Farm Foundation has announced the recipients of its prestigious 2025 awards, recognizing outstanding individuals dedicated to addressing critical issues in food and agriculture. The honorees exemplify Farm Foundation’s work of fostering innovation, leadership, and thoughtful public policy dialogue.
The recipients of the 2025 Farm Foundation Awards are:
Innovator of the Year: Robbie Dye, CEO, and Tyler Speer, COO, co-founders of Our Farms. Emerging Leader Award:Dr. Shandrea Stallworth, Senior Agronomist and Global Resource, Small and Medium-sized Enterprises, Regenerative Agriculture, Nestlé Purina North America. RJ Hildreth Public Policy Award: Dr. Keith H. Coble, Vice President for the Division of Agriculture, Forestry, and Veterinary Medicine, Mississippi State University. Book of the Year: Land Rich, Cash Poor by Brian Reisinger, award-winning writer, rural policy expert, speaker, and consultant.
“We received a remarkable range of inspiring nominations this year, and these four honorees stood out for their exceptional contributions,” said Tim Brennan, vice president of programs and strategic impact at Farm Foundation. “Their dedication to tackling critical issues in food and agriculture is vital to improving our food system.”
The awards ceremony will take place during the July 2025 Farm Foundation Round Table meeting in Spokane, Washington.
2024 recipients of Farm Foundation Awards include Dr. Jayson Lusk of Oklahoma State University; Dr. Robert Fraley, former executive vice president and chief technology officer at Monsanto Company; Dr. Yangxuan Liu of the University of Georgia; and Dr. Stephen Adejoro of the Livestock Industry Foundation for Africa.
Chinese EV sports coupe with 429 hp launches April 15 with a $41,300 starting price.
JMEV01 tips scales at 3,009 lbs, significantly lighter than MG Cyberster flagship variant.
Distinctive retro design echoes Tesla Roadster and Lancia Stratos styling cues throughout.
With a constant stream of electric vehicles pouring out of China , trying to keep track of them all is starting to feel like a full-time job. There’s always something new vying for attention, but every now and then, one stands out from the crowd. One of the more intriguing entries, a lightweight electric sports car that first appeared back in 2022 as the SC-01, is now resurfacing—this time ready for production.
Recently rebranded as the JMEV01, the coupe is finally set to hit the Chinese market on April 15, after spending some time under the radar. Visually, it lands somewhere between the Tesla Roadster and a Lancia Stratos, which is no bad thing.
The SC-01 was originally the brainchild of a startup called Small Sports Car (SSC), but it has since found a new identity under the JMEV brand. JMEV itself is part of Jiangling Motors Corporation (JMC), a Chinese automaker that was once partnered with Renault—at least until the French walked away from the joint venture in 2023. Now, the project is getting financial backing from Xiaomi, as CarnewsChina reports. Welcome to the overlapping Venn diagram that is the Chinese EV industry.
Prices for the JMEV01 are expected to start under 300,000 yuan, or roughly $41,300, and the official launch is scheduled for mid-April.
At a time when most EVs seem to double as workout equipment for suspension engineers, the JMEV01 represents a welcome change. It’s underpinned by a tubular spaceframe chassis and reportedly tips the scales at just 3,009 lbs (1,365 kg). To put that into perspective, the similarly sized MG Cyberster weighs 4,376 lbs (1,985 kg) in its flagship guise, so JMC has clearly done some clever things to keep the weight down.
Range and Performance
We don’t yet have specifics on the battery pack’s capacity, but we do know it’s being sourced from CALB and is expected to deliver up to 323 miles (520 km) of range on the CLTC cycle. That energy feeds a pair of electric motors producing a combined 429 hp (320 kW), good for a 0–62 mph (100 km/h) sprint in just 3.9 seconds.
The exterior design of the JMEV01 is something to behold. In a world where many EVs look unnecessarily futuristic and are dominated by smooth surfaces and curved lines to aid in aerodynamics, this sports car looks more traditional, and is all the better for it. The front end includes sharp headlights with black surrounds, a large grille and air intakes, and a clamshell-style hood.
From the rear three-quarter angle, the Lancia Stratos inspiration becomes impossible to miss. The JMEV01 features a flat decklid, a tidy lip spoiler, circular taillights, and a blacked-out bumper—details that give it the look of a rally icon filtered through Chinese lens.
It’s still too early to say whether the JMEV01 will live up to its promise, but on paper, it’s ticking a lot of the right boxes. If nothing else, it’s proof that not every EV coming out of China has to be a 5,000-pound tech pod shaped like a jellybean with lightbars.
Ford’s patent shows a simulated shifter made to mimic traditional gear-changing motion in EVs.
The system uses actuators and motors to recreate the tactile feedback of an H-pattern gearbox.
While Ford patented the system, there’s no guarantee it will enter future production models.
For anyone even vaguely familiar with the current landscape, it’s clear that electric vehicles have quietly taken over the sensible side of driving. They’re smooth, quiet, efficient, and for most people, that’s exactly what daily driving should be. But for enthusiasts? Well, the story’s a little different. Most EVs just don’t hit the same nerve as a manual-equipped ICE car screaming through its rev range. Automakers know this too, and they’ve started tinkering. Ford, it seems, is the latest to join the “manual EV” experiment.
Toyota has been working on a simulated manual transmission for future EVs since at least 2022, and Hyundai has famously replicated a dual-clutch transmission in the popular Ioniq 5 N. Now, a recently published patent from Ford shows that it, too is developing a fake stick shift designed for EVs.
