Earlier this month, NTSB ruled that an August 2008 motorcoach crash Texas that killed 17 and injured another 38 was in part caused by low tire pressure that resulted in the driver losing complete control of the vehicle. Also this month, Transportation Secretary Ray LaHood released a motorcoach safety action plan that addresses occupant safety.

Any requirement for tire pressure monitoring systems in large vehicles would come from the National Highway Traffic Safety Administration. NTSB also asked the Federal Motor Carrier Safety Administration to address tire pressure by require that it be checked during all commercial vehicle, pre-trip and roadside inspections.

The national specifications and procedures for school buses already says that drivers should inspect tires for under inflation, wear and damage as well as all valve stems and caps during a vehicle walk-around inspection prior to starting any student route or trip. Alexandra Robinson is the chair of the general operations writing committee at the 2010 National Congress on School Transportation. She said one proposed change to the national guidelines that will be submitted this month for review and comment by NCST delegates will relate to tire pressure checks conducted by drivers during the pre- and post-trip walk-around inspections and that operators be familiar with how tire pressure monitoring systems work if used on any school buses. She also said the school bus operations writing committee will also request that matter be taken up by the school bus specifications writing committee.

While tire pressure monitoring systems remain optional nationwide, local school districts can require them at their discretion. Robinson said that it is possible that the NCST delegates might consider a resolution on tire pressure monitoring systems, similar to recommendations it made to NHTSA five years ago on revising federal school bus standards to include integrated lap/shoulder seat belt systems for drivers and students.

“I think it It would probably behoove the [school bus] manufacturers to start making those [systems] standard features,” she added.

NTSB also called on NHTSA to establish occupant protection standards for motorcoaches that account for frontal impact, side impact, rear impact and rollover crashes and require that overhead luggage racks remained anchored during crashes. Within two years of completing the performance standards, NTSB wants to see NHTSA require child safety restraint systems and improved roof strength requirements for all newly manufactured motorcoaches.

The recommendations stem from the NTSB crash investigation report released this month. Last summer, while traveling at 68 mph northbound on U.S. Highway 75 in Sherman Texas, a motorcoach right front axle failed after the low-pressure tire punctured and severe over deflection occurred, which resulted in tire sidewall, belting and body ply separations. As the driver lost control, the motorcoach overrode a seven-inch-high, 18-inch wide concrete curb and struck a metal bridge railing. The motorcoach rode the bridge railing for another 120 feet before plunging eight feet off the bridge. It fell about 8 feet and slid approximately 24 feet on its right side before coming to rest against a bridge abutment.

Drugs and alcohol also played a role in the crash. NTSB recommended that FMCSA establish a drug and alcohol clearinghouse to be used by all transportation operators when conducting driver background checks. In this case, the U.S. Department of Transportation is already out in front of the issue, as it previously has said the clearinghouse will be contained in the federal surface transportation reauthorization bill that is still in Congress.