MESA, Ariz., – As the school year hits a midway point, a recent Verra Mobility 2025-2026 school year survey, issued via Pollfish, reveals that parents and caregivers of school-aged students overwhelmingly support the use of automated enforcement to improve student transportation safety.
The survey, which included 2,000 parents or caretakers of children who walk, drive, are driven, or take transportation to school, showed that many respondents have witnessed near-miss incidents where a student was almost hit in a school zone or near a school bus.
The data points to a pattern of dangerous incidents in school zones and near school buses, and parents’ desire for action:
82% support safety cameras to monitor and penalize drivers who illegally pass stopped school buses. 70% of respondents favor automated enforcement in school zones
The response comes as many of these same parents and caregivers have witnessed events that nearly led to student tragedy:
43% have observed a “near miss” in a school zone. 33% have seen a “near miss” surrounding a stopped school bus
Automated enforcement programs have long been proven effective. Verra Mobility program data shows that school bus stop-arm programs have experienced as much as a 50% reduction in violations within just two months of launching the program. As the program continues, 98% of drivers who receive one stop-arm violation don’t receive a second.
Similar success has been experienced with school zone speed safety programs, where programs have experienced a 94 percent reduction in speeding at speed camera locations.
“Parents, educators, and communities share the same priority – keeping students safe,” said David Dorfman, senior vice president, Verra Mobility. “With a large majority of parents supporting automated enforcement in school zones and for school bus stop-arm enforcement, technology offers a proven way to change dangerous driving behaviors and prevent tragedies.”
This data comes as cities and counties across the U.S. are utilizing technology to make a difference. During the 2024-2025 school year, Verra Mobility, which covers more than 250 communities, launched 13 new school zone speed programs, from Memphis, TN, to Poulsbo, WA, in order to deter dangerous driving and protect students.
This trend also reflects concerns from educators and school administrators, with 38% of public-school officials moderately or strongly agreeing that traffic patterns around their schools pose a threat to students’ physical safety during their commute. To combat this, parents are advocating for a holistic safety approach with physical and policy-based improvements such as speed bumps, more crossing guards, better signage and traffic signals.
For more information on how to support safer driving and how to employ safety solutions for your community, visit www.verramobility.com/government.
About Verra Mobility
Verra Mobility Corporation (NASDAQ: VRRM) is a leading provider of smart mobility technology solutions that make transportation safer, smarter and more connected. The company sits at the center of the mobility ecosystem, bringing together vehicles, hardware, software, data and people to enable safe, efficient solutions for customers globally. Verra Mobility’s transportation safety systems and parking management solutions protect lives, improve urban and motorway mobility and support healthier communities. The company also solves complex payment, utilization and compliance challenges for fleet owners and rental car companies. Headquartered in Arizona, Verra Mobility operates in North America, Europe, Asia and Australia. For more information, please visit www.verramobility.com.
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Following multi-year delays, the electric kei van project from Toyota, Daihatsu, and Suzuki has finally transitioned from prototypes to production reality in Japan.
The automakers have announced the market launch of the Toyota Pixis Van BEV, the Daihatsu e-Hijet Cargo and the Daihatsu e-Atrai RS, with a nearly identical Suzuki e-Every expected to follow soon. The production versions arrive nearly three years after the triplets were first previewed in 2023.
More: Daihatsu Hijet Is Available In 26 Configurations, Including Tiny Dump Trucks
The zero-emission models look just like the ICE-powered equivalents that have been around since 2021, but have a charging port on the front bumper. The only difference between the Toyota and the Daihatsu variants are the badges. As for the passenger-friendly Daihatsu e-Atrai, it is exclusively available in the RS trim with black steelies, matching exterior accents, chrome details, and power sliding doors on both sides.
Inside, the highlight is the new shifter, sourced from other Toyota models such as the Prius. Equipment includes heated front seats and auto A/C for greater efficiency, a USB port, an AC 100V outlet for powering external devices, and an enhanced preventing safety system called Smart Assist.
Practicality remains the key with an overhead compartment, and clever storage solutions within the cabin. More importantly, the switch to electric power doesn’t affect the cargo space or the maximum load capacity of 350 kg (772 lbs).
Fully Electric Powertrain
The kei vans are identical under the skin, riding on the Daihatsu New Global Architecture (DNGA) platform with a new powertrain developed jointly by Suzuki, Daihatsu and Toyota.
More: Daihatsu Built A Sleeper Kei Car With A Roll Cage And It’s Headed For Sale
A single rear-mounted electric motor (e-axle) is good for 63 hp (47 kW / 64 PS) and 126 Nm (93 lb-ft) of torque. This matches the power output of the turbocharged 660cc three-cylinder gasoline option, while offering an extra 35 Nm (26 lb-ft) of torque.
The floor-mounted lithium-ion battery pack has a capacity of 36.6 kWh, allowing a WLTC range of 160 miles (257 km) between charges. This is 36 miles (57 km) more than the targeted figure during development, and should be enough for urban deliveries. It is also slightly better than the 152 mile (245 km) range of the Honda N-Van e: which is their main competitor.
A full charge is completed in around 6 hours from a standard 6 kW outlet, while a 50 kW fast charger will take it to 80% in 50 minutes. Finally, the EVs are compatible with Vehicle-to-Home (V2H) technology.
More: For $8,500, Nissan Will Sell You A Kei Truck That Still Thinks It’s The ’90s
Engineers have also applied BEV-specific structural reinforcements to the chassis, promising better handling thanks to the lower center of gravity, and improved ride comfort thanks to the new trailing-link rigid-axle rear suspension and the optimised spring rates.
Pricing
Unfortunately, the electric kei vans are significantly pricier than the ICE-powered equivalents. More specifically, both the Toyota Pixis Van BEV and the Daihatsu e-Hijet Cargo are priced from ¥3,146,000 ($20,300) in Japan, which is nearly triple the ¥1,100,000 ($7,100) starting price of the gasoline variants. The Daihatsu e-Atrai RS is even more expensive, starting at ¥3,465,000 ($22,400).
