PROSPER, Texas — On Saturday, March 7 at 8:00 a.m., Region 6 Education Service Center (ESC), in partnership with the Texas Department of Transportation (TxDOT), will host Operation STEER – Student Transportation Emergency Education and Response at Prosper ISD’s Children’s Health Stadium.
Operation STEER is a large-scale, hands-on emergency preparedness training focused on school bus transportation incidents. The event brings together school transportation professionals, first responders, fire departments, EMS, law enforcement, emergency management teams, and education leaders to strengthen coordination and response during student transportation emergencies.
Visual:
Media will observe controlled, safety-managed emergency training demonstrations, including:
· School bus rollover and extrication exercises
· Live fire suppression and fire extinguisher training
· Smoke-filled school bus evacuation simulation
· Air medical aircraft landing and takeoff demonstration
All demonstrations are conducted by trained professionals under strict safety protocols. No students are involved.
Training Components:
· School bus rollover and heavy-rescue extrication operations
· Live fire emergency practice and fire extinguisher training
· Smoke-filled bus evacuation simulations
· Identification of bus access points for Fire/EMS extraction
· First aid, CPR, and “Stop the Bleed” techniques
· Special needs student evacuation and securement training
· Emergency student management scenarios
· Air medical response coordination
· Train-the-Trainer instruction model
About Operation Steer:
Operation STEER is the only program of its kind in Texas, developed through a partnership between TxDOT and Region 6 ESC. This annual training serves as a model for emergency school transportation preparedness across Texas’ education service regions.
Event Details:
WHAT: Live Emergency School Bus Safety Training WHO: Registered Region 6 ESC, TxDOT, Prosper ISD, Fire/EMS/Law Enforcement agencies, school transportation professionals, emergency response partners
WHEN: Saturday, March 7 | 8:00 a.m. WHERE: Prosper ISD – Children’s Health Stadium, 2000 Stadium Dr, Prosper, TX
A Detroit bus driver is facing community backlash after live-streaming himself offering free rides to students walking to school during frigid weather, a gesture he said came from concern, but that school officials warn could pose serious safety risks, reported New York Post.
Darrell Beaver, owner of Ellamin’Op Transportation, advertised the impromptu free rides on his Facebook page Jan. 28, encouraging parents on Detroit’s Eastside to alert their children if they saw his yellow bus.
Beaver wrote, “Hey I’ll be on the Eastside this morning finding kids that walk to school and giving them a free ride. Let your kids know if a yellow bus with Ellamin’Op Transportation on it, Its safe to get on please share and drop some location.”
The post quickly raised alarms among parents and Detroit Public Schools Community District officials. After receiving multiple reports, the district issued a mass text alert warning families that an unauthorized bus was operating in the area.
“An unauthorized bus was reported. Students should only ride official Detroit Public Schools buses on assigned routes,” the alert read, according to local news reports.
Beaver is not affiliated with Detroit Public Schools and is only contracted to operate a planned route with the Braniacs Clubhouse Child Development Center. However, officials reportedly confirmed he allegedly dropped off at least one student at Fisher Magnet Upper Academy with parental permission.
An investigation reportedly found no evidence of malicious intent but emphasized concerns about safety, liability and the precedent such actions could set.
“Removing this gentleman from the equation, we don’t have any information or evidence to suggest he had any nefarious intention,” said Detroit Public Schools Safety Police Chief Labrit Jackson via the article. “But we’re really focusing on sending the message to our young people: do not get into vehicles with strangers.” Jackson warned that publicizing such actions could inspire bad actors to exploit relaxed guidelines.
“The next person who’s watching this now, we’ve given him an idea… a vehicle to have access to our children,” he continued.
The incident occurred as Detroit experienced extreme cold, with morning wind chills between 10 and 15 degrees below zero. Beaver said the harsh conditions motivated him to act.
“I just jumped into help mode. Like, it was freezing,” Beaver told local media. “I was in a bus for over an hour, and my feet were froze[n], so I felt bad to see these kids walking.”
He added that offering rides to random students is not something he typically does and said he did not make money from the additional passengers.
Reaction from parents has been divided. Some defended Beaver, saying his actions helped families who could not afford ride-share services. “I wasn’t mad, but I was just hurt because we were really trying to get to work and school,” parent Jimerson said via the news report. “Lyft is $50. I don’t have $50 to get them to school at six-something in the morning.”
Others, however, expressed serious concerns about student safety.
“Who knows in this day and age what you want to do with someone else’s children,” parent Alana Jackson told local news reporters. “With insurance liability issues, safety issues, stranger danger issues, it’s totally inappropriate.”
No charges are reportedly being pursued against Beaver. He has agreed to stop offering rides to students who are not on his authorized route.
School bus video cameras have become an important part of the school bus safety infrastructure. But as a part of proper usage, it’s crucial for student transportation leadership to understand the policies and procedures needed to ensure timely review of the footage.
A March 30 panel discussion, “Proper & Timely Review of Video Recorded Incidents,” at STN EXPO East in Charlotte-Concord, North Carolina will feature three student transportation professionals. Launi Harden, a consultant and former transportation director at Washington County School District in Utah, will moderate the session with Bernando Brown, director student transportation at DeKalb County School District in Georgia, and Teena Mitchell, special needs coordinator at Greenville County Schools in South Carolina and past National Association for Pupil Transportation (NAPT) president.
During the session, Harden, Brown and Mitchell will look at the logistics of managing video footage for school bus fleets and detail the need for processes and policies to know what’s on the footage and respond to it. The panelists will discuss their own experience with school bus video cameras including best practices and the impact of the hardware and software on driver and student safety. They will also review the variety of considerations involved in creating school bus video camera review policies, from legal requirements to open records requests, impacts on IEPs to technology considerations.
Other topics to be discussed include reviewing footage to flag concerning behavior, the importance of consistent review for early detection of violent or sexual assaults, and communication with parents of video-related policies. Attendees will hear conversation on the proper storage of footage, archiving it for the right amount of time, how to create a documented process for allowing district employees to view the videos, and how these policies are in the best interest of district and transportation employees.