The application, first filed in the US back in September 2023 before being published on March 20, surfaced publicly a couple of weeks ago, catching the attention of Jalopnik. It describes and depicts a shifter that uses several actuators, vertical drive posts, vertical guide posts, and motors to simulate gear shifts. While that all sounds very complex, what it means is that the shifter could be configured to simulate any kind of H-pattern ‘box with different numbers of fake gears. In theory, the setup could also allow for simply sequential up and down shifting.
This isn’t just a novelty, either. Ford also mentions the use of haptic feedback to give drivers a more tactile experience. The patent even acknowledges the elephant in the room: EVs just don’t provide the same kind of physical connection that drivers get from combustion-powered cars. As Ford puts it, electric vehicles “lack operator to vehicle physical feedback that is advantageous in conventional motor vehicles.”
Will It Ever Hit the Road?
Of course, despite Ford making this patent application over 18 months ago, there’s no guarantee it will bring it into production. Adding a fake shifter would only make sense if the EV itself is a sporty model. After all, no one is going to buy an Explorer EV with a stick shift. However, if Ford does decide to eventually launch a true electric Mustang (not like the Mach-E…), or perhaps an electric hot hatch, it could be well-suited to a shifter like this. Until then, it’s likely a clever idea stuck in the theoretical lane.
Rare Rimac Nevera appears for sale with bidding already past the $1 million mark
Original MSRP hovered near $2.3 million though final price may end up much lower.
Four electric motors produce 1,813 hp and launch the EV to 60 mph in 1.85 seconds.
It’s not every day that a multi-million-dollar electric hypercar pops up for sale in a public auction, but here we are. When your average crossover feels like the automotive equivalent of waiting in line at the DMV, something like a Rimac Nevera is more like flying private through a lightning storm with a jetpack.
Now, super-high-end cars aren’t accessible the way a Dodge Hornet is. They’re so desirable that wait lists often span years, not months. The Rimac Nevera is that sort of car, and while there are some questions about how popular it really is amongst 1-percenters, there’s no doubt that it’s a halo car. It makes over 1,800 horsepower, initially cost more than $2 million, and has looks to kill. Now, we’re about to see how much one goes for on the open market.
This particular example is a 2023 model, finished in a striking blue pearlescent paint and outfitted with blue leather upholstery and staggered 20-inch wheels. Like every Nevera, it uses four independent electric motors, each paired with its own gearbox. A 120 kWh battery pack powers the system, delivering a combined output of 1,813 horsepower. Rimac claims it can rocket from 0 to 60 mph (96 km/h) in just 1.85 seconds and cover the quarter mile in a barely believable 8.6 seconds.
Bringing it back to reality, six-piston calipers and electro-hydraulic CCM-R brakes handle stopping duties, while electronically adjustable dampers help keep the ride composed.
Beyond the Numbers
Photos BaT
What really stands out about it, beyond its insane performance, is the attention to detail. Befitting of a seven-figure car, it seems that every centimeter is all but perfect. The carbon fiber weave looks stunning, the door openings are large for easy ingress and egress, and the touch surfaces look like a pleasure to manipulate.
The previous owner is associated with the YouTube-famous Triple F Collection. You can watch this same car on their channel. The odometer shows 1,371 miles, and the car comes with its original window sticker indicating a price of €2,136,000 or roughly $2.3 million. The high bid on Bring a Trailer right now is $1,155,000.
That said, it wouldn’t be surprising if the car doesn’t sell at auction. Sometimes, a top bid on an auction site like Bring A Trailer just means the buyer has earned the chance to negotiate. If both parties can agree on a final number, it might sell off the platform after the auction ends.
Either way, it’s worth keeping an eye on. This is the fastest electric production car in the world, and it’s not every day you get to see one up for grabs—let alone watch people try to name their price.
The Taycan Turbo GT Weissach is Motor Trend’s quickest accelerating car ever tested to date
The Porsche outpaced the Tesla Model S Plaid, Lucid Air Sapphire, and Ferrari SF90 Stradale
It set the fourth-fastest lap time ever on the magazine’s figure-eight handling course.
Electric cars are no longer just about efficiency—they’re turning into full-blown performance monsters. Sure, the Xiaomi SU7 Ultra Ultra may have nabbed some bragging rights by edging out the Taycan Turbo GT at a few tracks, but make no mistake: Porsche’s flagship EV is still an absolute weapon. Not only does it offer insane acceleration, but it is equally as impressive in braking and handling, as Motor Trend recently discovered.
While testing the Taycan Turbo GT in flagship Weissach guise, which ditches the rear seats, Motor Trend recorded an astonishing 0-60 mph (96 km/h) time of 1.89 seconds with its typical one-foot rollout procedure. This works out to be 2.10 seconds without rollout. To put that into context, that 1.89-second sprint is not only 0.05 seconds quicker than the standard Taycan Turbo GT, but it’s also 0.18 seconds ahead of the Tesla Model S Plaid, no small feat. Even the four-door Taycan Turbo GT previously tested by MT outsprinted the Tesla to 60 mph.
Faster Than Fast
This acceleration places the Porsche ahead of some seriously elite competition. It beats the Ferrari SF90 Stradale Assetto Fiorano’s 2.10-second time and edges out the Lucid Air Sapphire’s 2.16-second figure. In fact, it’s now the fastest-accelerating car MotorTrend has ever tested in its 76-year history.
Motor Trend’s quarter-mile time is perhaps even more impressive. The electric Porsche stormed down the drag strip in just 9.23 seconds at 150.1 mph. That only trails the Lucid Air Sapphire that’s set a 9.21-second quarter-mile at 157.1 mph. As the model’s various lap records show, it also handles extraordinarily well and is the quickest sedan tested around the publication’s figure-eight testing course.
