From Legislative Report
The legislature also agreed to most provisions in the school bus techincal corrections bill. These changes can be found in HF2 (Chapter 96). The bill makes chagnes to the way multifunction school activity buses are regulated and classifies them as school buses under state law. The bill changes the weight limits for a type A-1 school bus from the current 10,000 GVWR limit up to 14,500 GVWR and type A-II starting at 14,500 GVWR up to 21,500 GVWR. Under the new law, type A-1 school buses and multifunction school activity buses will be defined as designed to transport 15 or fewer passengers including the driver and have a gross vehicle weight rating of 14,500 pounds or less.
The bill also clarifies the tailpipe issue of concern to school bus manufactures by allowing rear or left side of the bus exit. Tailpipes exit location on all type A-1 or B-1 buses must be in accordance with the manufacture’s standards. These provisions apply to buses manufactured from December 31, 2007 through January 1, 2012.
There’s been much discussion over the use of credits relative to meeting 2010 requirements. One criticism from the competition is that credits allow IC to run “dirtier” engines. In fact, no bus engine manufacturer could have met the 2007 standard for NOx without the flexibility inherent in the credit system that’s written into EPA rules. And, when manufacturers like Navistar meet standards early, it helps clean up the environment.
FACT: Navistar is building cleaner engines than required today. Navistar has taken a leadership role by purposely building pre-2010 engines that are cleaner than what is required by the EPA. In doing so, Navistar has built up a bank of credits that provides us with additional time to optimize our MaxxForce Advanced EGR system with operational advantages for our customers because we planned for it.
FACT: The banking and trading of credits provide environmental benefits. Some ask if there is truly a benefit to generating credits if the credits will be used in the future. Well, the truth is that 20 percent of the credits created by building cleaner engines cannot be used, and they represent a net contribution to the environment. This rule was put in place, says the EPA, “as an added assurance that the incentives created by the program will not only have no adverse environmental impact but also provide an environmental benefit.” (55 Federal Register 20584)
FACT: Navistar will be 2010 EPA compliant. So how does this work? In 2010, Navistar will be fully compliant at .50 g/bhp/hr (the amount allowed when credits are used). In the future, Navistar will meet the standard .20 g/bhp/hr without credits or additional aftertreatment hardware. Our solution will also be fully compliant with the California Air Resource Board (per California Air Resource Board – Title 13, California Code of Regulations, section 2025 paragraph {49}, and Appendix A {Dec. 11, 2008}) for 2010.
Navistar’s Long History of Environmental Leadership
* 1989 - First truck company to offer smokeless diesel engine.
* 1998 – First truck company to receive U.S. EPA approval for 1999 model year engines.
* 2007 – First line production of commercial hybrid vehicles.
* 2007 – First hybrid school bus.
* 2008 – First OEM named by the U.S. EPA as SmartWay transport partner and SmartWay Manufacturer.
The Minnesota Association for Pupil Transportation kept its members informed on everything from state laws to upcoming conferences in its final installment of the association’s newsletter for 2008. Newsletter editor David Peterson from St. Paul Public Schools reminded drivers to report any and all traffic violations – a must for any commercial driver in the state – and gave readers a visual recap of the recent NAPT conference, including a photo of STN Leadership Award winner Kanoe Cockett. Some news on an online discussion forum on the association’s Web site – www.mnapt.org – was also included, as were dates for the upcoming MAPT/MSBOA Joint Spring Conference in Mankato.
From School Transporation News Magazine – March 2009
From School Transportation News Magazine – March 2009
Sound Solution in Minnesota
State Sen. Rick Olseen introduced a bill to correct difficulties that cropped up after a law he authorized requiring Type III school bus drivers to get physicals caused problems for drivers at schools for the deaf.
Olseen introduced the orginial bill requiring drivers of vans and Suburbans to undergo physical examinations, submit to background checks and drug and alcohol testing and to undergo safety training last year after a critical statewide audit. But the physical requirement unintentionally prohibited some hearing-impaired staff at schools for the deaf from operating the vehicles.
The revised bill specifically exempts employees not hired expressly for the purpose of operating a Type III vehicle from the requirement. Sen. Olseen said these employees will still be subject to school employee background checks, and an annual review of their driver licenses should provide fair protection without the cost to districts. After the first bill was passed, he got many calls from districts about this burden, he said.
Not all are happy with the revised bill. The Minnesota School Bus Operators Association said the changes do well to help those hearing-impaired employees but go too far in eliminating requirements for teachers and coaches. The organization would like to see all who drive subject to the same requirements.