Production of the models will take place At the Daihatsu plant in Nakatsu, Japan. Toyota targets 50 sales per month, while Daihatsu expects to sell 300 units per month.
The story of the automobile is never just about a single moment, even when a neat anniversary tempts us to frame it that way. Mercedes is marking 140 years since Carl Benz first putt-putted down the road in his Patent-Motorwagen, often described by the brand as the “world’s first automobile”.
Read: New S-Class Uses 50,000 LEDs To Light Nearly Six Football Fields Ahead
That claim, however, has long been debated in enthusiast circles, including at The Autopian, where Jason Torchinsky recently revisited the subject in detail. Even Mercedes itself acknowledges the history is more nuanced.
The Origins Are Messier Than You Think
On its own website, the company concedes that the automobile did not simply appear in 1886. It recognizes that numerous forerunners existed well before Carl Benz. These range from steam-powered road vehicles to earlier experimental self-moving machines, including Frenchman Nicolas Joseph Cugnot’s three wheeled steam cart from 1769, or possibly 1770, depending on who you ask.
Innovation In Retrospect
Looking at Mercedes’ car no. 1 now, with its huge, spindly wheels, puts that layered history into perspective. It is a vivid reminder of how far the automobile has evolved since Benz’s first outing in 1886, but it also invites a more fundamental question.
Read: Americans Embrace AI Tech In Their Cars But Some Features Drive Them Crazy
With so many ideas, inventions, and refinements accumulating across more than a century of experimentation, which single innovation truly transformed driving the most?
Early breakthroughs were about simply making cars usable. Four wheels brought stability. Steering wheels replaced awkward tillers. Then came the electric starter, which saved drivers from wrestling engines by hand and occasionally breaking bones, transmissions with synchromesh or fully automatic operation. Suddenly cars weren’t just for the brave and mechanically gifted, but for everyone.
Related: Mercedes’ CLE Gets A Facelift, But The Big News Is Under The Hood
Design took its own leap forward as cars stopped looking like horse carriages and started slicing through air. Windshields, enclosed bodies and integrated fenders all radically changed how automobiles looked, even before wind tunnels started to have a major say in the styling process.
From 10 mph to 300 mph
And let’s not forget power and speed. That first car in 1886 had less than 1 hp (1 PS) and was all out of puff at 10 mph (16 kmh). Today, even the most ordinary subcompact makes 100 times as much grunt and is 10 times as fast, while hypercars now punch out 2,000 hp (2,023 PS) and in some cases can top 300 mph (483 kmh).
Those feats would be terrifying with the kind of safety equipment Benz’s Motorwagen had on board. The 1886 original had solid rubber tires and no braking system on any of its three wheels, the only way to slow it down being to tug on a simple hand-operated lever that created friction on the drive belt.
Safety improved relatively quickly, but the major advances in that department have come in the second half of the car’s 140-year life. Seatbelts, crumple zones, airbags, and anti lock brakes quietly saved millions of lives, while air conditioning, power steering, satellite navigation and in-car hifi made those lives behind the wheel more bearable.
Biggest Changes Still to Come
Now we’re living through another turning point. Hybrids, EVs, driver assistance systems, and cars that can steer, brake, and park themselves are redefining what it even means to drive. Mercedes is, appropriately, at the forefront of that change, and will offer Level 4 self-driving on the new S-Class that debuts this year.
Some people see freedom in that kind of tech. Others see the end of real driving. Either way, the car is changing again.
So what gets your vote as the biggest advance to emerge from the car’s long evolution, the one innovation without which modern driving would feel impossible? And which car helped all cars make the biggest leap forward? Jump into the comments and make your case.
We’ve grown accustomed to how quickly electric cars evolve, but few models illustrate that pace of change as clearly as the latest iteration of Audi’s e-tron GT. What is essentially Audi’s halo EV has been completely reengineered in just a few short years. This isn’t your usual mid-cycle refresh, and Audi isn’t pretending it is.
Read: Audi Gave Up On The A2, Now It’s Making The Q2 e-Tron To Win You Back
Sales of the original e-tron GT kicked off in Europe back in mid-2021, though Australian deliveries didn’t begin until late 2022. Fast forward just over 18 months, and Audi has already rolled out a completely new e-tron GT line-up, one so far ahead of its predecessor that even the latest base model now outguns the previous RS flagship in power.
| › Model: | 2026 Audi RS e-tron GT Performance |
| › Starting Price: | AU$309,900 ($216,800) as tested |
| › Dimensions: | 4,996 mm (196.6 in.) Length 2,158 mm (84.9 in.) Width 1,394 mm (54.8 in.) Height 2,901 mm (114.2 in.) Wheelbasee |
| › Curb Weight: | 2,330 kg (5,136 lbs) |
| › Powertrain: | Dual electric motors / 97 kWh battery |
| › Output: | 912 hp (680 kW) / 757 lb-ft (1,027 Nm) w/Launch |
| › 0-62 mph | 2.5 seconds |
| › Transmission: | Twin speed |
| › Efficiency: | 21.0 kWh/100 km as tested |
| › On Sale: | Now |
This new model went on sale Down Under towards the end of 2025, and we recently had the opportunity to live with the flagship model in the range, the all-new RS e-tron GT Performance. I was not prepared for what I would discover.
What’s New?
Most would agree that the e-tron GT is an extraordinary piece of automotive design. We’d argue it’s the best-looking EV on the market, and one of the finer-looking sedans of the past decade. However, the original RS version just didn’t look special enough.
Aside from minor visual tweaks, the flagship version looked virtually identical to the base model, which was somewhat disappointing for an RS-branded car. Audi appears to have addressed these complaints and, for the 2026 RS e-tron GT and RS e-tron GT Performance models, has ensured they stand out from the base version.
Also: All Future Audis Will Have This Grille, Mustache Memes Be Damned
The most obvious updates are found at the front. While the same basic grille has been retained, the front air intakes are now more aggressive, with a forged carbon fiber finish, as on our test car. The bold new touches continue at the rear with a bespoke diffuser, also finished in forged carbon, and a set of unique six double-spoke 21-inch wheels.