In the test, the flagship electric Porsche set a time of 21.86 seconds, pulling an average of 1.03g. This is the fourth-quickest time ever recorded, and only a hundredth of a second behind a Chevrolet Corvette Z06 with the Z07 Pack, and was close to the Ferrari 296 GTB and McLaren 765LT.
Braking performance is just as impressive. The Taycan Turbo GT Weissach came to a halt from 60 mph in just 93 feet. And when it’s time to recharge, the EV is equally efficient, needing only 19 minutes to go from 5% to 80% using a high-speed charger.
At What Cost, Though?
The example tested had a sticker price of $233,395. There’s no doubt that’s a lot of money, particularly compared to the $94,900 commanded by the Tesla Model S Plaid, although it’s more affordable than the $250,575 Lucid Air Sapphire.
Ford registration data for Q1 shows Mustang Mach-E sales grew 21 percent.
Sales of gas-powered Mustangs sank by almost 32 percent in the same period.
The Bronco, Ranger and F-series were winners; Maverick and Explorer lost out.
Remember the outcry from enthusiasts when Ford unveiled the Mach-E in November 2019? They were worried Ford wanted to replace the iconic pony car with an EV but the automaker assured them that wasn’t going to happen. Five and half years later, however, fresh data from Ford shows it’s now the Mach-E that’s the sales winner and the gas-powered car that’s the niche proposition. Are we looking at the end of the road for the ‘real’ Mustang?
Ford’s registration figures reveal Mach-E sales grew 21 percent in Q1 2025 versus Q1 2024, the total number of deliveries jumping from 9,589 to 11,607, no doubt helped by incentives and the threat of federal tax credits going away. Still, that’s a healthy gain. While that was happening sales of the classic Mustang slid by 31.6 percent, dropping from 13,707 to 9,377. That means the Mustang EV is now more popular than the gas car, and by a wide margin.
So modern electric vehicles good, retro-style gas cars bad, right? It’s not quite that simple, because sales of Ford’s F-150 Lightning EV dropped 7.2 percent in Q1 to 7,187 units, and Bronco registrations blew up by 35.4 percent to 32,595 units. The Bronco is now almost as popular as the more affordable Bronco Sport (33,363; up 5.7 percent) and Escape (37,357; up 2.1 percent).
Ford’s (combustion) F-series trucks also increased their sales by a whopping 24.5 percent to 190,389, helping Ford truck deliveries boom by 15 percent. But that wasn’t enough to prevent total sales of Ford-branded vehicles dropping 1.2 percent to 477,560 in the first quarter. Lincoln sales, by the way, dropped 4.7 percent to 23,731.
It’s said that the definition of madness is doing the same thing over and again and hoping for a different result. And it’s looking like Ford’s new-for-’24 Mustang didn’t really offer anything meaningfully new to help keep interest high. Sure, the $325k GTD is entering new territory, but the regular models didn’t.
Which isn’t to say they’re bad cars. We just drove a Mustang GT and found it great fun. But the sales figures prove buyers are looking elsewhere for their kicks at a time when the Mustang has almost no direct opposition, its Dodge (ICE) and Chevy rivals having both been axed.
What do you think is the answer to Ford’s Mustang sales crisis? Is it more power for the base cars, more frugal engines, a four-door coupe or maybe a lifted crossover body? Or should Ford have retired the Mustang at its 50th birthday and focused exclusively on improving the Mach-E and extending its family?
Canoo filed for Chapter 7 bankruptcy after burning through hundreds of millions in losses.
Harbinger alleges the asset sale unfairly benefited Canoo’s CEO without proper valuation.
The sale may include trade secrets tied to an ongoing lawsuit between the two firms.
It’s not unusual for a flashy EV startup to crash and burn, but Canoo’s spectacular flameout has been anything but clean. After filing for Chapter 7 bankruptcy in January and halting operations entirely, the company is now tangled in a messy dispute that involves hidden assets, questionable sales tactics, and accusations that its CEO may have gotten a little too good of a deal.
Last Friday, electric trucking startup Harbinger filed a formal objection to the sale of Canoo’s assets to its boss, claiming the sale process “unfairly favored Mr. Aquila.” According to the objection, Canoo failed to disclose certain assets acquired from another failed EV startup—Arrival—and the bankruptcy trustee approved Aquila’s purchase without securing an independent appraisal or even marketing the assets to outside buyers.
Allegations of Hidden Assets and Insider Deals
The situation gets murkier. Harbinger also alleges that Canoo listed some assets that it didn’t actually own for sale. While Harbinger did not specify what these assets were, it says that the access granted to the virtual data room for potential bidders when it considered buying the assets allowed them to make this determination, as first reported by TechCrunch.
The sale of Canoo to its CEO also includes a very important clause. Canoo sued Harbinger in 2022, claiming many of its former employees had stolen trade secrets that were used to create Harbinger. This lawsuit is still ongoing, and through the purchase, Aquila will personally benefit from any settlement that Harbinger may have to pay.
In the complaint, Harbinger notes that the former boss is buying unidentified ‘trade secrets’ from Canoo, “but Mr. Aquila alone supposedly knows what those trade secrets are.” It adds that “a process where only one bidder – an insider – has the ability to identify the assets offered for sale and their value is not a fair process.”
Even before the bankruptcy, Canoo’s financials read like a startup horror story. Since its founding in 2017, the company generated almost no revenue and racked up hundreds of millions in losses. In 2022 alone, Canoo reported a staggering $488 million loss, followed by $303 million in 2023. The first half of 2024 added another $118 million to the bonfire. For comparison, Canoo reported zero revenue in 2022 and just under $900,000 in 2023—a rounding error in the EV world.
