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Compressed natural gas was first introduced for school buses in the early 1990s (with Blue Bird building its first CNG bus in 1991 and Thomas building its first in 1993). [76] [77] As of 2018, CNG is offered by two full-size bus manufacturers (Blue Bird, Thomas) along with Ford and General Motors Type A chassis. [76] [78] Fines for failing to stop for a school bus are double what would normally be assessed for a moving violation. Increased fines and imprisonment may result for violations resulting in injury or death. Alongside the 1981 introduction of Mid Bus, Corbeil commenced production in Canada and the United States in 1985. Following the second (and final) closure of Superior in 1986, New Bus Company acquired the rights to its body design, producing buses from 1988 to 1989. In 1991, TAM-USA was a joint venture to produce the TAM 252 A 121. Assembled in Slovenia with final assembly in California, the TAM vehicle was to be the first American-market school bus imported from Europe.
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When a school bus is retired from school use, it can see a wide variety of usage. While a majority are scrapped for parts and recycling (a requirement in some states), better-running examples are put up for sale as surplus vehicles. Second-hand school buses are sold to such entities as churches, resorts or summer camps; others are exported to Central America, South America, or elsewhere. Other examples of retired school buses are preserved and restored by collectors and bus enthusiasts; collectors and museums have an interest in older and rarer models. Additionally, restored school buses appear alongside other period vehicles in television and film.The driver must never attempt to pass in any direction until the school bus has finished receiving or discharging its passengers and begins moving without its red lights flashing. FAQs". American School Bus Council. Archived from the original on 2010-12-25 . Retrieved 2010-11-27.
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receiving or discharging children. You may not proceed until all children have safely crossed the street. During the 1970s, school buses would undergo a number of design upgrades related to safety. While many changes were related to protecting passengers, others were intended to minimize the chances of traffic collisions. To decrease confusion over traffic priority (increasing safety around school bus stops), federal and state regulations were amended, requiring for many states/provinces to add amber warning lamps inboard of the red warning lamps. Similar to a yellow traffic light, the amber lights are activated before stopping (at 100–300 feet (30.5–91.4m) distance), indicating to drivers that a school bus is about to stop and unload/load students. Adopted by a number of states during the mid-1970s, amber warning lights became nearly universal equipment on new school buses by the end of the 1980s. To supplement the additional warning lights and to help prevent drivers from passing a stopped school bus, a stop arm was added to nearly all school buses; connected to the wiring of the warning lights, the deployable stop arm extended during a bus stop with its own set of red flashing lights. Canada Motor Vehicle Safety Standard – Technical Standards Document 131". Tc.gc.ca. 2011-04-04. Archived from the original on November 30, 2009 . Retrieved 2011-11-29. This established requirements for the strength of the body panel joints in school bus bodies, to reduce deaths and injuries resulting from structural collapse of school bus bodies during crashes.Bus emergency exits and window retention and release Code of Federal Regulations Title 49, Section 571.217. Retrieved 2010-04-15 In contrast to the 1970s focus on structural integrity, design advances during the 1980s and 1990s focused around the driver. In 1979 and 1980, International Harvester and Ford each introduced a new-generation bus chassis, with General Motors following suit in 1984. To increase driver visibility, updates in line with chassis redesigns shifted the bus driver upward, outward, and forward. To decrease driver distraction, interior controls were redesigned with improved ergonomics; automatic transmissions came into wider use, preventing the risk of stalling (in hazardous places such as intersections or railroad crossings). Initially introduced during the late 1960s, crossview mirrors came into universal use, improving the view of the blind spots in front of the bus while loading or unloading. To supplement the rear emergency door in an evacuation, manufacturers introduced additional emergency exits during the 1980s, including roof-mounted escape hatches and outward-opening exit windows. Side-mounted exit doors (originally introduced on rear-engine buses), became offered on front-engine and conventional-body buses as a supplemental exit. As the 1930s progressed, flat-front school buses began to follow motorcoach design in styling as well as engineering, gradually adopting the term "transit-style" for their appearance. In 1940, the first mid-engined transit school bus was produced by Gillig in California. [9] Developing production standards [ edit ]
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Mirror systems [ edit ] View behind school bus driver's compartment, showing multiple mirrors (rearview, convex, and crossview) and sun visor Vision field of a school bus crossview mirror, which allows bus driver to observe blind spots close to vehicle. The size of a school bus generally limits visibility for both the children and motorists during loading and unloading. a b "Code of Federal Regulations Title 49, Volume 6, Section 571.108" (PDF): 361. {{ cite journal}}: Cite journal requires |journal= ( help) a b c "National School Transportation Specifications and Procedures 2015 Edition" (PDF). pp.342–343. Archived from the original (PDF) on 2017-06-30 . Retrieved 2017-10-02. During the 1960s, as with standard passenger cars, concerns began to arise for passenger protection in catastrophic traffic collisions. At the time, the weak point of the body structure was the body joints; where panels and pieces were riveted together, joints could break apart in major accidents, with the bus body causing harm to passengers. [13]Use extra care around buses and in school zones. Children are small and hard to see and may dart into the street or out from around parked vehicles. By the mid-1940s, most U.S. states introduced traffic laws requiring motorists to stop for school buses while children were loading or unloading. [ citation needed] The justifications for this protocol were: Following WWII and the rise of suburban growth in North America, demand for school busing increased outside of rural areas; in suburbs and larger urban areas, community design often made walking to school impractical beyond a certain distance from home (particularly as students progressed into high school). In all but the most isolated areas, one-room schools from the turn of the century had become phased out in favor of multi-grade schools introduced in urban areas. In another change, school districts shifted bus operation from buses operated by single individuals to district-owned fleets (operated by district employees). [5] 1950s–1960s [ edit ] Restored 1950s Reo school bus with an Oneida body 1961 International Harvester B-163 with a Thomas Car Works body
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