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The '''mesomeric effect''' or '''resonance effect''' in [[chemistry]] is a property of [[substituent]]s or [[functional group]]s in a [[chemical compound]]. The effect is used in a qualitative way and describes the electron withdrawing or releasing properties of substituents based on relevant [[resonance structure]]s and is symbolized by the letter '''M'''. The mesomeric effect is negative ('''-M''') when the substituent is an electron-withdrawing group and the effect is positive ('''+M''') when based on resonance the substituent is an electron releasing group.
'''Church Bus and School Bus Safety''' have always been closely related issues in the [[United States]].
*Examples of -M substituents: [[acetyl]] (UPAC ethanoyl) - [[nitrile]] - [[nitro]]
A bus accident at [[Carrollton, Kentucky]] on [[May 14]], [[1988]] involving a ''church [[bus]]'' which had been originally built and served as a ''[[school bus]]'' was one of the worst bus accidents in [[United States]] history. 27 people including the bus driver were killed and 34 other bus passengers sustained minor to critical injuries. Only 6 bus passengers were not injured. The many additional victims include hundreds of families. At a practical level, it is fair to say that a tired, volunteer driver operating a flawed over-crowded church bus had to face a drunk driver coming up the Interstate the wrong way.
*Examples of +M substituents: [[alcohol]] - [[amine]]
The net electron flow from or to the substituent is determined also by the [[inductive effect]]. It's important to note that the mesomeric effect as a result of p - orbital overlap (resonance) has absolutely no effect on this inductive effect, as the inductive effect is purely to do with the [[electronegativity]] of the atoms and their structural chemistry (which atoms are connected to which).
It was quickly realized that many factors came together in tragedy that terrible night. While the immediate cause was the drunk driver of the other vehicle, it was additionally realized that most of the deaths on the bus occurred not due to injuries received during the impact of the collision, but because the occupants could not evacuate promptly after the impact.
The concepts of mesomeric effect, '''mesomerism''' and '''mesomer''' were introduced by [[Christopher Kelk Ingold|Ingold]] in 1938 as an alternative to the [[Linus Pauling|Pauling's]] synonymous concept of [[resonance effect|resonance]] <ref>''If It's Resonance, What Is Resonating?'' Kerber, Robert C. . J. Chem. Educ. '''2006''' 83 223. [http://www.jce.divched.org/Journal/Issues/2006/Feb/abs223.html Abstract]</ref>. Mesomerism is in this context is often encountered in German and French literature but in English literature the term resonance dominates.
Because so many things went wrong that night, studying the accident and the aftermath is an opportunity to learn a great deal about the importance of many aspects of bus equipment and bus operations.
Many things needed action to help prevent or at least reduce the possibility of such a tragedy happening again. It was particularly painful to some participants during the aftermath to realize that a contributing factor to the accident itself and the severity were loopholes between the laws and procedures for a ''[[school bus]]'' and those involving the same vehicle after it became a ''church bus''.
== External links==
The accident resulted in a [[National Transportation Safety Board]] (NTSB) investigation and report, as well as extensive media coverage and considerable litigation. Subsequently, many federal, state, and local agencies and bus manufacturers changed regulations, vehicle features, and operating practices.
* IUPAC [[Gold Book]] [http://www.iupac.org/goldbook/M03844.pdf definition]
== See also ==
Many of the hundreds of various professional individuals who were involved in aspects of this accident and the aftermath hope that their work will contribute to making sure that such a combination of human and vehicle flaws will never result in another tragedy of this magnitude. Yet even today, over 16 years later, some also feel that it is important to revisit the issues, especially some aspects which could still occur again.
* [[List of publications in chemistry#Organic chemistry|Important publications in organic chemistry]]
== References ==
''The work comprising this article for Wikipedia is dedicated to the memory of the victims as well as to honor the many individuals who have worked on bus and traffic safety issues in the aftermath.''
<references />
==Carollton Kentucky Bus Accident and Tragedy of May 14, 1988==
===A happy day turns into a night of horror and tragedy===
[[Category:Chemical bonding]]
May 14, 1988 was a happy and fun-filled day at the King's Island theme park near [[Cincinatti, Ohio]] for a church group traveling in their own church bus. The day turned into a night of horror on the way home as one of the worst bus accidents in U.S. history occurred.