An Updated Powertrain
These updates are welcome, but they pale in comparison to the changes that Audi has made under the skin. The 84 kWh battery pack of the old model has been removed and replaced with a larger 97 kWh battery that weighs 9 kg (19.8 lbs) less. Additionally, all three e-tron GT versions now support DC charging speeds of up to 320 kW, a welcome boost from the 270 kW of the old model.
Read: 2025 Audi RS e-tron GT Performance Has 912 HP, Hits 62 MPH In 2.5 Seconds
Then there’s the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm (529 lb-ft) with launch control, allowing it to hit 100 km/h (62 mph) in 3.4 seconds and drive 558 km (347 miles) on a charge. The mid-tier RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm (638 lb-ft), running to 100 km/h in 2.8 seconds and boasting a driving range of 522 km (324 miles).
The daddy of the line-up is the RS e-tron GT Performance we tested, Audi’s equivalent to the refreshed Taycan Turbo S. It peaks out at 680 kW (912 hp), 1,027 Nm (757 lb-ft) of torque, and can hit 100 km/h in a claimed 2.5 seconds. It does all of these while boasting a range of 528 km (328 miles). It’s not cheap, however. In Australia, prices for the flagship start at AU$309,900 ($216,800), though our test car included several options, bringing the total to AU$324,400 ($226,900).
A Cabin To Remember
The interior of the new RS e-tron GT Performance is largely the same as the pre-facelift model, but does benefit from some updates. These include a new flat-bottom and flat-top Alcantara steering wheel with bright red Boost and RS buttons.
Our tester was also fitted with the AU$4,500 ($3,100) performance design package, adding several green accents and Nappa leather. It also included the AU$10,000 ($7,000) Matt carbon camouflage package, which adds forged carbon to the exterior, side sills, dashboard, and door panels. The look of the carbon won’t be to everyone’s tastes, but it’s certainly striking.
Review: The 2024 Audi RS e-tron GT Will Warp Your Sense Of Reality
Most touchpoints are excellent, and the cabin carries a premium feel. Still, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is somewhat disappointing given the car’s sky-high price tag.
Among the key features carried over from the pre-facelift model are the superb RS-branded front seats, the 10.1-inch infotainment display, and the 12.3-inch digital instrument cluster. There’s wireless Apple CarPlay and Android Auto, a thumping 16-speaker Bang & Olufsen audio system, and among the finest front seat massage functions of any car currently on sale. To put it simply, the RS e-tron GT is a joy to spend time in.
Read: Audi Design Boss Wants To Remove Big Screens From Future Models
Perhaps the most obvious downside of the incredibly good looks and that swooping roofline is that headroom in the rear isn’t great for tall adults. It also feels a little sparse back there with just a pair of USB-C ports and simple fan speed controls.
Unrelenting Acceleration
Heading into my week with the RS e-tron GT Performance, I knew it was going to be the quickest car I’d ever driven. But nothing could quite prepare me for this EV’s ferociousness off the line, and yet its plushness and comfort during daily driving.
As mentioned, Audi quotes a 0-100 km/h time of 2.5 seconds. Try as I might, I was never able to match that with my GPS timer, recording a best time of 2.63 seconds, covering the sprint to 100 km/h in just 39.1 meters (129 feet). If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part stopwatch. As for what that kind of speed feels like? Absolutely brutal.
Pin the throttle and the Audi throws you back into the seat, building speed in a way that is truly terrifying. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifts into second gear at around 85 km/h (53 mph), the flagship Performance model will hold first gear for as long as possible, enabling remarkable acceleration.
During my testing, it felt like the car changed into second gear at around the 120 km/h (75 mph) mark, and when it does, the EV accelerates even faster, as if it’s a spaceship getting sucked into a black hole. It’s absolutely mesmerizing. Remarkably, the car delivers this performance while struggling to put all its power to the ground.
Regardless of whether the ESC is on, in Sport mode, or disabled entirely, the car will spin all four wheels to beyond 100 km/h, leaving faint black tire marks in its wake. I have no doubt that if I had been able to find a grippier piece of tarmac to reduce wheel slip, a 2.5-second run would have been achievable.
Chassis Changes
Equally impressive as the way the RS e-tron GT Performance lurches forward is the new active suspension system. It builds upon the already remarkable setup of the old car, using technology similar to what’s found in the facelifted Porsche Taycan.
There’s trick air suspension working alongside two-valve dampers that eliminate the need for traditional anti-roll bars. In Comfort mode, the system is so advanced that it can actually lean the car into a corner, while in one of the RS modes, the suspension activates to eliminate even the slightest hint of body roll. Yes, despite the car weighing 2,330 kg (5,137 lbs), it has an uncanny ability to remain flat, even during high-speed slaloms.
I was offered my first taste of this system when I unlocked the car for the first time. As soon as I opened the driver’s door, the ride height quickly jumped up a couple of inches, making it easier to get in. When exiting, the same thing happens. It’s a neat party feature that can be disabled if owners prefer not to have it.
Read: Audi’s 2026 A5 And Q5 Fix One Of Its Most Annoying Interior Decisions
Presented with a mountain road, the car absolutely shines. Fitted with 265/35 front and 305/30 Bridgestone Potenza Sport tires, the RS e-tron GT Performance can speed through corners beyond what some potent sports cars can do, with very little fuss. It’d take a very brave soul to push this thing to its limits on the road, and it probably needs to be driven on a track to be fully appreciated.
As with before, the comfort is also superb. With the suspension in one of the softer settings, the e-tron GT soaks up bumps better than any other Audi, oftentimes making potholes and speed bumps feel almost non-existent. It honestly beggars belief how comfortable the car is on long journeys. An all-wheel steering system also ensures it’s easy to drive in tight urban areas and parking lots, reducing the risk of curbing those inevitably very expensive wheels.
All of the incredible performance comes at the expense of efficiency. Audi quotes efficiency of 21 kWh/100 km, and while I was able to match that figure, it’s slightly higher than the old car. But, just like you shouldn’t buy an Audi RS6 Avant expecting it to be fuel efficient, the Performance isn’t the type of EV you should buy if you want to eke out as much range as possible.