Each year, the United States has about 1,200 tornadoes. Many of them happen in tornado alley, a very broad swath of the U.S. that shifts seasonally. This area gets at least ten times more tornadoes than the rest of the world. Science writer Sushmita Pathak says that huge difference can be chalked up to one word: geography. But there's a slice of South America with similar geographical features that gets comparatively fewer tornadoes, so what gives? Sushmita wades into the research weeds with guest host Berly McCoy, one of Short Wave's producers.
Read Sushmita's full article on tornadoes that she wrote for the publication Eos.
Have other science weather stories you think we should cover on the show? Let us know by emailing shortwave@npr.org!
Listen to every episode of Short Wave sponsor-free and support our work at NPR by signing up for Short Wave+ at plus.npr.org/shortwave.
Leaders from rural communities in eight states travelled to Washington, D.C., last week to urge lawmakers to preserve federal funding that's threatened by the Trump administration.
You don't need to visit Japan or Washington, D.C. to see cherry blossom trees. Here are three places around the U.S. where you can see the blooms — weather permitting.
More power options are coming soon to the large school bus space as Cummins prepares to launch a second gasoline engine option for the market and its long-awaited successor to the 6.7-liter diesel engine.
The gasoline or octane engine will be in full production next January, with the new B7.2 diesel engine available January 2027, the company announced earlier this month. The new gasoline engine will be available January 2026.
Both engines are the initial launches of Cummins’ HELM, or Higher Efficiency, Lower emissions and Multiple fuels, platform. The engine lineup is referred to as “fuel agnostic,” the base engine remains the same, but the fuel heads can be swapped for diesel, gasoline and eventually CNG.
Currently, the school bus industry only has one choice in gasoline and propane, that being the ROUSH CleanTech auto-gas system for Blue Bird.
Cummins originally planned on adding a propane offering on its HELM platform but announced last year it would forego that option.
The B7.2 meets the upcoming EPA Greenhouse Gas Emissions Phase 3 rule set to go into effect in 2027. The company said will emit approximately 85 percent less NOx and 50 percent less PM than 2010 model year diesel engines. In an overview provided to School Transportation News, Cummins explained that lower GHG result from the clean-sheet base engine and optimized components.
“One of the most significant changes is the increase in peak cylinder pressure capability, allowing us to extract the energy from the fuel more effectively,” the overview states. “As greenhouse gas emissions are directly proportional to fuel burned, the improvements made to improve GHG emissions also save fuel, reducing the operating costs of the new B7.2.”
The diesel will also be compatible with automatic engine shutdown and stop-start systems that can lower fuel consumption as well as GHG.
Courtesy of Cummins.
On a recent episode of the School Transportation Nation podcast recorded at STN EXPO East, Francisco Lagunas, general manager of the North America bus segment at Cummins, said the B7.2 diesel engine will provide a wider range of torque as the company address the various duty cycles of its customers and the environmental condition they operate in.
“There are big differences north to south, coast to coast. Cummins focuses on reliability and what’s best for the customer,” he added.
This includes ACUMEN that provides access and connectivity to a range of applications for , digital insights.
“Customers can utilize these detailed tools to enhance the driving experience including predictive capabilities and over-the-air features that will reduce visits to the shop, increase uptime and minimize the operations,” Lagunas continued. “It will also take advantage of options like compression brake or extend the oil drain intervals.”
Meanwhile, Lagunas said the new octane engine available next year will provide diesel-like performance for both reliability and durability. He added that fleet operators can expect 10 percent improved fuel economy based on the duty cycle.
A crossing arm came down on a school bus in Freetown, Massachusetts, as a Massachusetts Bay Transportation Authority (MBTA) train passed by, reported ABC 6.
The incident reportedly occurred March 25, when a school bus transporting Freetown Lakeville Regional School District students stopped at the painted roadway railway crossing line to check for oncoming trains, as required by law. As the driver began to move forward, the crossing bells and lights came on.
The school bus driver reportedly reversed as the crossing arms hit the front of the bus. The train passed by about 45 seconds later. No one was injured at the time of the incident.
According to the news report, MBTA officials discussed the incident at a board meeting on March 27, claiming it resulted from human error.
The district said via the article that the bus company, which was not named in this writing, is in contact with the MBTA regarding the incident.
CONCORD, N.C. – Expert panels presented by major school bus manufacturers at the Green Bus Summit centered on the theme of industry flexibility and resilience amid questions about the future of federal funding.
Blue Bird: The Right Bus for the Right Route: Managing Mixed Fleets
Tom Hopkins, business development manager for ROUSH CleanTech, speaks during a Green Bus Summit panel at STN EPXO East 2025.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, oversees a fleet of 5,620 electric, propane, gasoline and diesel school buses. Electric school buses, he said, are purchased using government funding, operate on shorter metro routes, and are placed on routes where depot facilities already have power on site. Propane has been good for the state because of reduced maintenance costs and gasoline buses are used sparsely in more remote areas.
No matter the fuel, he said good working relationships are needed with districts so implementation goes smoothly.
Stephen Whaley, eastern alternative fuels manager for Blue Bird, reviewed the current powertrain energy options of diesel, gasoline, propane and electric as well as their acquisition price tags and approximate range. Most school bus down time results from diesel aftertreatment requirements, he reminded.