[[de:Mesomerer Effekt]]
The fatal church bus was driven by a volunteer bus driver, and was filled to absolute legal maximum capacity with 66 passengers, mostly teenagers and adults. It traveled to Kings Island early that morning without incident. The bus driver participated in the days' activities with the group.
On the way home, underway for about a hour from the theme park, the 67 persons aboard the church bus had no way of knowing that they were now only a few moments from tragedy.
===Accident sequence===
According to the NTSB report issued March 28, 1989:
"About 10:55 p.m. eastern daylight time on May 14, 1988, a pickup truck traveling northbound in the southbound lanes of Interstate 71 struck head-on a church activity bus traveling southbound in the left lane of the highway near Carrollton, Kentucky. As the pickup truck rotated during impact, it struck a passenger car traveling southbound in the right lane near the church bus. The church bus fuel tank was punctured during the collision sequence, and a fire ensued, engulfing the entire bus. The bus driver and 26 bus passengers were fatally injured. Thirty-four bus passengers sustained minor to critical injuries, and six bus passengers were not injured. The pickup truck driver sustained serious injuries, but neither occupant of the passenger car was injured."
===NTSB Summary Conclusion===
The National Transportation Safety Board determined "the probable cause of the collision between the pickup truck and the church activity bus was the alcohol-impaired condition of the pickup truck driver who, operated his vehicle opposite to the direction of traffic flow on an interstate highway."
"Contributing to the severity of the accident was the puncture of the bus fuel tank and ensuing fire in the bus, the partial blockage by the rear bench seats of the area leading to the rear emergency door which impeded rapid passenger egress, and the flammability of the materials in the bus seat cushions."
"The safety issues discussed in the report include:
* effects of alcohol on driver performance,
* effectiveness of driving-under-the-influence program in Kentucky,
* current Federal standards used in school bus manufacture,
* flammability and toxicity of school bus seating materials,
* emergency egress on school buses, and
* fuel system integrity of school buses"
NTSB REPORT
Title: Pickup Truck/Church Activity Bus Head-on Collision and Fire Near Carrollton, Kentucky May 14, 1988.
NTSB Report Number: HAR-89-01, adopted on 3/28/1989 [Summary]
NTIS Report Number: PB89-916201
Link: http://www.ntsb.gov/publictn/1989/HAR8901.htm
===Other non-identified factors===
The NTSB report was very comprehensive, and subsequently, many federal, state, and local agencies and bus manufacturers changed regulations, vehicle features, and operating practices. Drunk driving laws and public education have both increased public awareness and statistics indicate that these efforts are helping reduce accidents involving drinking and driving.
Some additional contributing factors surfaced during the aftermath, which included extensive litigation. It is possible that the individuals contributing to the NTSB report may have not emphasized some of these due to their sensitivities to the church involved and the families of victims. Other information only came to attention of some industry professionals during the ligation and was not published due to terms of the out-of-court settlement.
In the opinion of some bus safety professionals, (portions of which may also have been included in the NTSB report) in addition to carefully considering the NTSB report and its recommendations, these items deserve even more consideration for bus safety in the future:
====Bus seating capacity and emergency exits====
The church bus involved in the Carollton tragedy had been a public [[school bus]] in [[Kentucky]]. It did not have to meet fuel integrity standards, nor the exit standards of non-school buses at the time it was built.
The bus was a 1977 Ford B-700 chassis with a Superior (by Sheller Globe) body. It had 44 rows of 39" seats. With the driver, it had a legal capacity of 67 persons, which is exactly how many were on-board.
However, the rated capacity of 66 passengers and a driver doesn't address passengers who are larger than elementary school children. On the fatal bus, most passengers were teenagers and adults.
The 39" seating provided what the industry calls "rump room" of 13" for each of three children on a 39" seat with no wasted space between them and only 12" left for an aisle down the middle. To some in retrospect, it seems to some industry professionals to be nothing less than a miracle (within the tragedy) that 40 people managed to escape.