See: Audi Driver Hits 190 MPH On Public Road, Then Shows It To The Cops On TikTok
Critiquing the car’s handling is rather difficult. Some may find the steering to feel overly assisted and unnaturally sharp, but I grew accustomed to it very quickly.
One frustrating issue I experienced with the parking sensors is that they beep incessantly and loudly, as if you’re about to hit something, even when there are several inches of clearance. There were also a couple of occasions when the rear-cross traffic alert system was engaged while I was reverse parking, even though there was no risk of hitting anything.
Verdict
The e-tron GT remains the best EV that Audi currently produces, and the flagship RS e-tron GT Performance provides true supercar-levels of performance, making it one of the most engaging and enjoyable EVs to drive, too.
The additional performance Audi has added is extraordinary, but it comes at a cost. The old flagship started at AU$246,875 ($172,700), or more than AU$63,000 ($44,000) less than the new one. That’s a sizeable price hike, regardless of the changes made. If this new model follows the same depreciation curve as the pre-facelift model, it could be an absolute bargain in a few years.
Running a student transportation fleet means nothing is one-and-done; only continually managed on a day-to-day basis, often by using fleet tech that doesn’t talk to each other. This white paper discusses eight practical ways to reduce technology complexity so you can do more, more effectively.
Download this white paper and learn how to:
Plus four more, including maintaining healthy vehicles.
Fill out the form below and then check your email for the white paper download link.
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With more than two decades of experience in transportation, Craig Lipps has become a bit of an unofficial troubleshooter or change agent for school transportation operations.
He led the transportation operation at Ravena-Coeymans-Selkirk Central School District in upstate New York for a couple years, where he helped the district save more than $400,000 annually by optimizing routes with the use of Transfinder solutions.
“In this business, we’re working for the success of kids. That’s the bottom line. You need the best tools to do that. I rely on Transfinder to stay a step ahead of everybody else.”
Then he went to nearby Guilderland Central School District (NY) where he saved the district $2.6 million annually, again with Transfinder’s award-winning solutions.
So how does Lipps do it? Here’s the backstory.
When Lipps arrived at Guilderland, he faced a daunting challenge: a transportation department struggling with inefficiencies, outdated software and ballooning costs. The district was financially upside down, contracting dozens of routes to outside providers while its own buses sat idle.
For Lipps, a veteran transportation leader, the solution was clear—modernize operations with Transfinder technology.
The Problem: Inefficiency and Overspending
Guilderland’s transportation system was riddled with inefficiencies. The district had 115 buses in its fleet but was operating only about 70, while paying contractors to handle 36 out-of-district routes.
“It was very costly,” Lipps recalled.
And it just didn’t make sense.
“They (Guilderland) have the equipment and the drivers,” he said, “so you don’t need to contract when you have equipment and drivers.”
The software in place when Lipps arrived was outdated, locally hosted and lacked the tools needed to identify inefficiencies or optimize routes. The data, he said, “was messy.”
A hands-on kind of leader, Lipps left the office to see for himself what was going on.
“I’d get out there in my own vehicle just to watch what was happening,” Lipps said. What he saw confirmed his suspicions: buses sitting idle for hours. “I’ll never forget the day I saw three yellow buses parked at Crossgates Mall.”
He was curious if there was a field trip at the mall.
“So, the next day I went there, the same three buses were sitting there. And the next day I went there. So, I checked the GPS system and, sure enough, those buses were sitting there every single day for more than an hour. I’m like, ‘Yeah, that’s a problem.’”
The Solution: Transfinder’s Suite of Tools
The software product the district was using didn’t provide the tools “to look and find opportunities or inefficiencies,” Lipps said, yet he knew the district needed a cloud-based, data-driven system to regain control.
When Lipps arrived, he put a spotlight on the issues – “The problem was bigger than anyone realized” – and the district moved quicker to Transfinder, a solution he knew well.
The first step was implementing Routefinder PLUS, Transfinder’s award-winning flagship routing solution. Lipps personally sat down with every driver to build routes in the new system. “I have a large TV in my office and we sat at a table and worked from the laptop and built their routes. They watched it unfold before them. They were intrigued by it, and it was cool.”
Accurate data from the student information system was imported, giving the district a clear picture of transportation needs.
Coupled with Transfinder’s field trip management solution Tripfinder, which streamlined field trip management, the district was well on its way to greater efficiency. Previously, trip requests were handled through PDFs—a cumbersome process that led to mistakes and wasted time. “Tripfinder was a no-brainer,” Lipps said. “It integrated seamlessly with Routefinder and eliminated the nightmare of managing trips manually.”
The Results: $2.6 Million Saved in One Year
By the end of the school year, Guilderland had saved an astonishing $2.6 million. “That was one school year—September to June,” Lipps emphasized. “And those savings will continue every year as long as they keep using the tools.
Learn more and read the rest of this transformational journey.
To learn more about Transfinder’s technology and support, email solutions@transfinder.com, visit www.transfinder.com/solutions or call 800-373-3609.
The views expressed are those of the content sponsor and do not reflect those of School Transportation News.
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This month’s issue highlights safety, covering different aspects of how the student transportation is addressing the most pressing safety challenges facing students, drivers and transportation departments. Learn more about the planning needed for the aftermath of school bus crashes, prevention techniques and equipment including lap/shoulder seatbelts, training policies and garages, as well as furthering safety through awareness, access and accountability.
Also, find dates, agendas and new experiences coming up for our 2026 conferences.
Read the full February 2026 issue.
Features
‘This is Bad’
Planning for what happens in the minutes, days and weeks following a severe school bus crash is as important as training to avoid an incident from occurring in the first place.
An Evolution of Thought
Installing lap/shoulder seatbelts on school buses is only half the battle. Experts say it’s vital to also have usage policies and training procedures in place for successful implementation.
Keys to Success
Developing a safety culture not only begins and ends with school bus passengers but must encompass everything from driver training to garage layout.
Special Reports
Getting the Word Out
As illegal passing incidents continue to plague the industry, many federal and state organizations are working on public safety announcements to increase school bus awareness among motorists.
