received favorably by the groups. “We are not opposed to seat belts, but for us this issue is about two things—decisions that are supported by science and data and ensuring that as many children as possible have access to the safest environment in which to travel to and from school,” read in part a joint statement from the associa- tios that was released after Dr. Rosekind announcement at the 2015 NAPT Summit last November. Te letter went on to list a number of impacts on the student transportation industry that could result from the installation of seat belts on school buses, including effects on economic situations and hindrances to safety, especially when evacuating vehicles during an emergency. NSC, meanwhile, stressed that while school buses remain the safest way to transport children to and from school, seat belts add an extra layer of protection. “Seat belts are proven to save lives. Child restraints in personal vehicles reduce the risk of death by up to 71 percent among infants, 54 percent among toddlers and 45 percent among children ages 4-8,” the NSC said in a statement. NSC is a nonprofit organization with over a century of experience saving lives by preventing injuries and deaths at work and in homes and communities, as well as on the road through leadership, research, education and advocacy.
Feds Publish Latest Greenhouse Gas Emissions, Fuel Economy Regs for School Buses
Te phase 2 rule from EPA and NHTSA published last month to
reduce greenhouse gas emission and fuel consumption for school buses and other medium- and heavy-duty vehicles calls for a litany of engine and vehicle improvements over the next decade. Vehicle-specific technological upgrades for school buses will focus on the engine, transmission, driveline, low rolling resistance tires, idle reduction, weight reduction and some use of hybrid technologies. In all, the rules target a 24-percent reduction in GHGs and fuel consumption by 2027. EPA said payback of additional vehicle purchase costs tied to the phase 2 GHG rules is estimated at about four years for vocational vehicles, which include school buses. “It is very important to note that we will face regulations for fuel economy and CO2 improvement of the specific vehicle, changes that will involve engine and chassis component design,” commented Robert T. Pudlewski, a school bus technology consultant and STN’s technical editor, on Aug. 17. “I can only assume it will be expensive with the cost spread out over the next 10 years.” Stay tuned to School Transportation News for future updates on how the regulations figure to affect the industry.
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