At a practical level, '''no more than 44 passengers consisting of teenagers and adults could have been been seated on the fatal bus without partially blocking the aisle'''. At the rear of the bus, there was potentially only a 12" maximum clear width to the emergency door, whose controls were partially behind rear seats. With no roof hatches, or emergency exit windows, when the main front passenger loading door was blocked by the collision damage and ensuing fire, the rear door was the only practical potential safe way out for the 67 occupants. Yet, '''no laws were broken in this respect'''.
Regulations have been changed to require roof hatches, emergency exit windows, and a wider space to reach the emergency door and its controls. Comments at the time included concerns that children would mischievously open emergency exit windows and fall out. It is hoped my many school transportation professionals that today's children are better educated on safety issues, so that they may safely evacuated when necessary without accidentally falling out of a school or church bus.
SUMMARY: Even today, since the maximum rated-seating capacity for many school buses envisions very small passengers (with a 13" or less average rump), '''the practical and legal responsibility for not overloading buses unsafely lies with those operating the bus'''.
===Built-in safety standards may be compromised by later maintenance===
In one of the ironies of history, the chassis of the fatal bus was built by Ford Motor Company '''one week''' before the important [[April 1]], [[1977]] Federal safety standards (FMVSS) for [[school bus]]es would have applied to it. Application of these would have made the bus safer in many important ways.
However, one source (an experienced school bus engineer and industry professional under a pledge of confidentiality) who was directly involved in the litigation determined that ''an aftermarket leaf spring had been installed sometime after Ford and Superior completed the bus. This object penetrated the tank.'' It was his opinion that, even if the bus had had the fuel tank cage Ford installed after April 1, 1977, this non-OEM part would probably have missed the cage structure and penetrated the tank anyway.
SUMMARY: '''While in position of and maintaining a school bus (or any bus), it is potentially important to consider whether installation of non-OEM parts, or any repair, would modify the original safety design and compromise it in any way.'''
====Driver standards: regulations should be supplemented with prudence====
The volunteer church bus driver, who lost his life at Carollton that terrible night, had driven from the church to Cincinatti, participated in the days' activities at King's Island with his group, and had been driving back towards home one hour when the accident occurred. It is believed '''he had not had any sleep or rest''' between the two legs of the trip, as would today be required of a CDL driver under federal hours-of-service rules.
No one will ever know if the bus driver may have somehow been able to avoid collision or reduce the scope of the aftermath had he met today's professional standards, especially the requirement under hours-service rules. Without faulting the individual driving, it is fair to say it is possible that greater alertness and defensive driving '''may''' have helped.
A major safety organization, [http://www.jjkeller.com/informationcenters/hos/020604brochure2.htm?ticket=3088467958215289029921507645&pageseq=10000 J.J. Keller Company offers a summary of Federal Hours-Of-Service rules and regulations]
SUMMARY: '''Obtain, read, and follow the commercial bus driver regulations. Even though church buses and those operated by other non-school and non-commercial organizations may not be fully covered by regulations, it would be prudent for their drivers to meet the commercial standards. Providing adequate rest and lodging and replacement drivers seem to be in some conflict with the principle of economy with precious and limited funds for some of these organizations. It shouldn't be.'''
====Passenger Education and Evacuation====
It is tragically clear that many of the passengers on the fatal bus in the Carollton accident had trouble getting out of the bus after the impact. Few if any died as a direct result injuries resulting from the collision impact. Instead, most died of smoke inhalation and burns in the aftermath. Investigators heard terrible stories from survivors of trying to find a safe way out after the collision in a dark, smoking, and overcrowded bus which was on fire.
It is unknown if they had held an evacuation drill or how many had previously had any training in evacuation procedures. Some states require drills for school buses. Commercial bus drivers are supposed to make an announcement pointing out emergency exits (such as flight crews are required to do on commercial airliners). Professional realize that not everyone pays attention to these announcements, but they do have an impact on safety. In example, survey indicate that the majority of ow many airline passengers know that their seat cushion may become a flotation device.