Editor’s Take by Ryan Gray
Strongest Case Yet for 3-point Belts?
Thought Leader by Glenna-Wright Gallo
School Bus Adaptive Technology: Safer Rides, Stronger Teams, Better Access
Publisher’s Corner by Tony Corpin
Autonomous Vehicle Implications
The post February 2026 appeared first on School Transportation News.
The Transportation Director Summit hosts student transportation leaders from across the country for a two-day event at STN EXPO East, focused on collaborative problem-solving and targeted training.
The Transportation Director Summit begins Friday, March 27 at the Embassy Suites Charlotte-Concord in North Carolina with a “Transportation Director Leadership Discussion” hosted by STN Publisher and President Tony Corpin. The event includes a networking mixer with appetizers and beverages provided. Discussion prompts will be based on the top challenges and changes facing the student transportation industry, as reported by participants via a survey.
On Saturday, the Transportation Director Summit participants head to Topgolf for an exclusive presentation from STN EXPO East keynote speaker Jim Knight. He will explain how to create “Leadership That Rocks” and build strong organizational culture. The day’s schedule will include multiple focused roundtable discussions as attendants are matched with different vendors to discuss the most pressing needs of their operations.
Participants will be provided with food, drinks and open golf bays as they network with other transportation directors and vendors.
Applicants must hold the position of transportation director or a qualified equivalent and be able to attend both days of the Summit. Email kristine@stnmedia.com for more information about qualifying for the Transportation Director Summit.
Register by Feb. 14 to save $100 off full conference registration. Browse conference agenda and explore other unique experiences at stnexpo.com/east.
Related: WATCH: STN EXPO East Keynote Speaker to Outline Strategies for Creating Impactful Culture
Related: Industry Veteran to Address Student Transportation Funding Uncertainty at STN EXPO East
Related: STN EXPO East to Feature Timely Discussion on Managing Stress
The post Transportation Director Summit Provides Exclusive Leadership, Networking appeared first on School Transportation News.
Just two weeks after announcing a major trade deal with China that sharply reduced tariffs on EV imports, Canada is exploring another pivotal agreement, this time with South Korea, that could open the door to more car production on Canadian soil.
Although the two countries have had a free trade agreement since 2015, removing tariffs on most goods, this new Memorandum of Understanding (MoU) points to a growing interest in deeper cooperation.
Both countries are responding to the unpredictability of U.S. trade policy under the Trump administration by diversifying their economic alliances. Still, for all the optics, neither has the capacity to replace the United States as a primary economic pillar.
More: Trump Hits Korea With New Tariffs, Hyundai And Kia Are About To Pay The Price
The current priority is to strengthen South Korea’s automotive presence in Canada. That could include domestic manufacturing of Korean-branded vehicles as well as increased production of electric vehicle components and battery technologies.
“This agreement will grow our auto sector, create good jobs and reinforce Canada’s position as a global leader in future-ready vehicle manufacturing,” said Industry Minister Mélanie Joly in a statement on Thursday.
Ties Between Auto and Defence
Canada appears to be courting major Korean automakers such as Hyundai, especially in light of South Korea’s bid to replace Canada’s current submarine fleet.
According to CTV News, both Hyundai and defence contractor Hanwha are involved in a proposal to build and maintain 12 submarines for the Royal Canadian Navy. If selected, the deal could be worth up to $100 billion over the next 30 to 40 years.
More: 1,200 Canadians To Lose Their Jobs After GM Moves Trucks Back To The US
Hanwha, a sprawling South Korean industrial group, has already laid groundwork by signing five separate MoUs with Canadian companies to incorporate their technologies and products into its submarine offerings. Among those agreements is a $275 million commitment toward a new structural steel beam mill in Ontario.
South Korea’s Growing Footprint in Canada’s Auto Market
In 2024, South Korean vehicles made up 12 percent of all cars sold in Canada, amounting to 228,257 units. In a statement, the Canadian government emphasized its aim to strengthen the domestic battery supply chain by encouraging investment and collaboration in battery manufacturing, materials processing, and the refinement, processing, and recycling of Canadian critical minerals.
Read: China Is Ready To Start Building Cars In Canada
Flavio Volpe, president of the Automotive Parts Manufacturers’ Association, believes the timing aligns well for Canada to boost its domestic auto sector by leveraging upcoming defence investments.
“Today the business case is there to build a plant here in Canada, perhaps making electric vehicles… and to build where they sell,” he said. “Canada is interested in buying submarines and there are two healthy bidders. And both of those healthy bidders have automakers that sell a lot of cars here and sell batteries here.”
Breaking into the car market with an all-new vehicle is one of the hardest plays in the industry, even more so for a company with no legacy network whatsoever or any prior production history. But Slate Auto is pressing ahead with its plan to launch an affordable, all-electric pickup truck.
While key details about the production version, including pricing, are still being ironed out, the company has shared progress from the plant where it’ll be built.
Read: Slate May Be About To Price Itself Out Of The EV Market
Rather than building the truck overseas, perhaps somewhere where labor costs are lower, Slate Auto is manufacturing it right here in the US. It’s being brought to life at a plant in Warsaw, Indiana, which for decades served as a major printing facility, employing up to 500 people.
A Factory Transformed
As you can imagine, repurposing the site into an electric vehicle facility involves some extensive changes. Among them, 630,000 square feet of anti-slip flooring is being laid to accommodate the factory’s new layout and safety protocols.
Automation is already underway, with robotic laser welders and large-format 3D laser scanners arriving on site. According to Slate, production of its EV pickup is still scheduled to begin before the end of the year.
What Happens Without the Tax Credit?
The truck’s ultimate reception will no doubt hinge on its price. Originally, Slate Auto said it would start below $20,000 when factoring in the now-defunct $7,500 federal EV tax credit. But with that credit now scrapped under the Trump administration, the EV won’t be as cheap as originally promised.
A few months later, the company quietly updated its website to say the “Blank Slate is expected to be priced in the mid-twenties.” Although no further details were provided, the update was widely thought to reflect the anticipated changes to the federal EV tax credit at the time.