Attendees will leave the session with practical strategies to improve communication and collaboration across their district, with their larger community of students and families, law enforcement and contractors regarding this important facet of school bus safety.
Early Bird savings ends Feb. 13. Register for the conference by the deadline to save $100 on main conference registration. Registration will give access to this and dozens of other educational sessions, hands-on trainings and networking events including the Ride and Drive/Technology Demo, Trade Show and Thomas Built Buses tour, all held over the six-day conference. Register at stnexpo.com/east.
Insights on national school bus contractor First Student’s purchase of Chicago area contractor Cook Illinois Corp., the Blue Bird 2026 Q1 earnings report, and a California study on lap/shoulder seatbelt efficacy.
“Make sure that the right people are on the right seats on the bus.” Heather Perry, superintendent of Schools for Maine’s Gorham Public Schools, was named as one of four finalists for the 2026 National Superintendent of the Year Award by The School Superintendents Association, AASA. She discusses her leadership journey, winter transportation operations, the value of collaboration and staff support, and a robust student career support program.
The West Virginia Department of Education shared this informative video during Love the Bus Month to provide a behind the scenes look at the detailed pre-trip inspection routine needed before school buses hit the road.
Chronic absenteeism remains a significant challenge for school districts, even as student transportation needs continue to grow more complex. Changes in student mobility, specialized services, workforce limitations, and ongoing budget pressures have made transportation planning increasingly difficult, affecting even districts with mature, well-functioning bus systems.
In this session, transportation expert Greg Jackson and a district practitioner will discuss three student-centered transportation strategies districts are using to help support consistent attendance in a rapidly shifting landscape. Drawing from real district experiences, the conversation will highlight how transportation teams and district leaders are responding to new demands, collaborating across departments, and making intentional tradeoffs to preserve both student access and operational stability.
Three Key Strategies
Viewing Transportation Through an Attendance Lens
How districts are connecting reliability and on-time service to student attendance, and identifying where transportation decisions may unintentionally contribute to chronic absenteeism.
Engaging Earlier in the Process
Why districts are reconsidering when and how transportation teams participate in IEP planning, placement changes, and housing transitions, and the downstream impact when that engagement happens too late.
Strengthening Governance and Communication
How clearer leadership alignment, stronger documentation, and more effective cross-team communication are helping districts manage frequent student changes while minimizing delays and compliance risk.
Brought to you by EverDriven
REGISTER BELOW:
Speakers:
Greg Jackson
General Manager, Busing
EverDriven
Greg Jackson served as the executive director of transportation and fleet services for Jefferson County School District in Colorado for a decade. One of the largest districts in the state, Jackson oversaw 750 vehicles, 257 bus routes, 305 drivers, and four bus terminals, ensuring that nearly 14,000 students were safely transported to and from school and activities. The district benefited from Jackson’s charismatic leadership style and ability to build relationships with stakeholders, families, and vendors.
Prior to this position, he served as a transportation director, terminal manager, supervisor, and fleet coordinator across multiple districts and companies, providing him with unique insight into all facets of transportation. His experience includes knowledge about legislation and law concerning student safety, budgetary requirements, and best practices.
Jim Ellis
Director of Pupil Transportation
Henrico County Public Schools
Jim Ellis is the Director of Pupil Transportation for Henrico County Public Schools, where he oversees transportation operations for a large, diverse district serving a wide range of student needs. His experience navigating attendance pressures, evolving student mobility, and complex transportation demands will bring a grounded, practitioner perspective to the conversation.
Toyota’s 2027 Highlander is electric only with no gas option.
Two trims launch later this year with up to 320 miles range.
New platform brings larger dimensions and improved packaging.
For over twenty years, the Toyota Highlander has quietly been a heavy hitter. It’s never been wildly flashy, it’s never pretended to be an off-road giant, and yet, it’s been one of Toyota’s most important family haulers. Even with the arrival of the larger Grand Highlander that siphoned off some spotlight (and a fair share of sales), the original has held steady as a central figure in the lineup.
Now, for 2027, the brand is tearing up what seemed like a tried and true formula for something much bigger and far bolder than ever before. This all-new Highlander is an EV aimed squarely at the heart of the mid-sized market.
QUICK FACTS
Output
XLE FWD: 221 hp / 198 lb-ft
XLE AWD: 338 hp / 323 lb-ft
Limited AWD: 338 hp / 323 lb-ft
Overall Length
198.8 in (5,050 mm)
Overall Width
78.3 in (1,989 mm)
Overall Height
67.3 in (1,709 mm)
Wheelbase
120.1 in (3,050 mm)
Cargo Volume
45.6 ft³ (1,292 L) with 3rd row folded
15.9 ft³ (450 L) with 3rd row up
Range (Est.)
XLE FWD (77 kWh): 287 miles
XLE FWD (77 kWh): 270 miles
XLE AWD & Limited (95.8 kWh): 320 miles
SWIPE
Again, this isn’t just a new generation of the Highlander. It’s like a train switching tracks altogether. Buyers can’t get a gas-powered version, no matter how much they pay. That alone makes this a huge shift but Toyota didn’t stop there. This new SUV arrives with a new platform, larger proportions (color us shocked), and more technology than ever before.
Bigger And Bolder
Photos Stephen Rivers/Carscoops
Visually, the new Highlander leans heavily into the new styling that we’ve seen from the brand in recent years. Who would’ve guessed that the Prius would spark a styling revolution? Nevertheless, that’s what’s happened, and the hammerhead front-end has slowly moved from Toyota’s most famous hybrid to the BZ line and now to the Highlander. In this case, that equates to an aerodynamically slippery front end, slim LED DRLs, flush door handles, and broad fenders.