SUMMARY: '''All organizations and drivers of buses should make sure your passengers known how to evacuate.'''Even if your operation is not under a mandate, hold evacuation drills anyway. It is not a scary to jump out an e,emergency door once you have done it, and others learn to help during drills.If the educators or other leaders resist this idea, remind them that a school bus is just as much a fire hazard as a school, church, or other place where large groups gather, and maybe even harder to evacuate.
====Seat belts on buses: an issue not easily resolved====
Very few larger [[school bus]]es and non-school [[bus]]es in the [[United States]] have [[seat belt]]s, a standard safety feature in cars and light duty passenger vehicles. The lack of them on school buses on first impression is considered illogical to many people. One legitimate argument in the on-going debate is that children should develop a habit of wearing seat belts. However, upon closer look, seat belts may have serious drawbacks on school buses.
Some very responsible organization feel that lap belts are not a net benefit to safety on large school buses. In [[1977]], as provided in FMVSS Standard 222, the Federal government required passive restraint and structural integrity standards for school buses in lieu of requiring lap seat belts.
In the 1980s, some districts in the US tried installing lap belts and then later removed them, claiming operational and passenger behavior problems outweighed any safety benefit. In [[Virginia]], some practical considerations identified by 2 large school districts were:
* a sole driver on the bus cannot be reasonably expected to require use
* the current belts must be readjusted to handle as many as 8 loads of elementary, middle, and high school pupils each school day
* they were found to be a handy and potent weapon during passenger conflicts
Whether lap belts should be required remains very controversial, although they are now required in at least 3 states ([[New York]], [[New Jersey]], and [[Florida]]).
Testing was underway in 2004 by manufacturers to develop special seating and restraint systems which would include the upper body. Such a system would provide better functional benefits than that afforded by lap seat belts.
Evacuation and use are also important considerations.
SUMMARY: '''Lap seat belts may not enhance safety on buses''' A suggestion is that when someone is pushing for lap seat belts on your bus, it is a good time to bring up the need for a second adult on board school buses. Both are economic and safety issues not easily resolved. '''Keep any eye on industry developments and be ready to change your practices.'''
==Used buses as church buses==
The church which bought the fatal bus in the Carollton Kentucky accident did not have the resources and expertise of the original owner, which was a public school district. No one has suggested that school districts become involved in spending public funds on churches, and churches surely would agree on issues of separation of church and state in the [[United States]].
One experienced bus dealer states ''I personally have never had a church official who was offended when gently reminded that churches may have a tendency to trust in the Lord too much on common sense and bus safety.''
In the following sections of this article, it is assumed that churches have dedicated persons who know that they have both fiduciary and safety responsibilities to balance regarding church bus transportation. These will sometimes appear to be in conflict, and to a very real extent, they are. It is important to be aware that churches and non-profit organizations are generally uniquely challenged to balance the comfort and appearance of a bus, to use of precious and limited funds, and safety issues.
If you are a person with these responsibilities, you are urged to consider these issues in the ''reverse order'' from the way they were presented in the previous paragraph. The priorities in a responsible order should be:
1. safety issues
2. comfort and appearance of a bus
3. use of precious and limited funds
Becoming knowledgeable about buses, and school buses and the safety issues involving them will help. It is a sad fact that safety issues do not always come to attention until after a tragedy. A brief study of the 1988 Carollton Tragedy alone should properly motivate anyone with doubts of these priorities. Hopefully a functional church "bus or transportation committee" with more than one dedicated individual can be formed to make sure no one person (perhaps overworked and overloaded with responsibilities) fails in this important activity.
While the terms "church" and "church bus" are used in this article, most of the content would also appropriately apply to other non-profit organizations who may operate buses or vans, or plan to in the future.
===Suggestion to sellers of used school buses===
If the seller is the organization operating a school bus, a good suggestion is that you try to think of your surplus buses much as you would when giving a pet up for adoption. Whether you will miss an old friend, breathe a sigh of relief when the oldster is retired from daily or substitute use and finally leaves, or both, you probably know it and how to care for it and operate it safely very well.
CYA and promoting safety are worthy goals. When you surplus a school bus, especially to an organization such as a non-profit or church, help them with advice and documents safety and maintenance aspects. You could make a copy of your records and school bus safety procedures. If you are not handling to physical transition to a new owner, place this stuff important and put in the bus as securely as you can reasonably accomplish. If purchasing-type staff people are handling the sale, they will appreciate the CYA aspect of this as well. (Perhaps sadly, are there any of us today who don't have to know know what CYA means?)