Over 2,000 Blue Bird electric school buses are deployed in 42 U.S. states and four Canadian provinces, shared Brad Beauchamp, the OEM’s EV product segment leader. “We’re continuing to evolve this product to give you better range,” he confirmed.
He added that a DC fast charge solution is better than Level 2 AC, but a yard planning option is best for long-term fleet electrification goals.
Tom Hopkins, business development manager for drivetrain manufacturer and longtime Blue Bird propane partner ROUSH CleanTech, reviewed the cost savings that buses running on safe, clean, domestically produced, affordable propane Autogas produce compared to diesel.
Whaley reviewed the easy-to-implement and scalable propane infrastructure. While alternative fuel tax credits are generally available, he said he’s not sure they will be renewed by Congress. Even without those incentives, those fueling and maintenance cost savings add up to a savings over diesel, he added.
Real-time Visual Notes created by Ink Factory.
CowFartBus: A Zero Carbon Alternative for Existing Diesel Buses
Robert Friedman, managing director for CowFartBus, speaks during a Green Bus Summit session at STN EXPO East 2025.
Robert Friedman, managing director for CowFartBus powered by Demi Diesel Displacer and Neufuel, explained the company’s mission of converting existing diesel school buses to run on one tank of renewable natural gas (RNG) and another of diesel. There’s no compromise in vehicle or fleet logistics and no need to buy new buses, he said.
He added that Renewable natural gas fueling pressure is lower than regular CNG, so the affordable filling station is simply 2-feet by 2-feet. The bus can still run solely on diesel, if needed. He explained that 26 buses can be converted to CowFartBus for the price of one new electric school bus, resulting in optimal sustainability.
Friedman confirmed the refitted buses’ durability in harsh altitude and weather conditions, as they are being used in multiple districts including Eagle County School District in Colorado, which has six of these buses and is adding eight more with plans to convert the whole fleet.
“We’ve been so happy with this system and see the promise in it,” said Joe Reen, the district’s executive director of operations.
He relayed that the budget is tight with a driver shortage necessitating that 20 buses each run about 100 miles a day in rapidly changing altitude and weather conditions. But the buses do not experience power loss. Even 30-year bus drivers like them, he shared.
Some community members desire greater environmental sustainability while others want cost savings, and CowFartBus hits both those points, he said. It was a good alternative for his district, Reen added, since electric doesn’t work for their region.
“There’s not a single silver bullet,” Friedman agreed.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, oversees transportation of 170,000 students a day on 5,620 buses with an average route length of 70 miles, consuming 11 million gallons of fuel per year. He said a big draw for the state was that the RNG complements diesel but doesn’t replace it. Charleston School District near the coast is currently running two CowFartBuses, and Patrick said he is looking to acquire 50 more.
Both districts reported high satisfaction levels from the drivers, which is good news for driver retention efforts.
Friedman recommended converting older buses if manufacturer warranty is a concern but confirmed that CowFartBus covers the warranty on buses they convert. “Our longest running bus has 800,000 miles on it,” CowFartBus Director Sam Johnson added.
An IC Bus session on maintenance tools at the Green Bus Summit during STN EXPO East 2025.
Regional Sales Manager Marc Trucby reviewed updated aspects of OnCommand Connection, a platform that comes standard on all IC buses since 2023 and collects vehicle health data through factory or aftermarket telematics devices.
He also shared information about a prospecting tool that helps districts find green bus funding and a partnership with Sourcewell for streamlining the RFP and bid process.
Gregory Baze, IC’s national account manager for parts, discussed the Repairlink solution that is designed to provide school bus repair shops with 24/7 online parts ordering. It gives technicians an easy way to connect with dealers and suppliers for fast, accurate parts sourcing and communications.
The new addition helps school bus technicians more efficiently search for and reorder the parts they need from a larger inventory selection, he explained. A VIN-based catalog, saved shopping carts, price comparisons and coupon discounts are additional benefits.
“You are essentially your own dealer looking up your parts,” he said.
Attendees asked about various aspects of placing orders and Baze provided details on how school bus mechanics and technicians can do so.
For security purposes, districts can only enter information for school buses they own and operate and save the data into the system so they can shop by bus for any specific parts it needs. Baze confirmed that contracted buses are also eligible for Repairlink and that customer service can work with districts to complete this.
“We do a lot beyond buses,” Baze concluded.
Real-time Visual Notes created by Ink Factory.
Thomas Built Buses: ICE – The Future Outlook for Traditional & Alternate Fuels in School Buses
Francisco Lagunas, the North America bus segment general manager for Cummins, and Daoud Chaaya, vice president of sales, aftermarket and marketing for Thomas Built Buses, speak during a Green Bus Summit session at STN EXPO East 2025.
Thomas Built Buses General Sales Manager Jim Crowcroft stated that diesel is still very much a part of the school bus landscape.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, shared that his fleet is over 80 percent diesel due to needed range. It also contains over 500 propane buses, which he said have about half the range but lower operating costs and fewer maintenance issues. While his electric school buses (ESBs) come with range concerns, he said that district collaboration is key to improvement.
Amidst upheavals in the U.S. Environmental Protection Agency and federal government funding, the panelists reiterated OEM commitment to both ICE and electric options to serve customer needs.
“It’s our job to learn what your goals are and support you though it, whether you’re looking at diesel or other alternative fuels,” said Kelly Rivera, general manager for school bus dealer Carolina Thomas.
Daoud Chaaya, vice president of sales, aftermarket and marketing for Thomas, said he sees diesel and octane as a bridge to greater sustainability until ESB Total Cost of Ownership and price parity are achieved. Cummins’ Francisco Lagunas, the North America bus segment general manager, noted that the company’s octane engine will be available by January 2026 and the B7.2 diesel engine by January 2027.