It’s also considerably larger than the last-gen Highlander. Overall length jumps to 198.8 inches (+3.9 in.), width to 78.3 inches (+2.3 in.), and height to 67.3 inches (-0.8 in.). More importantly, the wheelbase now stretches to 120.1 inches (+7.9 in.). Don’t forget that the very first Highlander had a wheelbase of 106.9 inches (2,716 mm).
Photos Stephen Rivers/Carscoops
The two share little more than a name at this point. That said, the roofline is lower than the outgoing version. Combining that lower roof with a longer and wider body provides a planted stance.
Toyota says those revised proportions weren’t just about aesthetics. The longer wheelbase allows for a roomier cabin, easier third-row access, and better overall packaging for the battery underneath. Ultimately, it’s all about how the car shuttles passengers, so let’s dive into that interior space.
Cabin Acoutrement
From the front seats, what stands out most is that this Highlander feels more elegant and straightforward. Everything is centered around a 14-inch infotainment system and a 12.3-inch digital gauge cluster. Thankfully, Toyota includes physical buttons and switches for vital functions like climate controls.
Both trims come standard with SofTex upholstery, heated front seats, customizable ambient lighting with 64 colors, and Toyota’s latest multimedia system. A panoramic glass roof is available on the base XLE trim and standard on the Limited. It’s the largest ever fitted to a Toyota.
Photos Stephen Rivers/Carscoops
In the second row, things are pretty stellar as well. Captain’s chairs are standard. Buyers of the XLE AWD can choose an optional bench to increase seating from six to seven. Perhaps the boldest claim from Toyota is that the third row can comfortably fit adults.
After sitting in it myself, I can say that short adults might find it perfectly livable. No question, it has some nice features like USB-C ports, climate vents, and the flexibility to recline the backrest a little. That said, please don’t try to carry around taller folks back there for very long.
Photos Stephen Rivers/Carscoops
Toyota lists cargo space at 45.6 cubic feet (1,292 liters) with the third row folded and 15.9 cubic feet (450 liters) with it upright. For comparison, the gas-powered Grand Highlander offers over 57 cubic feet behind the second row and just above 20 cubic feet behind the third. So while the new EV Highlander is spacious, it’s not quite as roomy as its larger sibling.
Power And Range
While all 2027 Highlanders use an electric powertrain, buyers do have a few options on that front. Toyota will offer a front-wheel drive XLE with a 77.0 kWh battery and 287 miles of range as the base model. It offers just 221 horsepower and 198 lb-ft of torque.
Above that is an AWD XLE with the same battery and 270 miles of range, but buyers can also spec a larger 95.8 kWh battery to acquire up to 320 miles of range. Those who opt for the Limited trim get both the larger battery and AWD standard, along with the same 320-mile range.
Performance varies by configuration. AWD models deliver up to 338 horsepower and 323 lb-ft of torque, while FWD versions make 221 hp and 198 lb-ft. Paddle shifters control regenerative braking, and AWD models add features like Multi-Terrain Select and Crawl Control—yes, even on an EV.
Charging hardware includes a standard NACS port for DC fast charging, with Toyota estimating a 10–80 percent charge in about 30 minutes under ideal conditions (which is a very important qualifier). A dual-voltage home charging cable is included, along with battery preconditioning and Plug & Charge capability.
Tech And Safety
Toyota has long led the way with regard to standard safety tech, and the Highlander gets to continue that legacy. It’s the debut vehicle for Safety Sense 4.0. It bundles updated driver aids, including pre-collision braking, adaptive cruise control, lane-tracing assist, and proactive driving assist. The Limited adds Traffic Jam Assist, Advanced Park, a panoramic view monitor, and lane change assist.
Of all the big new tech features, vehicle-to-load might be the most likely to fly under the radar. It allows the car to power external devices, such as power tools at a job site, or to act as a backup power source during an outage. That’s a really beneficial feature for a family SUV trying to stand out.
What’s Left?
Toyota still hasn’t allowed us to drive it, though we have good reason to believe it’ll be a positive experience. More on that in the next couple of weeks. For now, we know that sales begin late this year, but we still don’t have pricing.
Normally, we’d make pricing the biggest key to success here, and no doubt, it’ll be vital. That said, the EV market in America is cooling off. Federal tax incentives are gone, and plenty of brands are backtracking or ditching EV goals altogether. For Toyota, putting this big a name on this EV says that it has a lot of confidence in how it’ll sell.
It certainly helps that production will take place in the U.S. at Toyota’s Kentucky facility, with the battery sourced from North Carolina. That should eliminate much of the concern over tariffs and help to keep prices low. That said, it would be shocking to see this thing start at under $50,000.
Is a price above that figure attractive enough in this market? Only time will tell. If it’s lower than that, it’ll probably sell well despite the market thanks to one of the most recognizable names in the segment.
Owner averaged 373 miles daily, driving more than some taxis.
Brake pads never replaced, thanks to regenerative braking system.
Car used 47,800 kWh of power, equal to 506 full charge cycles.
The Xiaomi SU7 hasn’t been on the market for very long, but one owner in China put the electric sedan through its paces at a rate higher than most taxis. The model has covered an astonishing 165,134 miles (265,757 km) in just 16 months (476 days), offering a real-world look at how the EV hardware handles heavy use.
What is likely the highest mileage Xiaomi in existence was highlighted on a video that was uploaded on Bilibili by Jackson’s Sunset Drive. The vehicle in question is an Aqua Blue SU7 Pro owned by Mr. Feng, who drove an average of 373 miles (600 km) every day since he took delivery.
For context, the daily trip matches the distance between Los Angeles and San Francisco, with the total distance covered being the equivalent of 6.63 times the circumference of the Earth.
Battery Health After 165,000 Miles
The most impressive takeaway from the high-mileage experiment is the battery’s state of health, as measured by an official Xiaomi service station. Despite the intensive usage, the 94.3 kWh lithium iron phosphate Shenxing battery pack from CATL has retained 94.5% of its original capacity.
As Carnewschina points out, the rival Tesla Model 3 Long Range comes with an eight-year, 120,000-mile (193,120 km) warranty, promising a battery health of at least 70 percent after that period.