When asked about the change, Slate Auto CEO Chris Barman brushed off the concern, saying “it doesn’t matter,” and insisting the truck remains affordable. She didn’t elaborate further.
Price Still in Flux
In a follow-up conversation with InsideEVs, Barman added that the company is still finalizing the pricing structure.
“We’re still working really closely with our suppliers to see what opportunities we have to continue to bring costs down, to see what we can do to pass along to the customer before we announce final pricing,” she said.
Last year, the company had
Also: Slate’s EV Truck Is So Basic Even The Repair Network Is DIY
Slate’s CEO also mentioned that pricing will be a central part of the discussions at a meeting with the company’s suppliers scheduled for next week.
“A big part of that is going to be talking about, are there more opportunities for cost reduction? And the way we’re looking at that is we want to pass it on to the customer,” she said.
Still, with a production start date fast approaching, the final figure won’t stay a mystery for long.
For a hypercar famous for hopping over potholes like a caffeinated kangaroo, the Yangwang U9 just had a very grounded moment. The Chinese electric hypercar was involved in a multi vehicle crash in Zhejiang, and this time its trick suspension could not spring it out of trouble.
According to reports shared on Chinese social media, the incident happened near an intersection while a Zeekr 009 electric MPV was stopped at a red light. The U9 reportedly struck the Zeekr at speed, then continued on to meet some roadside greenery and an advertising sign on the median.
More: BYD Drops Giant Palm Tree On $150K YangWang And It Drives Off Like Nothing Happened
A BYD Seagull also got caught up in the chain of impacts, according to Car News China, making this one unfortunate EV love-in. Thankfully, early accounts say no one in any of the vehicles suffered serious injuries, and there were no fatalities.
Images from the scene show heavy front-end damage to the U9, while the Zeekr 009 appears to have taken a serious hit as well, as one of its front wheels was reportedly detached.
One thing observers were quick to note was what did not happen. Despite the severity of the crash sequence, there were no reports of battery fires in any of the cars, including the U9. In a high-performance EV with a massive battery pack, that’s something to be thankful for.
Pointless Tricks
The Yangwang U9 made headlines this time last year when the BYD-owned brand released a video showing it leaping over small obstacles in the road. Using its trick Disus X suspension, the quad motor hypercar can clear potholes and spikes, dance, and drive on three wheels. But as this accident proves, some laws of physics can’t be cheated.
The regular U9 packs a 1,287-hp (1,305 PS / 960 kW) quad-motor powertrain, but last fall an appropriately-named limited edition U9 Extreme with an outrageous 2,978 hp (3,019 PS / 2,220 kW) achieved 308.4 mph (496.22 km/h).
As many probably expected, Tesla’s Robotaxi service hasn’t grown the way Elon Musk predicted, and it’s not running as smoothly as the company might have hoped. New data shows that the autonomous cars Tesla is operating in Austin, Texas, are crashing far more often than human drivers.
Read: Tesla’s Model Y Robotaxis Can Squirt Now, But Yours Still Can’t
According to figures submitted to the National Highway Traffic Safety Administration, Tesla’s Robotaxis were involved in nine crashes between July and November of last year. During that period, the fleet logged about 500,000 miles, which works out to an incident roughly every 55,000 miles.
The Numbers Behind the Crashes
That rate might not seem disastrous at first glance. But NHTSA data shows that human drivers report one police-notified crash about every 500,000 miles. Factoring in unreported incidents, estimates suggest a more realistic figure of one crash every 200,000 miles.
Even by that more forgiving measure, humans are still significantly outperforming Tesla’s current autonomous system. Electrek reported this disparity, pointing out the shortfall in Tesla’s safety metrics.
What makes this more concerning is that each robotaxi has a safety monitor riding in the front passenger seat. Even with a human on board to intervene, the vehicles are still getting into more accidents per mile than human drivers typically do alone.
What Isn’t Tesla Saying?
Tesla doesn’t appear to be exactly transparent about these crashes, either. The reports submitted to the NHTSA are heavily redacted, leaving only limited details available.
In one case from September 2025, a robotaxi reportedly “hit an animal at 27 mph,” but there’s no information on how or why it happened. That same month, another vehicle was involved in a collision with a cyclist, though again, the specifics are missing.
Overall, Tesla reported nine crashes involving its Robotaxi fleet in Austin, between July and November 2025, according to incident data uncovered by Electrek in NHTSA’s Standing General Order crash reports:
Robotaxi’s Slow Expansion
In July of last year, Musk made the rather absurd claim that Tesla’s Robotaxi service would reach “half of the population of the US” by the end of 2025. It’s now 2026, and the service is still limited to just one city: Austin, Texas.
Tesla has expanded its service to the San Francisco Bay Area in California, but because it doesn’t have a permit to operate fully autonomous vehicles in the state, each Model Y is equipped with a human driver. It’s hardly a Robotaxi service then, but rather simply a ride-hailing taxi service.
That said, Tesla isn’t giving up on the idea. During its Q4 earnings call this week, the company confirmed plans to expand the program into seven new cities, including Dallas, Houston, Phoenix, Miami, Orlando, Tampa, and Las Vegas, all within the first half of the year.
Electric cars make a lot of sense for most people. They’re smooth, quiet, and easy to live with, which is great for getting from A to B without any drama. But if you’re someone who actually enjoys driving, chances are most EVs feel a bit flat. They do the job, sure, but outside of the instant acceleration, there’s not much to get the pulse racing.
Read: The Most Powerful McLaren Yet Shows Its True Colors
Hyundai challenged that norm with the launch of the Ioniq 5 N a couple of years ago, proving that electric power doesn’t have to mean a lifeless drive. Now, other manufacturers are paying attention. Porsche and Lamborghini are among those working on dynamic EV soundtracks designed to inject some drama into the otherwise silent experience.
It turns out McLaren is exploring a similar path, but with its own spin. A recently filed patent hints at a more complex approach to EV acoustics.
EV Sound Gets Smarter
Submitted to the United States Patent and Trademark Office, the filling outlines a system that modulates artificial sound depending on traction and power distribution.
