trips, extra loads, contingencies, or procedures) or even worse a combination of these, and the risk of an accident seemed to go up, way up.
Running the gauntlet from operations with enviable safety records to the worst in our state, I think this observation about the higher risk factor seemed to hold true. The range of severity for which I think my observation held true ranges from very very minor to multiple fatalities. I wonder if such a ratio holds true elsewhere with or without better stats.
OK, perhaps in return for your patience in considering the preceding may I please take pleasure in sharing one success story?
One of the best contract-district operations safety record I was involved with had no sick pay, but paid a small but meaningful bonus for perfect attendance monthly instead. The drivers understood and got onboard with the simple concept that their kids were safer with regular driver, and their buses got less wear with a good regular driver. The only exception would be a driver who was impaired by illness or medication. For that reason, we did it monthly rather than annual. We saved money and accidents when they were behind the wheels, and shared some of it. From a spare bus shortage, we inadvertently discovered major benefits to moving some maintenance to early evening shift (half shop starts work shift at 11 am or noon) and between runs to minimize use of unfamiliar buses and still avoid overtime.
Also, out-of-district field trips were with regular bus whenever possible, and only for the experienced drivers. The district (a modest-sized mostly blue collar income Virginia city with lots of narrow streets, housing projects, and a 3 stagger bell schedule) racked up 2 school years without a single reportable accident, even more incredibly, part of that time with one of the oldest average fleet age buses in the state. And, it all ran on a very tight budget.
The local newspaper said "Our kids are in the best of hands". For our contractors, I am sure no one here needs to be told you cannot purchase that kind of good will in the community. And, I wish you all could share the good feelings we had as transportation professionals in that circumstance.
On the shop hours note, we found that getting parts and providing adequate support and supervision for both 4-12 or midnight shifts did not work well. However, the staggered arrangement allowed family type folks to fill our jobs and still meet a non 8-5 day.
Of course, I realize that not every situation will lend itself to such arrangements and results, and we felt blessed (and I still think we were). However, some or all of these tactics and ideas may help in other places and perhaps many reasonably well-run operations can find improvements.
Regarding both these ideas and my observation about the safety stats and the big 3 variables of driver, vehicle and location, perhaps some comments and/or debate would be productive. Thanks for reading this long post.
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JK
Top Member
USA
7307 Posts |
Posted - 05/22/2005 : 10:28:46 AM
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quote:
Originally posted by vaoverland
... Here it is: I would estimate that at least 1/2 of the preventable (by school bus driver) accidents I investigated and/or reviewed occurred when one of the major aspects (vehicle, driver, location) was not the normal routine, while such factors seemed to be way, way less than 50% of miles, hours, or pupils transported.
... I believe that by brining in the factor of a sub/relief driver, sub/relief bus, or an unfamiliar location (ie read field trips, extra loads, contingencies, or procedures) or even worse a combination of these, and the risk of an accident seemed to go up, way up. ...
I can agree with much of what you say in the quote above and believe repetitive reminders and enforcement to slow the buses down are elements not mentioned. Speeding beyond the conditions, in a rush to maintain a schedule, as well as inexperience with the route or a change of some sort does seem to temporarily increase risk issues. But I would think that speeding while driving in auto-mode is an obvious high risk factor. On some days I have to constantly remind myself to stay alert, move my head and look, really look, for hazards and such. Since I quit coffee some years ago, when I'm tired or bored behind the wheel a piece of Hersey's chocolate seems to help. Also, reading about the bus crashes due to bus driver error can help put one into a temporary state of paranoia while driving, significantly increasing driver awareness. However, a good night's sleep and sometimes a quick mid-day so-called power nap is even better and is a factor too many ignore.
Another issue may be the turnover rate is too high in this industry, equivalent to replacing this nation's entire fleet every three or four years, and is another factor that effects driver experience behind the wheel. This should be another consideration that is primarily due to poor driver training, ineffective support and pay that does not retain. I find it a chronic deficiency, perhaps even a mental disorder among some administrations, those that would be so stupid as to train the school bus driver, then only to maltreat them on the job.
I would believe that you are right in keeping the route drivers on their routes and subs driving trips where those trips interfere with route driver schedules. I ended taking trips years ago, focusing on staying with my kids and maintaining a calm, safe bus environment. Consistency on the routes and I would impose SLOWING the buses down does seem an effective way to reduce an abundance of risks, including missed kids, lost kids and bus crashes. (jk)
Quit Pie
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Free to use at websites, in newsletters, memos, the local press, letters to parents and more. Note that the photos area is under revision - The school bus safety adds area is now available. This is a very popular Website. If you can't get in bookmark the page and try again later.
There is no school bus driver shortage!
Properly train, effective support and pay that retains.
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Edited by - JK on 05/22/2005 11:02:08 AM |
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vaoverland
Advanced Member
USA
225 Posts |
Posted - 05/22/2005 : 1:34:17 PM
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I agree with all of the preceding comments. A couple more thoughts.
1. Some individuals do better with daily variety than routines. Such persons may have best value and be safest and happiest with such assignments. Does your system allow for this type of flexibility?
2. The school bus driver pay/turnover problem reminds me of how teachers were valued many years ago in the U.S. The work gradually got better respect as a profession. No quick fixes here either, but perhaps there is hope.
3. Regarding schedules, EVOC (Emergency Vehicle Operations Course) can share a tip with us. In EVOC, no matter what urgency to a mission, you are taught to NEVER driver over 75% of the fastest you could. You MUST hold back the rest for the unexpected, or it will only be a matter of time before you have a nasty accident, your fault or not. Even if you just spin out and get stuck in someone's front yard, due to lets say unexpected loose gravel, your mission just turned to mush and your patient is harmed to some extent (whether on board or not). Of course, that is mild consequences compared to the risks and consequences facing both EVOC and school bus drivers.
Of course, the missions are quite different. However, schedule pressures on the drivers may feel somewhat alike. Such thinking (line the 2-3 second rules) may help keep perspective while behind the wheel. Both jobs require extra thoughtfulness and an individual priority given to safety while schedules may seem to scream at you louder.
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Wayne's Lifeguard in 1973 was a safety design and building concept ahead of its time and regulation. I am proud to have helped bring over 2,000 of them into Virginia during my career. I know they saved some lives.
http://finance.groups.yahoo.com/group/WayneBusEnthusiasts/
Mark Fisher, semi-retired school bus driver, pupil transportation supervisor, contractor, and school bus body dealer, Williamsburg, VA |
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high risk ratio accidents - ideas, success story
