Unveiling by Transport for London (TfL) of the second phase of its Bus Safety Standard (BSS2) deserves recognition. Few transport authorities worldwide have invested as heavily in making buses safer for passengers, pedestrians, cyclists and drivers.
Improved emergency braking systems, driver fatigue monitoring, pedestrian protection and redesigned cabs demonstrate commitment to reducing casualties and supporting Vision Zero.
Evidence suggests that the original BSS has delivered significant benefits. Since 2018, many safety systems pioneered in London have spread across the UK and beyond. TfL reports reductions in casualty rates on routes using buses with the enhanced safety package, demonstrating that technology can and does make a difference.
While the industry should welcome these developments, there is a risk that we become overly focused on technology and overlook human factors that continue to influence safety every day.
With over three decades in bus, behind the wheel and in management, I have always believed that most incidents do not occur because a driver intends to make a mistake. Rather, people become tired, distracted, stressed, unwell, overloaded, or unsupported.
It is therefore encouraging to see fatigue and distraction receiving greater attention in BSS2. TfL plans include systems to detect both among drivers and issue warnings much earlier than current regulations require. Yet technology should be viewed as the last line of defence, not the first.
The uncomfortable question for the industry is whether we are doing enough to address root causes of fatigue before a cab alarm sounds. Recent concerns by drivers and trade unions suggest that fatigue remains a significant challenge across parts of the industry.
Reports of long duties, insufficient recovery time between shifts and concerns about welfare facilities continue to surface. While individual operators work hard to manage these issues, fatigue cannot be solved solely by fitting another sensor to a vehicle.
The same principle applies to driver wellbeing. Better cab ergonomics, improved visibility and enhanced security should all contribute to safer operation. But wellbeing extends beyond the physical workspace. It includes workload management, support after traumatic incidents, effective supervision, and access to mental health support.
Many operators have made significant progress with those, but standards still vary. This is where middle management becomes critical.
For years, the industry has invested heavily in vehicle technology while often expecting frontline supervisors and depot managers to take on increasingly complex responsibilities with limited resources and inconsistent training. Yet these individuals are frequently the first to notice a driver struggling.
Fatigue detection cameras may identify a problem today, but a well-trained supervisor may have seen it weeks earlier. The challenge, therefore, is not choosing between technology and people. It is ensuring that both work together.
Another positive of BSS2 is its recognition that safety extends beyond collisions. Slips, trips and falls are among the most common causes of passenger injury. Improvements to vehicle interiors may not attract headlines like collision avoidance systems, but they have the potential to improve thousands of journeys.
It will be really interesting to see if the wider industry embraces these standards beyond London. BSS2 could become a new benchmark across the UK, though the financial aspect is certainly a concern.
However, safety should never be regarded solely as a cost. Each serious collision and passenger injury prevented, and each driver supported before a crisis occurs, has value far beyond financial considerations.
The industry has often demonstrated that it performs best when safety is a culture rather than a compliance exercise. TfL’s latest announcement shows what can be achieved when operators, manufacturers, researchers and authorities work towards a common objective.
As we embrace increasingly sophisticated safety technology, we must not forget the most important component in every bus operation: the driver. While technology can intervene when something goes wrong, good management, proper support, and effective training are often what prevent problems in the first place.
Stephen Wigglesworth,
Former Duty Manager, Arriva North West
More on phase two of the Bus Safety Standard will follow in the July issue of routeone.