Good used bus dealers can usually obtain the same information and share it.
Both types of seller should share this link [[Bus accident Carrollton, Kentucky May 14, 1988]] and a copy of the NTSB report or the link to it at [http://www.ntsb.gov/publictn/1989/HAR8901.htm NTSB report on Carollton, Kentucky bus crash May 14, 1988]. One experienced used bus dealer requests of his counterparts: "Please, ask your church and non-profit customers to help make sure that the history at Carollton Kentucky does not repeat itself, and do your part in memory of these lost lives and the many other victims."
A responsible used bus seller may also want to provide a new owner with a list of links which are available at the conclusion of this article.
===Selecting a used vehicle to become a church bus===
Because many used buses available to become church buses, and there is an abundance of serviceable former [[school bus]]es in the United States. For cost, availability, and safety reasons, these vehicles are probably the safest place to begin the selection of a good used church bus for most situations. Here are some tips:
1. Always use common sense when buying any used vehicle, and consider who has owned it, how it was maintained, availability of records, and whether it is appropriate for your intended use.
2. Learn what a [[school bus]] is legally, and the difference in safety features from other passengers vehicles.
3. You will probably realize that a prudent course of action would usually be to choose a vehicle which was originally built and certified as a [[school bus]]. This will begin your church bus selection and operation off to a very good start from the safety aspect. School buses are usually practical vehicles, and generally will cost a lot less to operate and maintain than many other types of buses. This consideration may help address the fiduciary concerns (the trust and stewardship inherent when you are in charge of someone else's money).
4. A potential problem in vehicle selection is that a vehicle originally constructed and certified as a "school bus" may have smaller windows and less luxurious seating than a bus originally intended for non-school use. This is a safety trade-off a prudent church should consider carefully. If a former school bus is sought, read over the suggestions to sellers above, and try to obtain the desired results.
5. Select a used ''school bus'' which has a certification label indicating 1). it was built as a "School Bus," rather than a non-school passenger bus, multi-use vehicle, etc. 2). both portion were built after April 1, 1977, when many new safety standard were applied. this is an excellent starting point.
If you cannot find the certification label and satisfy yourself that it meets these criteria, do not buy it.
If you have concluded you desire a ''school bus'' vehicle, do not accept anything less.
6. Check for recalls and safety advisories. The National Highway Traffic Safety Administration (NHTSA) is the Federal government agency responsible for assuring the safety of vehicles traveling the public roadways. NHTSA performs this responsibility, in part, by monitoring the performance of safety recall campaigns conducted by manufacturers to remedy a safety defect or noncompliance condition. Have your bus year make and model of both the chassis and the body and VIN available, and go to this link: [[http://www.nhtsa.dot.gov/people/injury/buses/]
7. Get the records and any available advice. At a practical and reasonable level, some records, operating, and maintenance experience and practical advise could and should be shared for a good used church bus procurement.
8. Select a seller who is willing to meet the "Suggestions for sellers of used school buses" listed above in this article. Follow the guidelines throughout your purchasing project, and require the stated criteria.