Minimal Wear And Tear
In the case of the Xiaomi, it isn’t just the battery that is holding up. The owner claims the vehicle has never required a brake pad replacement, which is a testament to the efficiency of its regenerative braking system. Furthermore, the coolant remains pure, with zero water contamination.
The Pro trim of the fully electric sedan is fitted with a rear-mounted motor producing 295 hp (220 kW / 299 PS) and 400 Nm (295 lb-ft) of torque. According to the automaker, the 94.3 kWh battery offers a CLTC range of 830 km (516 miles) in this variant.
Fuel Savings
Doing the math, based on an estimated efficiency of 18 kWh/100km, Mr. Feng’s Xiaomi has consumed roughly 47,800 kWh of electricity over the past 18 months. This translates to around 506 full charge/discharge cycles for the 94.3 kWh battery.
Overall, Mr. Feng estimates that by opting for the electric sedan over an ICE-powered vehicle he has saved over ¥100,000 ($14,400) in fuel costs over the 265,757 km (165,134 miles). That is a significant amount considering that the starting price of a Xiaomi SU7 Pro is ¥245,900 ($35,400) in China.
Predictably, the video has gained traction and was even shared by Xiaomi CEO Lei Jun. The owner revealed that he plans to continue racking up miles on his EV, targeting to reach 600,000 km (372,823 miles) within three years.
The Xiaomi SU7 has recently made headlines for outselling the rival Tesla Model 3 in China, with 258,164 units delivered in 2025. The company has already announced a refreshed version of the sedan, which is set to arrive in April 2026 with more advanced ADAS, a standard LiDAR, and a longer driving range of up to 560 miles (902 km) in the CLTC cycle.
Spy photographers snapped the ID. Polo R-Line earlier today and now they’ve followed up with images of the real deal. We’re talking about the ID. Polo GTI, which was previewed by a concept in 2023.
Spotted virtually undisguised, the model looks pretty tame at first glance. However, there are a few telltale cues that separate the GTI from the regular model.
One of the most notable changes is a unique front bumper, which features a pronounced air intake with a honeycomb mesh pattern. Moving further back, we can see sportier side skirts and what appear to be larger wheels. The latter have a two-tone design and are backed up by a braking system with red calipers.
SHProshots
The boy racer upgrades continue out back, where there’s an extended spoiler and a revised bumper with a massive diffuser. The latter would appear more at home on an off-road focused crossover than a hot hatch.
The interior should largely carryover from the standard model, which means we can expect a 10.25-inch digital instrument cluster and a 13-inch infotainment system. They’ll likely be joined by a sport steering wheel and red accents. Customers can also expect a spacious boot that holds up to 43.9 cubic feet (1,243 liters) of luggage when the rear seats are folded down.
Volkswagen hasn’t been shy about details as they’ve previously revealed the ID. Polo GTI will arrive one year after the regular model and have a front-mounted motor producing 223 hp (166 kW / 226 PS). It will be powered by a 52 kWh nickel manganese cobalt battery pack.
Volkswagen has previously said the battery will provide a range of up to 280 miles (450 km), although the actual number could be lower on the performance variant. While that remains to be seen, the company has already confirmed a 130 kW DC fast charging capability.
Maserati is offering up to $85,000 off select 2025 Folgore EVs.
Discounts represent cuts of more than 40 percent off MSRP.
Incentives appear aimed at clearing unsold electric inventory.
It’s official: Maserati is in “just get it out of here” territory regarding its electric lineup. A new bulletin sent to dealers authorizes them to serve up $85,000 in EV Assistance Cash on select 2025 Folgore models. And no, that number is not a typo.
Folgore is the Italian brand’s moniker for its EV lineup, and that discount is simply too big not to discuss. Put another way, buyers who once would have shelled out full price for a single Maserati EV could now walk away with that car and a brand-new Chevy Corvette for the same amount.
Sticker Shock Reversed
Leading the charge are the 2025 GranTurismo Folgore and GranCabrio Folgore, both eligible for the full $85,000 incentive when purchased or leased. On the GranTurismo, which carries an MSRP of $199,690, that discount works out to about 43 percent off at $114,690.
According to a report from CarsDirect, it’s the single largest manufacturer-backed discount they’ve ever encountered. That says a lot.
For comparison, the gas-powered GranTurismo starts at $159,495, meaning Maserati originally wanted roughly $40,000 more for the electric version. Now the pendulum has swung violently in the opposite direction.
The GranCabrio Folgore, priced at $208,590, isn’t far behind. Its $85,000 discount equates to roughly 41 percent off MSRP, making it a far more palatable proposition than it was just months ago.
Grecale Joins the Party
Even the far more accessible and practical Gercale Folgore is getting a big cut. Buyers can get up to 33 percent off its $121,290 sticker price, which amounts to $40,000 off. After incentives, that leaves it within just $1,400 of its gas-powered counterpart, which starts at $79,895.
Not only is that a huge change, but the Folgore also comes with a few more bells and whistles that buyers might be interested in if they don’t have to pay a premium.
Where’s the Maserati Magic?
That all said, it’s not too tough to see why these cars didn’t fly off of lots in the first place. For starters, none of them offers especially competitive range. The Grecale is rated for 245 miles, the GranTurismo manages 229, and the GranCabrio tops out at 233 miles.
Really, though, the biggest problem is likely the theater shoppers desire in a Maserati. Sure, these look great… but they don’t sound great.
Spy shots reveal ID. Polo bodywork with minimal disguise.
Two prototypes show R-Line styling with subtle add-ons.
FWD platform offers 114, 133, and 208 hp configurations.
Camo season is clearly ending early for Volkswagen’s smallest electric hatch. Fresh spy shots show the upcoming ID. Polo testing in winter conditions, while wearing so little disguise it might as well not have bothered at all.
