Bus and coach driving

Across 27 EU countries an average of 1,200 people were killed in accidents involving buses and coaches in each of the years between 2005 and 2008 (DaCoTA). Across 24 EU countries 902 people were killed in in 2009. 16 % of those killed in 2009 were bus or coach occupants.

Road fatalities that are the result of accidents involving buses and coaches are responsible for only 2.4 % of the total number of road deaths in Europe according to a report by the ETSC. When bus and particularly coach accidents do occur, they can result in a large number of victims due to the high occupant numbers, and thus draw a lot of attention from the media. Despite this, the most common victims of such accidents are car occupants (35 %) and pedestrians (30 %).

For bus drivers non-driving activities, such as dealing with the public and handling luggage, account for the greater proportion of injuries or ill health (EU-OSHA report “Managing risks to drivers in road transport”, p. 116).

Specific risk factors for bus and coach driving

Time pressure and work-related stress decrease driver performance and vigilance and increase crash risk. High levels of work pressure are predictive of crash involvement.

Research has documented a high level of stress among bus drivers. A German study detected “psychological stress” among 90 % of bus drivers. Important stress factors highlighted by drivers were limited scope for making own decisions, risky work situations and passenger behaviour. The drivers rated need for constant vigilance and responsibility for their passengers as most stressful, followed by poor weather conditions and time pressure. A recent Norwegian study (in English) shows that time pressure at work was the strongest predictor of work-related health problems among bus drivers. Drivers who work split shifts often have working hours that coincide with rush hours. These drivers may experience more time pressure and work-related stress.

Fatigue due to shift work and irregular work hours can be an important risk factor for bus and coach drivers. Studies from the UK reveal that 9-12 % of bus drivers admit to having fallen asleep whilst driving and that 30-50 % of serious collisions are related to drivers being too tired. Sleep behind the wheel may be more of a problem for long-distance express or inter-city bus drivers.

Fatigue may also be a result of constant pressure from route timetables or delivery deadlines.

Distraction can be a particular risk for bus and coach drivers. There are distractions both inside and outside of the vehicle. Buses and coaches are normally equipped with communication devices and GPS-navigation. The drivers may also have mobile phones for professional or private use. The bus and coach driver must also pay attention to the passengers’ comfort and behaviour while driving. Bus drivers often drive large vehicles through narrow streets in complicated city traffic also presenting many distractions to the driver.

The driving task for bus drivers can thus be summarized as one that is more difficult and demanding than it is for the ordinary driver while at the same time also subject to numerous distractions.

Violence and harassment Bus drivers risk facing harassment and abuse from passengers. They can also be victims of serious criminal acts such as violence or theft. As electronic tickets become more widespread to the risk of theft may be reduced.

Effective control measures

• Manage fatigue: Many bus and coach drivers are subject to regulations that control how much they drive and rest. Some drivers may be exempt from special regulations e.g. those on shorter routes. Whatever the case, fatigue can still be a serious risk factor for all drivers. The most important organizational level influence on fatigue appears to be the driver’s schedule. The schedule should ensure that opportunity for sleep is: a)      long enough, b)      given at a time of day that is appropriate for recuperative sleep, and c)      routine and predictable.The company can intervene at four levels to control those factors associated with fatigue and manage associated fatigue outcomes: 
  1. Limit the consequences of fatigue on driving performance
  2. Prevent fatigued drivers to fall asleep when driving
  3. Prevent fatigue developing during driving
  4. Prevent a driver entering a vehicle while fatigued.

  Intervention at level 3 or 4 is preferred. Special fatigue management programs have been developed that provide tools to cope with fatigue problems.

• Reduce time pressure and work related stress: Buses and coaches are equipped with compulsory speed limiters. Nevertheless time pressure and work related stress is risk factor, in particular for those drivers who run bus services in urban areas. Drivers who work split shifts may experience more time pressure and work related stress.

The European Agency for Occupational Safety and Health has made a list of recommendations to reduce time pressure and work related stress among bus drivers. They state that there should be clear regulations on working hours, and that split shifts should be avoided.

• Prevent violence to staff: European Agency for Occupational Safety and Health has provided some examples of possible control measures: “Various measures should be considered, including: two people on the bus where necessary; alarm buttons, CCTV, two-way radios; working with the police, judiciary and local community. … Drivers should be trained in dealing with aggressive passengers and supervisors should be trained in supporting drivers who have been assaulted or intimidated” (EU-OSHA guidelines, p.211).

The European Agency for Occupational Safety and Health also provides general countermeasures to mitigate the risk factors faced by bus drivers.