Even if you are located in a small and remote community, it is a fact that there are plenty of good used school buses, and responsible sellers (owners and dealers). You may have to travel a little or make some calls to find the right seller and bus for your church. Here are several resources:
*[http://directory.google.com/Top/Business/Transportation_and_Logistics/Bus/Sales/Dealers/ Google Directory of Bus Dealers]
*[http://members.aol.com/busspot/mainLINKS.htm The Bus Spot and School Bus Yard site]
Most new bus manufacturers have well-established dealer organizations, and most of these dealers handles used buses. These manufacturers provide a list of dealerships nationwide:
*[http://www.blue-bird.com/ Blue Bird Corporation official website]
*[http://www.ic-corp.com/site_layout/index.asp IC Corporation official website, maker of International School Buses (successor to International Harvester, Navistar, International, Ward Body Company, and AmTran)]
*[http://www.thomasbus.com/base/ Thomas Built Buses official website (successor to Perley A. Thomas Car Works)]
Many bus dealers have tremendous resources and a good history of helping church bus customers. Ask your neighboring churches for references. A good comprehensive listing is available at this link:
* [http://www.stnonline.com/stn/industrylinks/index2.htm STN Online School Bus Industry Links]
You may also want to look at several examples of the more experienced and reputable bus dealers:
*[http://www.sonnymerryman.com/html/smi_news.html Sonny Merryman, Inc. Bus Dealer in Virginia and Maryland]
*[http://www.wolfington.com/ Wolfington Body Company, multiple locations in New Jersey and Pennsylvania]
*[http://www.american-bus-inc.com/ American Bus Sales in Cincinatti, Ohio]
*[http://carpenterbus.com/index.htm Carpenter Bus Sales, Franklin Tennessee] this dealership located near Nashville, TN outlived one of its manufacturers, (Carpenter).
In summary, you can find a good reputable dealer or a school district or other owner-seller. It is very important to do so.
8. Consider avoiding certain vehicle types known to be troublesome and/or dangerous in church use.
a. '''15 passenger vans''' have been identified as especially hazardous in some applications. Many churches operate 15 passengers vans and seem to be unaware or do not take seriously the safety hazards involving them.
Terrible and tragic accidents with 15 passenger vans operated by churches (and others) have occurred at frequent intervals. The bigger dangers are at highway speeds with vehicles occupied at or even beyond 14 passengers and a driver. Some automobile liability insurance carriers will decline to cover or renew coverage on these vehicles. Some others may insist that the last seat be removed, which reduces the hazards.
Here is a link you should check if you either operate or are considering purchasing or leasing a 15 passenger van: [http://www.nhtsa.dot.gov/cars/problems/studies/15PassVans/15PassCustomerAdvisory.htm U.S. DOT Warning Advisory on 15 Passenger Van Safety Issues]
b. Be aware that city transit and commuter buses, as well as intercity buses (also known as motorcoaches) are generally much heavier and more complicated vehicles than a typical school bus.
It ''is'' possible to safely own and operate this type of bus. Some churches do. However, to do so safely, these types of buses require even greater skills to drive and maintain than school buses. Additionally, the higher costs of maintenance should also be a major consideration before acquiring a vehicle of this type. These alone may be the easiest way to realize that such a vehicle may not make a good bus for your church.
c. Be aware of vehicle donations as a temptation to modify your church bus plans. A donation of a unsuitable vehicle should only be accepted if you intend to resell it without operating it.
===Church Bus Operations===
Here are some suggestions to improve the safety of church bus operations.
===Determine a reasonable and safe scope of operations===
If the church bus is to be used for local and some limited long-distance travel, your church should seriously consider using chartered commercial buses by licensed providers with a good safety record for the longer trips instead of your church bus.
This will probably seem more expensive, but it will bring a wide range of safety protection to your trip. Again, this is a safety trade-off a prudent church should consider carefully.
Limiting the operating range of your church bus to your local and perhaps regional area as a policy may make it seem more practical to use a more spartan former "school bus" over a more luxurious non-school bus when selecting your vehicle. Some churches have defined their operating range limits as 2 hours or less traveling time. Of course, this may vary from area to area, and should consider geographical and road conditions, the mechanical condition of your individual church bus at any point in time, and your driver resources.
Public records are available for motor carriers in the United Sates at this link: [http://www.fmcsa.dot.gov/aboutus/aboutus.htm]. Be sure to check safety and insurance items for any potential bus company you may consider. The largest trade organization, United Motorcoach Association, offers many good suggestions to help in selecting a bus service provider at this link: [http://www.uma.org/consumerhelp/safety.asp].
===Maintaining your church bus===
Try hard to find someone qualified to inspect and maintain school buses. Some public school bus mechanics will moonlight or even donate services. Establish a formal maintenance program. Follow it, and keep good records.
===Consider life cycle of bus and reevaluate annually===
All vehicles have a finite life cycle. A used vehicle will usually not last as long as a new one, but both will last longer if properly maintained.