Sure, VW already showed us official photos of prototypes at the tail end of 2025, but those cars were wrapped like overenthusiastic Christmas presents. These new images are different. The sides are totally clean, giving us a proper look at the proportions, surfacing, and that neat rear door handle tucked into the window frame near the C pillar.
Up front and out back, there’s still a thin layer of visual misdirection, but not enough to hide the shape of the lower intakes or the basic bumper design. It all looks very production-ready and incredibly close to the ID.2 all concept from back in 2023.
Not Quite A GTI
Two cars appear in the photos, one white and one black. The darker car rolls on larger, sportier alloys, and both seem to wear subtle body add-ons. Think small roof spoiler, chunkier side skirts, and a deeper front lip. That points to R Line trims rather than the full-fat GTI, which VW has previewed separately, again in disguise form, with even angrier details.
Size-wise, this electric supermini is close to the current combustion Polo, but clever packaging and a long 2,600 mm (102.4 inches) wheelbase mean more interior room. Volkswagen says rear passengers get extra legroom, plus gains in headroom and cabin width.
Inside, drivers get to enjoy real buttons, warm materials, and some slick retro gauge cluster graphics, as VW itself recently teased.
Up To 223 hp
Power comes from front-mounted motors in three flavors: 114 hp (116 PS / 85 kW), 133 hp (135 PS / 99 kW), and 208 hp (211 PS / 155 kW). Those setups exactly match those confirmed for the ID. Polo’s Skoda Epiq cousin, which, along with the Cupra Raval, rides on the same front-wheel drive MEB+ platform, so expect zero to 62 mph (100 kmh) in around 7 seconds.
The even hotter ID. Polo GTI, the first electric VW to get those letters, lands later with 223 hp (226 PS / 166 kW).
Entry versions use a 37 kWh battery with modest fast charging and city-friendly range, but a larger 52 kWh pack will give 280 miles (450 km) between stops. But it sounds like the big battery will be the only one available at launch, meaning the promised €25,000 starting price might not be a reality until very late 2026 or early 2027.
Chinese Cupra Tavascan could dodge tariffs under EU price deal.
Lawmakers expected to approve the pricing-based tariff path.
China supports the move but pushed for broader concessions.
The Volkswagen Group has been doing some careful footwork lately, trying to stay ahead as Europe tightens the rules on electric cars coming in from China. Cupra boss Wayne Griffiths warned just over a year ago that the brand could be “wiped out” by new European Union tariffs on electric vehicles imported from China.
But now, the VW Group might get a special lane through Europe’s new tariffs on Chinese-built EVs, and that possibility isn’t going unnoticed in Beijing.
Here’s the deal in simple terms. The EU slapped tariffs on electric cars made in China, arguing they benefit from heavy state support. But there is a loophole. Instead of paying those extra duties, a carmaker can agree to sell a model at a minimum price.
Volkswagen looks set to use that option for the Cupra Tavascan, which is built in China, Germany’s Handelsblatt reports. If Brussels signs off, VW can ship it into Europe without being stung by punitive 20.7 percent tariffs, as long as it sticks to the agreed pricing rules. Officially, this is all perfectly above board and part of existing procedures.
Not A U-Turn
The European Commission’s diplomats in Beijing say these kinds of allowances do not constitute a U-turn on its Chinese vehicle policy, a complaint leveled by some critics. Beijing, meanwhile, is being outwardly positive about the rumored EU concessions.
But behind closed doors, the Chinese worry that Volkswagen might be getting friendlier treatment than other manufacturers because it’s a European brand. China had pushed for an industry-wide solution, but now seems to be accepting smaller, case-by-case deals, realizing that letting individual brands cut their own deals may be better than endless stalemate.
Long Process
Each application for a minimum pricing deal can take well over a year and must be reportedly handled on a car-by-car basis, the report says. Industry watchers doubt every Chinese brand will rush in, especially those already making healthy margins even with tariffs in place, but VW evidently believes it’s worth the admin in the Tavascan’s case.
The Tavascan is Cupra’s sportier take on the VW ID.5, a 182.8-inch (4,644 mm) electric crossover built around the MEB platform and offering a mix of single and dual-motor powertrains with up to 353 miles (568 km) of electric range.
The Luce’s interior is dominated by aluminum switches and toggles.
Even the screens of Ferrari’s EV are analog-inspired with physical controls.
Jony Ive says carmakers have made a mistake pursuing touchscreens.
Ferrari unveiled the interior of its first-ever EV this week, the Luce, created in collaboration with Jony Ive, former Apple design chief and the creative force behind the iPhone, iPad, and MacBook. It’s a retro-themed bonanza with plenty of physical buttons, switches, and toggles, representing a radical departure from the screen-focused and minimalist designs of most electric cars.
The approach may seem counterintuitive at first, especially given Ive’s legacy at Apple, where he helped usher in the age of touchscreens. But the British-American designer’s reasoning is rooted in practicality rather than nostalgia. As it turns out, he never believed touch interfaces belonged in cars in the first place.
Touch Isn’t Always The Answer
“The reason we developed touch [for the iPhone] was that we were developing an idea to solve a problem,” he told Autocar. “The big idea was to develop a general-purpose interface that could be a calculator, could be a typewriter, could be a camera, rather than having physical buttons. I never would have used touch in a car [for the main controls].”
“It is something I would never have dreamed of doing because it requires you to look [away from the road],” Ive added. “So that’s just the wrong technology to be the primary interface.”
This isn’t to say the Ferrari Luce is completely devoid of screens. The gauge cluster features OLED panels from Samsung, designed to mimic the look of classic analog dials. The needle, though, is a physical piece made from anodised aluminium and backlit by 15 LEDs. In the center of the dash sits a touchscreen, angled slightly toward the driver.
Feel Your Way Around
Yet nearly every essential function, including climate controls, drive settings, even audio, can be adjusted through metal toggles or rotary knobs. Ive notes that “every single switch feels different, so you don’t need to look.”
