On the Road: Practice Questions & Explanations

Federal regulations require buses (with passengers aboard, generally) to stop at every railroad crossing within 50 feet of and no closer than 15 feet to the nearest rail. The driver must look and listen, opening the driver's window if practical, and only proceed when sure no train is approaching from either direction. The vehicle must not shift gears while crossing the tracks. Limited exceptions exist for streetcar tracks, abandoned tracks, and crossings under active human-flagger direction. A bus on tracks struck by a train is a mass-casualty event; the stop-and-verify rule exists because of historical incidents where drivers misjudged a train's distance or speed.

Federal rules require a bus to stop at least 50 feet before a drawbridge that does not have an attendant or signal, look both directions, verify the bridge is fully closed and locked into position, and only then proceed at a controlled speed. Drawbridges that may rise can leave a gap or unstable surface, and there have been historical incidents of buses driving onto opening or partly-open bridges. Bridges with active signals (red/green lights) or attendants on duty are treated like railroad crossings — proceed when the signal indicates safe passage. The stop-and-verify rule applies regardless of whether the bridge has been raised recently.

A pre-trip safety briefing tells passengers where the emergency exits are, where the first aid kit and fire extinguisher are located, the rules about smoking and use of safety belts, and what to do in an emergency. Companies and agencies often require briefings on charter trips, motorcoaches, and certain scheduled services. The briefing increases the chance that passengers can act correctly in an incident — knowing where the rear exit is, for example, makes evacuation much faster. The briefing typically takes 30-60 seconds and is delivered before departure or shortly after starting the trip. Like airline safety announcements, it serves a real protective function even when passengers seem inattentive.

Modern motorcoaches and buses have high centers of gravity because the passenger compartment is well above the chassis and baggage is loaded high in some configurations. The combination makes rollover possible in curves taken too fast. Posted advisory speeds on curves are designed for passenger cars; buses (especially loaded ones) should be 10-15 mph below the advisory on tight off-ramps and curves. Brake before the curve, maintain steady speed through it, accelerate gently after exit. Bus rollovers in curves and on highway off-ramps have produced multi-fatality outcomes; the prevention is conservative speed and smooth driving.

When being passed, maintain steady speed and lane position. Slowing slightly is acceptable to help the passing vehicle complete the maneuver, particularly on two-lane roads. Speeding up to prevent the pass is dangerous and aggressive; the passing driver is committed to the maneuver and a sudden speed increase creates a high-speed collision risk. Buses are large and difficult to pass safely; cooperate with passing drivers to keep the time spent in the dangerous adjacent-lane position as short as possible. After the pass is complete, expect the other driver to return to your lane — leave space.

A disruptive passenger threatens the safety of the driver and other passengers. The correct response: pull off the road in a safe location (not the shoulder of a busy highway unless no alternative); set the parking brake and turn on hazard lights; calmly address the passenger; call dispatch or 911 if the situation cannot be resolved or if there is a credible threat. Do not engage physically or argue at length while driving — driver attention belongs on the road. Some companies have specific protocols for handling disruptive passengers; know your company's policy. Continuing to drive with an unresolved threat in the cabin endangers everyone.

Passenger pickup stops should be made at designated stops (marked bus stops) when available, parallel to and as close to the curb as safe boarding allows. The bus must be far enough from the curb that wheelchair ramps can deploy and passengers can step from curb to bus without falling into a gap, but not so far that the bus blocks a traffic lane. On streets without designated stops (charter and dial-a-ride services often pick up wherever requested), the driver chooses the safest location: not at intersections, not at crosswalks, not in turn lanes. Loading from the traffic side of the bus is prohibited; passengers must board on the curb side.

Bus drivers need greater following distance for several reasons. First, the consequences of any crash include passenger injuries, often serious. Second, smooth deceleration is required to avoid throwing passengers (especially standing passengers in transit operations); a hard brake that would be fine in a freight truck can injure unbelted bus passengers. Third, the high center of gravity makes panic-braking-with-steering responses more likely to roll the bus. Add 2-3 seconds beyond the freight-truck rule of thumb (one second per 10 feet of vehicle length) when in passenger service. The cushion lets you slow gradually for any unexpected event.

Bus drivers must approach every railroad crossing prepared to stop, slowing and looking and listening in both directions before crossing, even when there are no gates, lights, or train in sight. Many crossings require buses to stop; the driver must know and follow state and company rules. The bus should cross only when there is enough room to clear the tracks completely on the far side without stopping. Never shift gears while on the tracks. Because a bus carries many people and accelerates slowly, getting caught on a crossing is among the most dangerous situations a driver can face.

Passengers should be loaded and unloaded only at safe places — designated stops or fully off the roadway where possible — never in a spot that forces riders into moving traffic or leaves the bus blocking a lane unexpectedly. The driver signals well ahead, slows smoothly, and chooses a location with good sight lines, away from curves and hill crests. Stopping on the traveled portion of a highway, on a curve, or near an intersection creates a collision risk for the bus and danger for passengers stepping off. Smooth, predictable stops at proper locations are part of safe passenger operation.

A driver may need to deal with a disruptive or dangerous passenger, but the manual warns against putting that person off the bus at an unsafe location — for example, in the middle of nowhere, on a busy highway, or somewhere that would endanger them or others. If a passenger must be removed, it should be at a safe, well-lit place such as a scheduled stop, a bus station, or with the help of police. The driver should not abandon control of the bus to confront someone while driving. Protecting all passengers, including the disruptive one, guides how the situation is handled.

A bus is large and heavy and needs a greater distance to stop than a passenger car, and sudden hard braking can throw standing passengers and unsecured riders forward. By keeping a generous following distance, the driver can brake smoothly and gradually, anticipate traffic changes, and avoid abrupt stops that endanger passengers. The cushion also gives more time to react to hazards. Because the driver is responsible for everyone aboard, defensive following distance is a core habit of safe passenger transport, and it should be increased further in poor weather or heavy traffic.

When approaching a drawbridge that has no traffic signal or attendant to control crossing, a bus driver must stop at least 50 feet before the draw of the bridge. The driver may proceed only after confirming the draw is completely closed and it is safe to cross. A stop is not required if the bridge has a working traffic light showing green, or a guard or attendant controlling traffic, or if the bridge is a type that never opens for traffic. The rule prevents a bus full of passengers from driving onto a bridge that is open or opening.

Many bus passengers are not belted, and some may be standing, so the driver's braking and cornering directly affect their safety. Hard braking can pitch riders forward, and entering a curve too fast can throw them sideways or cause the bus to lose stability. The driver should slow to a safe speed before the curve, then hold a steady speed through it, and brake early and gently for stops. Smooth operation keeps passengers secure in their seats and the heavy vehicle under control, which is why the manual emphasizes anticipating stops and curves well in advance.