In practice, if the left-side wheels lose grip, the car could direct more torque to the right and, at the same time, shift more sound output to the speakers on that side. The goal seems to be enhancing driver perception by linking sound with how the car is behaving underneath you.
The patent, unearthed by CarBuzz, also describes a setup where sounds can move between the front and rear depending on where power is being delivered. It doesn’t specify what those sounds would actually be, but McLaren could take inspiration from Hyundai’s approach and recreate tones similar to its own combustion models.
Is This Just A Patent Placeholder?
Of course, as with any technology patent, there’s no guarantee McLaren will actually use such a system in any of its future vehicles.
McLaren’s overall EV plans also remain a little murky. For now, the brand has made it clear that combustion engines and hybrid setups are still a priority. The 4.0-liter twin-turbo V8 will be staying in the lineup for the foreseeable future.p CYVN Holdings, a major stakeholder in Nio.
Nick Collins, McLaren’s head of product, shared last year that any future EV would likely target a specific market, China being the most likely candidate. That car could incorporate tech from an existing Chinese EV brand.
It’s worth pointing out here that McLaren is now under the wing of CYVN Holdings, an Abu Dhabi-based investment firm that also holds a significant stake in Nio
New details emerged from an incident involving a student with a handgun while riding a school bus in Kanawha County, West Virginia that led to a teacher’s aide also being arrested, reported Metro News.
St. Albans Police Department officers were called on Jan. 21 after a student at Hayes Middle School was discovered with a handgun on his school bus around 3:15 p.m. A school employee who was on board the bus confiscated the weapon and turned it over to school officials.
Police said the juvenile was later released into the custody of a guardian, who indicated they had no knowledge the student possessed a firearm. Authorities also revealed the handgun had been reported stolen the night before the incident.
As the investigation continued, police then arrested Heather Dawn Sherrod, 46, of St. Albans, a teacher’s aide at Hayes Middle School. Sherrod was charged with failing to report a firearm and was taken into custody.
A criminal complaint was filed in Kanawha County Magistrate Court. Investigators learned that Sherrod was informed by a student around 8:30 a.m. on Jan. 21 that a handgun had been pointed at another student. Police allege that despite being a mandated reporter, Sherrod did not report the incident. The complaint states Sherrod admitted she knew she was required to report the information but failed to do so.
Sherrod is currently being held at South Central Regional Jail on a $2,500 bond. The St. Albans Police Department continues to work closely with the Kanawha County Prosecutor’s Office as the investigation remains ongoing.
Related: 9-Year-Old Arrested for Bringing Loaded Gun onto Florida School Bus
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Related: South Carolina Man Arrested for Allegedly Pointing Gun at School Bus
The post Teacher’s Aide Arrested After Firearm Recovered from Student on W.V. School Bus appeared first on School Transportation News.
A Government Accountability Report (GAO) study of five federal programs for fraud prevention measures and oversight found the Federal Communications Commission’s (FCC) Universal Service Program for Schools and Libraries, commonly known as E-Rate, to be the only one that met all nine requirements and leading practices to prevent fraud, waste and abuse.
Meanwhile, E-Rate opponents have often characterized the funding mechanism for discounted internet and telecommunications access in libraries, schools and until recently school buses as rampant with fraud. FCC in September voted 2-1 to revoke E-Rate eligibility for school bus Wi-Fi.
In addition to E-Rate, the GAO report released in December examined the policies and procedures of the Department of Commerce’s CHIPS for America Fund, the Environmental Protection Agency’s Greenhouse Gas Reduction Fund, the Department of Health and Human Services’ Health Center Program, and the Department of Energy’s Regional Clean Hydrogen Hubs.
The Universal Service Administrative Company (USAC) administers E-Rate under FCC oversight and conducts biannual fraud risk assessments. The GAO report found USAC has implemented an entity-wide antifraud strategy, which includes measures to prevent, detect and respond to fraud, as well as ongoing monitoring and evaluation of fraud risk management activities.
Related: U.S. Supreme Court Upholds Constitutionality of Universal Service Fund for E-Rate
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Related: Update: Senate Approves Stripping Individual Wi-Fi Hotspots from E-Rate Program
GAO noted that E-Rate’s adherence to all nine requirements and leading practices, including maintaining risk profiles, documenting an antifraud strategy and conducting risk-based monitoring. Together, GAO said the requirements and leading practices set a high standard for other federal award programs. In fiscal year 2024, E-Rate obligated approximately $2.9 billion and disbursed $2.6 billion to help schools and libraries access affordable broadband services.
Michael Flood, founder of telecommunications consultant and strategist Alpine Frog, applauded what he called a “100-percent, A-plus score.”
“I would add that the E-Rate program is also widely recognized for continuously and consistently bringing down costs over its 30-year history due to a robust competitive bidding process and commitment to open data practices,” he commented. “E-Rate operates in an efficient and open market.”
The report also highlighted previous recommendations made by GAO to improve fraud risk management in FCC’s Affordable Connectivity Program (ACP). The FCC implemented all six recommendations, further strengthening its oversight capabilities.
While the report identified gaps in fraud prevention measures across other federal programs, it commended the FCC and E-Rate for their proactive approach to safeguarding taxpayer dollars and ensuring program integrity.
The post Government Accountability Office Highlights FCC’s E-Rate Program for Fraud Prevention Measures appeared first on School Transportation News.
DUPAGE, Ill. – Durham School Services and Glenbard Township High School District 87 have started the year on a strong note with their newly formed partnership and successful start to the semester – a testament to Durham’s 109 years of expertise and safe and reliable service. The partnership will extend through July of 2027, and Durham will service a total of fifty regular routes and nine special education routes for the school district.
Durham and its sister brands currently provide student transportation for fifteen communities across Illinois, and through this partnership with Glenbard Township High School District 87, are excited to be able to expand our transportation services to another community in Illinois. Further, through our company-wide community outreach program, Partners Beyond the Bus, our team looks forward to supporting the Glenbard community and its students beyond providing transportation through various community activities and events.