Chaaya said that despite uncertainty in government funding, several U.S. states indicate a firm commitment to school bus electrification, plus both the knowledge and support networks are only growing stronger.
“By the end of the year a lot more clarity will come around,” he predicted.
Rivera pointed out that diesel buses are now being manufactured with cleaner engines by default. Lagunas added that manufacturing cleaner diesel buses increases their price while ESB manufacturing is becoming cheaper as that product improves.
“We need to diversify,” he said of OEMs.
Luke Patrick, director of maintenance and training for the South Carolina Department of Education, and Francisco Lagunas, the North America bus segment general manager for Cummins, speak during a Green Bus Summit session at STN EXPO East 2025.
Patrick spoke to the importance of proactive training when rolling out school buses with a different fuel or energy source than technicians are used to.
Chaaya confirmed that dealers and school districts are all included in the collaborative decision on what an OEM manufactures. “We want to thrive, not just survive in this ecosystem,” he said.
The panelists agreed that clarity, communication and speedy dialogue with the EPA is helpful for unified, stable OEM decisions and concrete answers to districts. “In absence of decision making, rumors and anxiety run wild,” Chaaya commented.
The speakers also expressed optimism for the future as student transporters are a resilient group. “It’s a really exciting time to be in student transportation as there are lots of products out there to meet your challenges,” Rivera concluded.
PLAINVIEW, N.Y.- WE Transport today announced the retirement of Bart Marksohn, Chairman Emeritus, who has been an integral leader of this family-owned company for over 50 years. Marksohn’s last day will be April 1, 2025.
“Bart’s contributions to WE Transport have been invaluable to the development and success of this business for decades,” said Judith Crawford, CEO of Beacon Mobility. “Throughout Bart’s lifetime career in transportation, he has channeled his passion for transportation to introduce new technologies, provide reliable transportation to schools and communities, and expand the company’s footprint from a Long Island based carrier to serve Connecticut and New York City. We extend our deepest gratitude to Bart and wish him the very best in retirement.”
“My parents founded WE Transport in the late 1950’s with one vehicle and the vision of providing safe and reliable transportation services to Long Island families with special needs children, and it has been a privilege to spend my career supporting our family founded business to reach new heights and serve a growing number of students and communities,” said Bart Marksohn, Chairman Emeritus of WE Transport. “It is the dedicated employees and strong community we have built over the years that makes this company special, and I have no doubt that our wonderful culture will continue to make a positive impact.”
Bart Marksohn, son of WE Transport’s founding partners Walter and Edie Marksohn, started helping with the growing family business at an early age. Instead of spending his weekend on sporting fields, Bart could be found in the maintenance shop working on vehicles. He started out changing brakes and tires and making vehicle repairs and worked his way up to be head mechanic. As the business grew, Bart transitioned into a different leadership role to oversee fleet management, banking, insurance, safety, contracts, bidding, customer liaison, and real estate.
Along with his brother, Jerry, they pursued cutting edge technologies to incorporate into the business, and in the early nineties WE Transport became the first school bus company to utilize GPS tracking technology. Bart oversaw significant expansions for WE Transport, including the introduction of motor coaches and growing the school transportation vehicle fleet by thirty percent in just one year in 2003 In 2010, WE Transport landed a contract with Bridgeport Public Schools in Connecticut to further diversify the business.
Bart Marksohn continued, “Bridgeport was a challenge which was handled by our family of employees with real excitement. We had to hire over 300 employees and be up and running in 60 days and we pulled it off. This positive experience encouraged us to expand into new markets in New York City and Westchester, where we hired over 350 employees and 100 employees respectively to successfully expand operations and create a positive customer experience.”
Marksohn has received both state and national recognitions for his contributions to the industry. As the President and Chief Financial Officer of WE Transport, he was recognized as the 2018 New York School Bus Contractor of the Year at the New York School Bus Contractors Association (NYSBCA) 64th Annual Convention alongside his colleague, Carmen Tomeo, Chief Executive Officer of WE Transport. In 2024, Marksohn was inducted into the National Student Transportation Association (NSTA) Hall of Fame in recognition of his “long-standing team efforts on behalf of the student transportation industry.”
About WE Transport: WE Transport, Inc. is a group of companies referred to as “The WE Transport Family of Companies.” There are five operational companies within the group, operated by the same management team and function as a single entity. WE Transport strives to serve our customers safely, efficiently and cost-effectively. From hiring and safety, operations maintenance, customer service to IT, each step of the way, working as a team, each department is dedicated to going above and beyond industry standards.
The Seafarers International Union (SIU) has released a first-hand account from the crew of the product tanker Stena Immaculate, which was hit by a boxship off the UK last month.
On March 10, the Portuguese-flagged feeder Solong was on a routine coastal voyage off Hull, UK, making 16 knots on a steady southbound course. Without slowing or maneuvering, Solong rammed the port side of the anchored product tanker Stena Immaculate, penetrating two tanks.
Stena Immaculate third mate Jeffrey Griffin told SIU that he was working out on deck at the time of the accident.
“All I could see was something big and blue heading toward us. I immediately knew, it’s not going to miss us," Griffin said. "I was front and center when it allided between the seven port and six port cargo tanks. There was a great big loud crunching noise. That was followed by a whole lot of fire."
At first, the crew responded with shock and amazement. Those inside the deckhouse and belowdecks felt the vibration and knew something was wrong.
"It wasn't a huge jolt. I remember looking through the fog and . . . I could faintly see the white outline of the house of the other ship. And then that first fireball happened," recalled OS Benjamin Brown.