When asked what sets the Luce’s screen apart from others, Ive said, “So much of what we did was so that you could use it intuitively, enjoy it and use it safely.”
In addition to real switches beneath the center touchscreen, the Luce features tactical dials and buttons on the steering wheel and center console, and even an airplane-inspired panel in the headliner. It looks like a welcome reprieve for the haptic controls of many recent Ferrari models, like the SF90.
“I think what happened was touch was seen almost like fashion,” Ivy explained. “It was the most current technology, so [companies thought] ‘we need a bit of touch’, then the next year ‘we’re going to have an even bigger one’, and it will get bigger and bigger.”
He added, “I think the way that we design [car interiors] isn’t that we’re trying to solve problems [like we did with the iPhone].” That, in his view, is where much of modern automotive UX design goes astray.
BYD is suing US officials over vehicle import tariffs.
The lawsuit claims the US overstepped legal authority.
Company already builds electric buses in California.
Chinese juggernaut BYD has expanded rapidly across global markets in a remarkably short time, positioning itself as one of the world’s largest car manufacturers. Yet despite its international reach, it has so far been unable to enter the world’s second-largest new car market: the United States. The main obstacle has been import tariffs, but BYD is now pushing back.
Eager to establish a foothold in the US market with its passenger vehicles, four BYD subsidiaries based in the United States have filed suit against the federal government.
The case, brought before the US Court of International Trade, challenges tariffs imposed under the International Emergency Economic Powers Act (IEEPA). The plaintiffs include BYD America LLC, BYD Coach & Bus LLC, BYD Energy LLC, and BYD Motors LLC.
The lawsuit names not only the federal government but also officials from the Department of Homeland Security, Customs and Border Protection, the Office of the US Trade Representative, and the Treasury Department.
It argues that these agencies exceeded the authority granted to them under the IEEPA statute and contends that the resulting tariff orders are legally invalid.
Tariffs Under Fire
In addition, the lawsuit specifically challenges nine executive orders and amendments issued since February 2025, including tariffs at the borders with Mexico and Canada, as well as tariffs targeting China and related to fentanyl.
The Chinese car manufacturer is seeking permanent injunctions against these measures and wants refunds for all IEEPA tariffs collected, in addition to interest and reasonable litigation costs.
While it may sound like a long shot for BYD to try and get these tariffs overthrown, its efforts aren’t without precedent. The lawsuit cites the case of New York-based wine importer V.O.S. Selections, which successfully sued the US government over tariffs, arguing that the US President lacks authority to impose them, even under the IEEPA framework.
Though it may surprise many American consumers, BYD already maintains a manufacturing presence in the United States. Its 550,000 square-foot facility in Lancaster, California, produces hundreds of electric buses and employs roughly 500 workers.
Getting the tariffs thrown out wouldn’t just help this complex, but also open the door for BYD to sell cars in the United States, perhaps importing them from factories in Canada and Mexico.
Could This Open the Floodgates?
Sun Xiaohong, secretary-general of the automotive branch of the China Chamber of Commerce for Import and Export of Machinery and Electronic Products, told Global Times that “BYD’s move follows a growing trend of companies using legal channels to safeguard their legitimate rights and interests.”
While the case still faces legal hurdles, Sun told the outlet that it could set an important precedent for other Chinese companies looking to assert their rights through formal channels. He also argues that letting automakers like BYD in could benefit US buyers by adding more affordable EV options to a market that’s only getting more competitive.
Subaru’s next electric SUV will feature three-row seating.
It’s based on Toyota’s new all-electric Highlander platform.
Production was delayed but Subaru says it’s coming in 2026.
Subaru is preparing to expand its EV lineup with something larger and more family-focused. Soon, the company’s range will welcome a three-row electric SUV designed to compete with newer offerings in the segment. Like the compact Solterra before it, this won’t be a ground-up Subaru product but a rebadged version of Toyota’s upcoming all-electric three-row Highlander.
We’ve known about Subaru’s plans to have its own version of the latest Toyota for several years now. In fact, Toyota and Subaru confirmed in 2023 that both brands would receive the new model, anticipating that production would start in 2025. While that date has come and gone, Subaru of Americas chief operating officer Jeff Walters recently confirmed it’s still happening.
Speaking with Auto News, Walters said that Subaru’s version of the three-row EV is scheduled to arrive later this year. He added that the model is being targeted at two-car households with home charging capabilities. It will join the electric Solterra, as well as the similarly Toyota-derived Uncharted and Trailseeker, in Subaru’s growing U.S. EV portfolio.
2027 Toyota Highlander teaser.
Will Subaru Add Its Own Edge?
What we haven’t seen yet is how closely Subaru’s new entry will mirror Toyota’s new electric Highlander. Given past collaborations, it’s reasonable to expect minimal differentiation beyond some badging and minor design tweaks on the front and rear ends, along with unique side trimmings. Still, there’s a chance Subaru could roughen things up a bit, as it did with the Uncharted, which shares its bones with Toyota’s C-HR
Toyota’s new three-row electric SUV will look virtually identical to the bZ Large prototype previewed a few years ago, closely resembling the smaller Toyota bZ. This new model has been a long time coming and will give Toyota a legitimate rival to the electric Kia EV9 and Hyundai Ioniq 9.
A Lexus Too?
There’s also a possibility Subaru won’t be the only one getting a version of Toyota’s latest EV. According to previous reports, Lexus is working on a premium variant as well. This model could go by the name TZ and serve as an electric counterpart to the gas-powered TX, further spreading Toyota’s electric SUV platform across its portfolio
Investigators say surveillance video shows a school bus aide repeatedly physically abusing a 10-year-old student with disabilities while the bus driver watched and, at times, laughed.
The Hillsborough County Sheriff’s Office announced the arrests on Jan. 30, following a child abuse investigation that began in mid-November, after a witness reported seeing a school bus aide strike the boy while parked at Caminiti Exceptional School.