“We appreciate the partnership we’ve established with Durham School Services with an emergency contract for transportation for Glenbard Township High School District 87,” said Jessica Santee, Superintendent, Glenbard Township High School District 87. “While changes of this scale and in this short timeline are extremely difficult, our shared commitment to student safety, reliability, and clear communication has helped us to start the semester off smoothly. Durham has worked closely with our district to address our needs, support drivers, and strengthen day-to-day operations. We value their responsiveness and commitment to our greater school community. We look forward to our continued partnership in providing dependable transportation services for our students and families.”
“What a great, positive way to begin 2026 by forging this partnership with Glenbard Township High School District 87,” said Tim Wertner, CEO, Durham School Services. “Even with the hustle and bustle of the holidays and New Years, our team stayed focused and worked in perfect tandem with the school district to keep the momentum going to ensure that we were prepped and ready for a successful start-up. Thank you, team, and Glenbard Township High School District 87, for all your efforts! We are off to an excellent start, and we’re thrilled to join and support the Glenbard community. We look forward to building strong bonds with the community and continuing our commitment to transport students to school safely, on time, and ready to learn every day.”
About Durham School Services: As an industry-leading student transportation provider, Durham School Services and its sister brands, Stock Transportation and Petermann Bus, are dedicated to the safety of our students and People. Collectively, for more than 100 years, we have been committed to Excellence and upholding our mission of getting students to school safely, on time, and ready to learn. Through this mission and a grassroots approach to our operations, Durham School Services and its sister brands have earned recognition as a trusted transportation provider among our Customers and the Communities they serve.
The post Durham School Services and Glenbard Township High School District 87 Celebrate New Partnership and Successful Start-Up appeared first on School Transportation News.
Londoners may soon find themselves riding in the front seat of the future, as Waymo prepares to bring its fully autonomous robotaxis to the streets of the UK. The self-driving tech firm has announced plans to launch in London, taking advantage of new regulations that will permit robotaxis to operate in the city starting in the second half of this year.
Waymo’s UK rollout comes even as scrutiny builds back home. This week, the NHTSA opened an investigation after one of the company’s robotaxis struck a child near an elementary school in Santa Monica, California, during drop-off hours.
Read: People Get Paid $24 Just To Walk Up And Shut A Robotaxi Door
London’s Local Transport Minister Lilian Greenwood has confirmed that Waymo, which is owned by Google-parent Alphabet, will launch a pilot service in April, before launching in full as early as September.
To ensure the robotaxis can handle the intricacies of London’s roads, several of its vehicles are already being tested with a safety driver behind the wheel, helping map the city’s streets.
These test vehicles typically operate 24 hours a day, 7 days a week, and are driven in select London boroughs, including Camden, Hackney, Hammersmith and Fulham, Lewisham, Newham, and the City of Westminster.
Data Collection Meets Cybersecurity Requirements
Waymo says it’s currently gathering data across the widest possible range of London streets, using the advanced cameras, lidar, and radar fitted to the Jaguar I-Pace models.
Read: Waymo’s New “Ojaj” Robotaxi Crashed Into Parked Cars, But It Wasn’t Driving Itself
In a statement to the BBC, Minister Greenwood emphasized that all Waymo robotaxis will be subject to strict safety criteria before they’re allowed on the road. This includes resilience against cyber attacks and secure software protocols to protect against hacking.
Once the vehicles have sufficiently mapped London’s roads and meet all regulatory standards, users will be able to request a ride through the Waymo app. The service is expected to carry a “premium” price point, with fares adjusted upward during periods of high demand, though exact pricing has not yet been announced.
Growing Competition
Waymo isn’t the only company eyeing the capital. Both Uber and Lyft have expressed interest in launching robotaxi services in London once the legal framework allows. With regulators clearing a path for autonomous vehicles, the city is shaping up to be a key battleground for the next phase of ride-hailing innovation.
IM Motors, the upscale joint venture from MG and Chinese e-commerce giant Alibaba, has pulled the covers off its latest flagship. Named the LS9 Hyper, this SUV builds on the standard LS9 that debuted last year, layering in high-spec upgrades aimed at Chinese buyers who want their tech-laden luxury served in insulated comfort.
Read: ‘IM Presented by MG Motor’ Might Be The Most Ridiculous Car Brand Name Yet
Whereas IM Motors’ smaller offerings like the IM5 and IM6 go all-in on battery-electric power, the LS9 Hyper takes a different route. It’s a range extender rather than a full EV. Under the hood is a 1.5-liter turbocharged four-cylinder engine with 153 horsepower, but its only job is to recharge the 65.9 kWh battery.
Power is delivered through a single 215 hp electric motor at the front axle, backed up by two 261 hp motors at the rear. This setup offers an estimated all-electric range of 191 miles (308 kilometers). The three electric motors also provide torque vectoring, though we don’t think many owners will be hustling this beast through the corners.
The LS9 Hyper also debuts a clever all-electric, all-wheel 24-degree smart steering system, believed to be a first for a vehicle in this class. It achieves a turning radius of just 4.95 meters (16.2 feet), roughly two meters tighter than a Smart ForTwo.
As you can no doubt tell from the photos, this thing is big. In fact, it is 5,279 mm (207.8 inches) long, 2,000 mm (78.7 inches) wide, and stands 1,806 mm (71.1 inches) tall with a massive 3,160 mm (124.4-inch) wheelbase.
The exterior design isn’t particularly noteworthy, but it does look classy. At the front, a light bar and vertically oriented headlights. It also includes a roof-mounted LiDAR and is available with 20-, 21-, and 22-inch wheels. Adding to the fancy looks are silver accents running along the base of the side and rear windows.
Many of the fancy MG’s best features are found in the cabin, which hasn’t been revealed yet, though it’s expected to mirror the LS9 shown here. There’s a single 27.1-inch display, encompassing the cluster and infotainment screen, as well as a separate 15.6-inch monitor for the front passenger.
Audiophiles will have plenty to enjoy with the Bang & Olufsen sound system, while all occupants benefit from massaging seats and an underfloor heating system. Rear-seat passengers aren’t overlooked either, with access to a 27-inch 5K display that folds down from the headliner.
And in case that’s not quite enough, as with the regular LS9, IM will also offers the option of an integrated shower unit built into the tailgate.
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