The crew ran out hoses and began to lay down foam to suppress the flames on deck. Two officers remained forward on the bow, and the firefighting efforts were successful enough that they could slip past and get back to the deckhouse.
After half an hour of battling the fire, the master instructed the crew to abandon ship. "I won't say we were close to putting out the fire, but we were doing well," Griffin said. "I was about to do a muster when we heard the words, forget the muster, abandon ship.
The crew mustered at the lifeboat, and after the second mate confirmed all were aboard, they gravity-launched into the water and motored off. The bosun noted that there was burning fuel on the water surface during their escape. Despite fumes from the fire and heavy smoke, they were unharmed, and were quickly rescued by nearby good Samaritan vessels.
Griffin said that he was already prepared to ship out again. "I’m a little shaken but I’m ready to go back to work. The fire – it happened. The abandon ship – it happened. We trained for it, we prepared for it, and everybody survived, so we obviously are doing something right," he told SIU.
Stena Immaculate's cargo will be pumped off for safety, and the ship will be towed to Newcastle for a port of refuge. One crewmember of the boxship Solong is missing and presumed dead; the master of the Solong has been arrested on negligent manslaughter charges, and Stena and operator Crowley have sued the Solong's owner for damages.
The owner, a subsidiary of Ernst Russ, is setting up a claims fund in the UK as proceedings begin. The firm has brought a limitation of liability case in UK admiralty court, which would limit the total claims amount to the value of the ship and her cargo.
Norway marked a milestone in its efforts to be a leader in green shipping with the introduction of the first of two vessels that will be powered with bio-methanol. The containerships which are operating in a partnership between North Sea Container Line and MPC Container Ships will expand Norway’s trade with Europe while also lowering emissions.
NCL Vestland is the first of the two vessels and today, April 1, they celebrated the naming and entry into service of the ship, with her sister ship NCL Nordland to follow. The ships were ordered in 2023 under a program in part sponsored by the Norwegian government to advance green shipping. The project received NOK 13.7 million (US$1.3 million) in funding from Enova SF, the state enterprise owned by the Norwegian Ministry of Climate and Environment, and NOK 60 million (US$5.7 million) from the NOx fund (Næringslivets NOx-fond), the Norwegian business sector’s fund to reduce emissions.
The ships were built by China’s Taizhou Sanfu Ship Engineering and are fitted with dual-fuel engines capable of operating on conventional fuel or green methanol. The newbuilds will reduce NCL’s overall CO2 emissions by 50 percent, compared to the existing NCL fleet, when operating on diesel. In 2025, NCL will operate the vessels with a 5 percent blend of bio-methanol and the strategy is to gradually increase the bio-methanol going forward. NCL has signed an agreement with Equinor for the sourcing of the methanol and the vessels will be bunkering in Norway.
The hull, which is 149 meters (489 feet) in length, along with the propellers, and onboard systems are designed for maximum energy efficiency. The ships are each equipped with a 250 kWh battery pack and the capability to use shore power. Each ship has a capacity of 1,300 TEU. They feature an "Open Top" design which the companies highlight minimizes the need for crew on deck, further enhancing safety. The electric cranes on deck are designed to enhance efficiency when in port, independent of onshore infrastructure providing increased flexibility in the ports they can access.
The plan calls for three older vessels to be replaced by the two new ships, each of which has a 40 percent greater container capacity compared to the ships currently operating the feeder service. As such, NCL reports that the vessels will achieve a 63 percent reduction in energy capacity per TEU per nautical mile.
The ships are operating under a 15-year chart to NCL and have long-term contracts for transportation from Norway including with Elkem, a provider of silicon-based materials. With stops at key industry hubs in Norway, Elkem says they will enable larger weekly shipments of its silicon products to European customers in sectors such as automotive manufacturing, construction, renewable energy, and the defense industry, and enable growth and jobs along the Norwegian coast.
“These state-of-the-art vessels will play a significant role in transporting Norwegian goods and strategic silicon metals and materials to the continent, cementing Norway’s position as an important and reliable supplier of critical inputs for European industries,” said Morten Viga, CFO of Elkem.
The vessel will operate between Stokmarknes and Rotterdam, Bremerhaven, calling at Salten, Mo i Rana, Orkanger, Averøy, Ålesund, Svelgen, Bergen, Haugesund, and Tananger. It will supply Europe with strategically important minerals, fish food, and other commodities via the ports of Bremerhaven and Rotterdam.
NCL highlights this is the first of three zero-emission capable vessels it will be introducing. In addition to the two methanol-fueled feeders, NCL will operate the world’s first ammonia-powered container vessel in a project with ammonia-producer Yara International and its subsidiary Yara Clean Energy and the support of the Norwegian Government through its Enova investment fund. The ammonia-powered feeder project was announced in 2023 with a target of starting operations in 2026.
Last week, the U.S. Coast Guard worked with local first responders to medevac a seafarer from the deck of a Chinese freighter on the Hudson, carrying the man to safety.
At about 1850 hours on March 27, Coast Guard Sector New York received a request for assistance from the freighter Sheng Ping Hai. The vessel had just departed Albany and was downbound on the Hudson, headed for Colombia, and a crewmember had a serious medical problem. The fourth assistant engineer, a 23-year-old man, had suffered spinal injuries and needed an evacuation.
The Ulster County Sheriff's Office had a response boat in reach of the ship, and it dispatched a team to meet up with the vessel. The U.S. Coast Guard responded as well, dispatching the small cutter USCGC Wire from Saugerties.