According to investigators, video capture Juanita Wright, 79, a school bus monitor for Hillsborough County Public Schools, striking the minimally verbal student diagnosed with autism and ADHD on 14 separate days between Oct. 2 and Nov. 14, Authorities say the footage shows Wright hitting the boy in the head and on his back, pulling him by the hair, and wresting his backpack away as he remained seated.
Wright was charged with 14 counts of child abuse. The bus driver, Tonya Rice-Constant, 62, is charged with failure to report child abuse. Prosecutors allege she saw the abuse, did not intervene, and at least once appeared to smile or laugh while watching the incidents in her rear-view mirror.
Sheriff Chad Chronister condemned the conduct as “a level of cruelty that is deeply disturbing,” calling it “an inexcusable betrayal of trust” when adults entrusted with a child’s welfare cause harm and fail to act. Deputies reviewed internal school bus video and identified multiple incidents before the report was made.
The investigation remains active to determine if additional victims exist.
“A defenseless child was physically abused by someone entrusted with their care, while another adult failed to intervene and instead laughed,” Chronister said. “It is an inexcusable betrayal of trust and a profound lack of humanity.”
In a statement shared by local media, the district said Wright was hired in 2012, removed from duty in November after the allegations surfaced, and later fired. Rice-Constant retired from the district in November, when the investigation into the alleged child abuse began. Both cases will proceed through the court system as authorities continue to investigate.
The debate on lap/shoulder seatbelts in school buses has divided the student transportation industry. Advocates champion their life-saving potential, while skeptics raise concerns about evacuation challenges and the added cost of equipping
buses with this technology. However, as we reflect on 20 years of data from California, the first state to mandate lap/shoulder belts on new school buses, it appears the benefits of these safety measures outweigh the concerns.
The Golden State’s experience with lap/shoulder belts offers a compelling case for its adoption. Rather than focusing on student fatalities, which we all know are extremely rare each school year, the report released last month investigates student injuries that are infrequently discussed.
Since the state began requiring lap/shoulder belts on new school buses in 2004, pupil passenger injuries have decreased by three-quarters in absolute numbers and by nearly 50 percent in per million miles traveled. These statistics courtesy of Ron Kinney, a former California state director of student transportation and director of government relations for Laidlaw, are not simply numbers. The data taken from California Highway Patrol crash reports represent thousands of children who avoided injury, trauma and life-altering consequences.
Critics argue that lap/shoulder belts could hinder evacuation during emergencies. However, the National Transportation Safety Board (NTSB) has repeatedly emphasized that properly worn lap/shoulder belts reduce the severity of injuries in crashes, particularly in side impacts and rollovers—scenarios where traditional compartmentalization falls short. And as such, these students are better able to self-evacuate, largely because they remain conscious.
The 2014 Anaheim, California school bus crash, cited in Kinney’s research, serves as a reminder of this. NTSB simulations showed that lap/shoulder belts significantly
reduced upper body flailing during the crash and prevented passengers from being thrown into the area of maximum intrusion. This minimized injuries.
California also mandates annual safety training for students, including proper use of passenger restraint systems and emergency evacuation drills. These drills ensure that students are familiar with how to unbuckle their belts quickly and safely in the event of an emergency. Moreover, the data shows that no pupil passengers have been killed in California school bus crashes since the lap/shoulder belt mandate took effect—a testament to their effectiveness in preventing fatalities.
Another common argument against lap/shoulder belts is the cost. Equipping a new school bus with lap/shoulder belts adds a few thousand dollars to the purchase price. However, when spread over a 20-year lifespan of a bus, Kinney’s report claims, this cost amounts to approximately $500 per year or pennies per day per student. Who keeps a school bus that long anymore, you ask? Ahead of the approaching funding cliff for school districts next school year, skipping on replacement cycles is a likely coping strategy. And today’s school buses are at least 90 percent cleaner than 20 years ago, which was a leading reason for hastening replacement cycles, to begin with.
Compare $500 or even $1,000 per year (Blue Bird now makes lap/shoulder belts standard equipment) to the financial and emotional toll of a single injury or fatality, which can result in millions of dollars in litigation costs and immeasurable pain for families. The California data demonstrates that the reduction in pupil passenger injuries alone justifies the investment.
It’s also worth noting that student transporters routinely invest in technologies to improve operational efficiency and safety, such as GPS tracking, routing software and telematics systems, many of which have recurring costs. Lap/shoulder belts are a one-time purchase.
Lap/shoulder belts advantages extend beyond injury prevention. Districts implementing these systems report significant improvements in student behavior and a reduction in driver distractions. When students are properly secured, they are less likely to move around, fight or engage in other disruptive behaviors. This creates a calmer, safer environment for both students and bus drivers, reducing stress and improving job satisfaction.
Fewer behavioral issues mean fewer disciplinary write-ups and less time spent on administrative tasks, freeing up resources for other priorities. Drivers are also
less likely to have to pull over to address misconduct, improving route efficiency, and reducing delays.
The data from California is clear: Lap/shoulder belts not only save lives but reduce injuries and improve the overall safety and efficiency of school transportation. A reconsideration of the three-point seatbelts in school buses is happening. NAPT is expected to release a new paper later this year.
Is it time to finally move beyond the debate?
Editor’s Note: As reprinted from the February 2026 issue of School Transportation News.
Horrific video shows the moments before a school bus struck 11-year-old Amira Aminova as she ran across a Brooklyn street after buying chocolate at a bodega.
Amira Animova in an undated photo posted on GoFundMe.
Police reportedly arrested Wawa Aurelus, 62, the school bus driver who hit Aminova but did not stop at the scene. He was arrested Friday, according to multiple news reports, following the incident that occurred shortly after school let out at 3 p.m. Thursday in the Bath Beach neighborhood.
Aurelus was charged with failure to yield to a pedestrian and failure to exercise due care, both misdemeanors, according to the New York Times.
