WASHINGTON -- A controversial proposal being pushed by the Amalgamated Transit Union to require motorcoach operators to pay overtime to their drivers has won the backing of a leading Democratic senator, firing up renewed opposition from the industry.

New York Sen. Charles Schumer answered a call from the labor union that represents public and private intercity drivers and introduced a bill that would give the labor group just what it wants.

The Driver Fatigue Prevention Act that Schumer introduced in the Senate last month would change the U.S. Fair Labor Standards Act so that over-the-road bus drivers would qualify for at least time-and-one-half pay for work over 40 hours a week.

Currently, federal labor law exempts drivers from standard work-week and overtime-pay requirements, generally because their hours of service are governed by Federal Motor Carrier Safety Regulations, which are administered by the Federal Motor Carrier Safety Administration.

The ATU request to lift the exemption triggered strong opposition from the United Motorcoach Association and Greyhound Lines last summer when the union made a public plea for congressional support for its idea. (See Aug. 1 Bus & Motorcoach News.)

Now, with Schumer proposing federal legislation backing the union, that opposition has surfaced again.

"The U.S. Department of Transportation has for more than seven decades regulated commercial vehicle drivers hours-of-service, work environment and health-related issues," said Ken Presley, UMA vice president and chief operating officer.

"Inasmuch as bus transportation is arguably the safest form of transportation in the nation, it is likely the job USDOT does every day protecting drivers and the public is not only adequate, but exemplary."

He said that while the legislation may be well-meaning, it likely would limit a drivers earning capacity, drive up the cost of tourism, and exasperate an already limited pool of qualified drivers.

"Current drivers compensation often includes a variety of recompense, including bonuses usually connected with safety, customer gratuities and salary that reflects the nature of the trips," he added.

Greyhound spokesman Timothy Stokes said his companys position has not changed since the union, which represents most of its drivers, began pushing for the exemption.

"We still strongly oppose this bill, along with the rest of the industry," he stressed. "We still believe there is no safety problem that can be linked to the existing (Fair Labor Standards Act) exemption, which the Driver Fatigue Act would repeal."

He suggested that the basic concept of the proposed legislation is that companies pay their drivers a higher hourly rate to work longer hours would somehow reduce driver fatigue.

"We believe this incentive for drivers to work longer would, if anything, increase fatigue potentially causing unsafe practices," Stokes said. "The safety and security of our passengers is our core value and ultimately begins with our drivers."

The ATU contends the overtime exemption has been a key contributor to driver fatigue and applauded the legislation introduced by Schumer, a beneficiary of $12,500 in campaign funds donated by the union in recent years.

"The bill is the latest and most crucial ATU-supported motorcoach safety legislation currently before Congress," the union said in a news release it issued shortly after the legislation was introduced.

ATU President Lawrence J. Hanley stressed that driver fatigue has recently been identified by the National Transportation Safety Board as the cause of 36 percent of the fatal bus accidents that have occurred over the past decade.

"As the NTSB data shows, driver fatigue is a serous problem throughout the intercity bus industry," Hanley said. "We urge Congress to put the Driver Fatigue Prevention Act on the fast track to ensure intercity bus drivers dont have to resort to doctoring log books, working other jobs and wearily reporting for duty with a giant cup of coffee."

Presley maintains that limiting a bus driver to an eight-hour shift would often leave the driver with 16 hours of boredom and sitting in a truck stop or motel somewhere.

"Allowing drivers to maximize their income potential is not only fair to the drivers, but their families as well," he said.

He suggested, too, that when compared with transit operations that are subject to current wage-and-overtime rules, the USDOT-regulated drivers hours of service comes out as being much safer.