The injured man was carefully secured in a Stokes litter, and as the Sheng Ping Hai continued to make way downstream, the police response boat held position alongside. The crew lowered the victim down by rope to the deck of the boat, and the medevac was completed successfully.
The seafarer was delivered safely to shore at Saugerties and transferred to a local ambulance crew for transport to a nearby hospital. His injuries were determined to be non-life-threatening, according to the sheriff's office.
The Coast Guard is investigating the circumstances of the engineer's injury. Sheng Ping Hai continued on her commercial voyage, heading southbound down the East Coast and through the Bahamas.
Sheng Ping Hai is a 56,000 dwt geared bulker built in 2012. She is owned by a Hainan-based company and operated by Cosco, the world's largest shipowner by tonnage.
Smart shipowners are getting prepared to pass any extra U.S. fees for Chinese ships onwards to their charterers, insulating the owner from the impact of millions of dollars in extra regulatory cost per port call. Special new charter party clauses will ensure that U.S. exporters and importers - not shipowners - will bear the extra near-term cost, says Genco CEO John Wobensmith.
Genco is the largest U.S.-headquartered bulker operator, and has a substantial number of Chinese-built vessels in its fleet. As such, it is exposed to the proposed port fees on Chinese tonnage, written by the Office of the U.S. Trade Representative (USTR). If the fee structure is adopted as written, Chinese-built ships - and any global operators who use Chinese-built ships elsewhere - would have to pay millions of dollars for every port call in the United States. Exporters would also be required to ship an increasing percentage of their goods on U.S.-flagged tonnage, and eventually on scarce U.S.-built tonnage, raising costs for export shipments and creating new employment options for U.S. mariners.
Multiple shipowners have described deep changes to their business if the fees go into effect. U.S.-based ro/ro liner ACL says that it will go out of business in the United States, and multiple ocean carriers have said that they will narrow their port calls down to a few major gateways to minimize fees. Genco's Wobensmith told Bloomberg that he shares USTR's goal of strengthening American shipping, but in the near term, his firm has two options: exit the U.S. market and focus on the rest of the world, which accounts for 90 percent of its business; or pass the extra U.S. costs on to the end user.
It's already using the latter strategy. To ensure that it does not get caught bearing unexpected new costs, Genco's charter parties now include clauses that require the charterer to pay for any new U.S. port charges, whatever they happen to be.
In reality, these two strategies (leave or pass on charges) are closely linked. The extra expense of the port fees will make some ag commodities "uncompetive" compared to foreign producers, Wobensmith said, as American farming interests have previously warned. Soy exports "will come almost to a grinding halt," he said. For these cargoes, the extra pass-on charges may end the market, requiring shipowners with Chinese tonnage to leave.
Recently, our diver/technician teams were deployed to ships in Belgium and Spain for stern tube seal replacements. The first operation took place in Algeciras on a 225-meter container ship, while the second was carried out in Antwerp on a 295-meter RoRo vessel.
Both ships were experiencing oil leaks, necessitating an immediate on-site repair. Using one of our flexible mobdocks, we successfully completed the operations underwater, eliminating the need for costly and time-consuming drydocking.
As a result of recent technological advancements made by our R&D department and new lightweight equipment, our teams can now complete stern tube seal repairs even faster. Hydrex truck and equipment next to container vessel in Algeciras.
Our repair method enables underwater replacement of all types and sizes of shaft seals. If left unchecked, damaged stern tube seals can lead to escalating oil leaks or water ingress. By addressing the issue at an early stage, we help minimize downtime and prevent further complications.
Stern tube seal replacements can present challenges due to the varying configurations of stern tubes and potential issues with worn or grooved liners. However, our experienced teams are well-equipped to handle these complexities efficiently.
Stern tube assembly prior to seal replacement.
Keeping container ship on schedule
Once the operation in Algeciras was approved, our team quickly made all necessary preparations and mobilized lightweight equipment from our fast-response center.
Upon arrival, the diving team established a monitoring station beside the vessel. The process began with a thorough underwater inspection of the stern tube seal assembly, followed by the removal of the rope guard.
Hydrex diver preparing the assembly for installation of the mobdock.
Next, the divers cleaned the assembly and installed the flexible mobdock, creating a dry underwater workspace that replicated drydock conditions.
The split ring was then removed and brought to the surface for cleaning. After cleaning the entire assembly, the divers replaced the seals and bonded them one by one.
The operation concluded successfully with leakage tests, removal of the flexible mobdock, and reinstallation of the rope guard.
One of our diver/technicians working in our flexible mobdock.
Rapid mobilization, quality repairs
Not much later, a team was dispatched to the RoRo vessel’s berthing location near our Antwerp headquarters. Using the same procedure as in Algeciras, the seals were successfully replaced, allowing the vessel to resume operations free of oil leaks.
With Hydrex overseeing the entire process from start to finish, the owner did not have to worry about making any arrangements for the repair.
Divers getting ready for underwater operation in Antwerp.
Working together with the OEM allowed us to supply original spare parts, guaranteeing the highest quality materials for the repair. Additionally, a technician from the seal manufacturer was present to oversee the operation.
All our offices are fully equipped with the latest facilities, lightweight equipment, and specialized tools. This ensured our team had everything necessary to complete the job promptly and effectively.
Diver resurfacing after working inside the mobdock.
Stay afloat, operational, and profitable
We specialize in underwater maintenance and repairs on all components of a ship’s propulsion system and hull. Our operations are class-approved and conducted at lay-by berths or alongside docks without disrupting commercial activities. Every job is executed by skilled diver/technicians using cutting-edge equipment and techniques.
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