The video shows Aminova standing on the corner of Bath Ave. at 23rd Ave. and proceeding to cross the street, apparently with seconds remaining on the red-flashing countdown pedestrian signal. As Aminova starts to run across the street, the school bus is seen coming into view heading south on 23rd Ave. and instigating a right-hand turn onto Bath Ave. The bus never stops, and the video cuts out right before it hits the sixth grader.
Aminova was at least the fifth student pedestrian killed this school year nationwide by a school bus, according to School Transportation News research.
State Sen. Steve Chan, a former NYPD officer, represents the 17th district that comprises part of South Brooklyn. He told STN he does not understand how Aurelus did not realize he struck Aminova and continued his route.
“Spending 27 years as a police officer, I’ve seen many accidents involving school buses, tractor trailers and small trucks. Often, a driver will not know when they hit someone in the leg or brushed up against their body. However, in this particular case, I’ve reviewed video tape of the incident from start to finish. This bus driver should have known that he rolled over a person or something,” Chan wrote in an email Saturday. “If he had looked into the rear or side view mirror, he would have seen her on the ground. The intersection was clear and visibility was good. The roadway was dry and flat. The snow built up in the corners was not a factor. There were no other drivers or pedestrians in this intersection. The pedestrian was crossing with the crosswalk and a green light. She did break into a sprint. However, the bus driver had a clear line of sight at the intersection.
“As far as I can tell, this tragedy is the result of complete driver inattention,” he continued. “Of course, I know most school bus drivers are dedicated individuals who help our community every day. But I must ask everyone to use extra caution, especially when making a turn.”
Police later located Aurelus, an employee of Consolidated Bus Service, and took him to the 62nd Precinct for questioning, reported CBS New York. Chan posted on Facebook the driver was detained “a short distance away” from the scene of the collision.
Consolidated Bus Service had not responded to an email seeking comment at this report.
An investigation by the NYPD fatal collision unit continues. A GoFundMe page was set up for Aminova’s mother to help cover funeral and burial costs in Uzbekistan. She immigrated with her daughter to the U.S. several years ago.
Stellantis is selling their stake in NextStar Energy for just $100.
Move comes amid lackluster EV sales and changing regulations.
LG is shifting focus from EVs to energy storage systems.
Stellantis is pivoting away from electric vehicles as the company embraces the ‘power of choice.’ This has cost them billions and they’re selling their 49% stake in NextStar Energy to LG Energy Solution.
This is an interesting development as the NextStar Energy joint venture was established in 2022 and aimed to create Canada’s first large-scale battery manufacturing facility in Windsor. The plant was originally designed to employ approximately 2,500 people and have an annual production capacity of more than 45 gigawatt hours.
Battery module production began in the fall of 2024 and mass production of lithium-ion battery cells followed in November of 2025. While more than $3.7 billion ($5 billion CAD) has been invested into the facility, a lot has changed since 2022.
Electric vehicle adoption has grown more slowly than many automakers anticipated and the Trump administration recently eliminated federal tax credits. On top of that, tariffs have complicated things and automakers are now turning their attention away from EVs.
Stellantis didn’t go into many specifics, but called the move a “strategic decision” that was mutually agreed upon. They went on to describe themselves as a “committed customer” that “will continue to source battery products from NextStar Energy.”
Stellantis CEO Antonio Filosa said, “By enabling LG Energy Solution to fully leverage the Windsor facility’s capacity, we are strengthening its long-term viability while securing the battery supply for our electric vehicles. This is a smart, strategic step that supports our customers, our Canadian operations, and our global electrification roadmap.”
Those sentiments were echoed by LG Energy Solution CEO David Kim, who stated “LG Energy Solution sees growth opportunities in North America by situating a key production hub in Canada. Full ownership of NextStar Energy will enable us to respond swiftly to the growing demand from the ESS [Energy Storage System] market and position us to play a key role in Canada’s EV industry by securing additional North American-based customers.”
Despite the upbeat rhetoric, The Detroit News reports Stellantis sold their stake for just $100. That’s a token amount, especially given the sizable investment into the facility.
Dreame has launched a third car brand called Star Motor.
Two of the new models closely resemble Dongfeng vehicles.
One upscale SUV channels China’s take on the Rolls-Royce.
Just a month after Chinese vacuum cleaner firm Dreame unveiled three high-performance EVs at the CES show in Las Vegas, it has previewed three additional models it plans to add to its fleet. These will be launched under the new Star Motor brand, existing alongside Dreame’s Nebula Next and Kosmera brands.
The first two models are the T08 and T08L. Both are striking off-roaders, with the T08L sharing much of its design with the T08 but is considered even more focused on off-road performance. There’s no denying the T08 models are striking, but their design isn’t unique. In fact, they almost look like direct copies of two other bold Chinese off-roaders.
Those two models come from Dongfeng, where they are badged the M917 and M817. Dreame has quite clearly copied Dongfeng’s homework with the T08L, crafting bodywork that looks almost identical to the M917, as well as near-identical headlights. The T08 looks mostly the same but has slightly different headlights, apparently copied from the smaller M817.
The similarities between Star Motor’s T08 and Dongfeng’s M917 are particularly apparent from the sides. It has virtually identical squared-off fenders, the same exposed hinges on the front doors, and door panels that look exactly the same as the M917. The only unique element that Star Motor appears to have designed is a distinctive front bumper.
Star Motor hasn’t actually unveiled the T08 and T08L, and only previewed them with a couple of images at a recent company event. As such, we don’t know what kind of powertrains they will have, other than the fact that they will include rear-wheel steering that can turn the rear wheels by up to 24 degrees.
Rolls-Royce Fighter
Previewed alongside the T08 and T08L was the Star Motors D09 that looks to be positioned as the firm’s flagship luxury SUV, akin to the Rolls-Royce Cullinan. It shares similarities with the Cullinan lookalike that Dreame previewed last year and could be the production version of that model.
The front of the D09 is dominated by a grille that makes even a Rolls-Royce grille seem small. It also has prominent LED daytime running lights up front, a LiDAR mounted on the roof, and a set of fancy-looking wheels.
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