Plan to reevaluate the condition of your church bus at least annually, and be practical about a reasonable lifespan for your purposes. Learn a lesson here from commercial bus companies who know that they must repair or replace a bus ''before'' it breaks down with passengers.
===Bus drivers: have a policy and program in place===
It is estimated that there are 450,000 school buses on the road each school days, and thousands of transit and intercity buses. The [http://www.bls.gov/oco/ocos242.htm U.S. Department of Labor] has some good information about these bus drivers for you to consider.
1. Seek experienced drivers. Currently employed school and commercial bus drivers may belong to your church. These individuals may be willing to drive, or at least help you with your safety program.
2. Establish written driver standards for your church. Try to follow the commercial and school bus driver standards applicable in your community. Your local school district people or Department of Motor Vehicles staff will probably be happy to help you.
3. Limit the number of bus drivers and monitor them impartially
Whoever serves as your driver, the church should obtain an MVR (driving record) from your Department of Motor Vehicles for ''each individual'', ideally twice a year. When received, the MVR should be reviewed by someone who understands the codes and terminology. Look for current licensing, accidents and traffic violations. Your motor vehicle liability insurance provider may be a good source of help with this, but make ''sure'' it is done at regular intervals. It is best to not delegate this duty to outside entities. if you do, insist on copy for the church records, and keep it.
It is important to realize that is is generally harder to oversee a volunteer, especially a likable and giving individual, than an employee. You must place safety first.
4. Get additional bus driver training. The National Safety Council offers courses in Defensive Driving and some special ones tailored to commercial drivers are available in many communities. More information is available at this link: [http://www.nsc.org/]
5. Ask for advice from qualified sources and accept it. One bus dealer with over 30 years of experience when reviewing the Carollton Kentucky Bus Tragedy of 1988 commented "We know that it is dangerous to load teenagers and adults to a maximum seating capacity intended for elementary children. I have often asked myself whether church officials have the same understanding?" It is likely that other school transportation officials will have the same attitude and be willing to give good and practical advice.
6. Make sure your passengers known how to evacuate. Some states require drills. Even if your operation is not under a mandate, do it anyway. If the educators resist you, remind them that a school bus is just as much a fire hazard as a school, and maybe even harder to evacuate.
7. If anyone should question the wisdom of putting safety first in church bus operations, or challenge any church bus safety issue unreasonably, share the tragic story of the church bus at Carollton Kentucky on the night of May 14, 1988. This must not be allowed to happen again.
==References==
Many of the Internet links listed above and below under External Links were used as references in this article. Also, information from the following Federal Government agencies was used when researching this article:
Bureau of Census, US
Bureau of Labor Statistics, US
Bureau of Transportation Statistics
Code of Federal Regulations
Congressional Record
Federal Highway Administration
Federal Railroad Administration
Federal Register
Federal Transit Administration
Fedworld
Library of Congress
National Highway Traffic Safety Administration
National Institute of Standards and Technology
National Renewable Energy Laboratory
National Transportation Safety Board
The White House
Thomas (Congress) Legislative Information
US Code
US Department of Education
US Department of Energy
US Department of Health and Human Services
US Department of Transportation
US House of Representatives
US Senate
==See Also==
*[[bus]]
*[[school bus]]
*[[Wayne Corporation]] history of a defunct school bus manufacturer with information about bus safety engineering
==External Links==
*[http://www.ntsb.gov/publictn/1989/HAR8901.htm NTSB REPORT: Pickup Truck/Church Activity Bus Head-on Collision and Fire Near Carrollton, Kentucky May 14, 1988] a must-read for anyone with school or church bus responsibilities
*[http://www.stnonline.com/stn/industrylinks/index2.htm STN Online school bus industry links] a comprehensive listing
*[http://www.schoolbusfleet.com/t_home.cfm?CFID=5759388&CFTOKEN=19870853 School Bus Fleet Magazine Official website] another place with a comprehensive listing of links, this site also includes access to a user forum where anyone can ask questions and get help and advice online
*[http://www.nhtsa.dot.gov/people/injury/buses/ US DOT, National Highway Safety and Traffic Administration official website]
*[http://www.ncsbs.org/ National Coalition For School Bus Safety official website]
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