Authorities in Georgia are searching for a woman accused of stealing a full-size school bus from an elementary school parking lot and taking it on a late-night drive across county lines, reported Fox News.
The school bus was reportedly taken from Arbor Springs Elementary School in Coweta County during the early morning hours Feb. 9. The vehicle was later recovered nearly 40 miles away in Temple, located in Carroll County.
Investigators reportedly said the suspect did not appear to force entry into the bus, as she seemingly had access to a key. Internal surveillance cameras installed on the vehicle captured images of the woman during the incident. Authorities noted that a bag or purse could be seen being placed on the front seat in the footage.
The school bus was recovered without any visible damage, and officials confirmed the incident occurred on school property outside of normal school hours. No injuries have been reported.
The case remains under investigation. The sheriff’s office is asking for the public’s assistance, particularly residents in the Temple area, to help identify the suspect.
We consider what recent headlines mean to the school transportation industry: proposed updates to the Clean School Bus Program, Blue Bird fully acquiring Micro Bird, Trump tariffs being struck down and safety conversations at STN EXPO East this March.
Mike Ippolito, chief operating officer of School Radio, discusses the future of bus communications – including multi-carrier SIM cards and satellites – and what school districts looking to the future should know to maximize safety and efficiency. Real-world emergency scenarios and radio as a service are also examined.
DENVER, Colo. — EverDriven, the nation’s leader in Alternative Student Transportation, today announced the launch of SafeOps, a dedicated safety excellence council that builds on the company’s industry-leading safety performance and raises the bar for specialized student transportation.
With a 99.99% accident-free rate across more than two million trips in the past year, EverDriven already operates at the highest safety standard in the industry. SafeOps builds on that foundation by creating a continuous improvement framework that scales best practices across the 36 states where EverDriven operates.
“EverDriven sets the bar for safety in student transportation,” said Mitch Bowling, CEO of EverDriven. “SafeOps focuses solely on how we protect and ensure the safest possible experience for every student we transport. It applies our safety standards consistently as we grow, giving districts and families even greater confidence, transparency, and trust in every ride.”
What SafeOps Delivers
SafeOps is a cross-functional council with a clear mandate: take what already works at the highest level and create a continuous improvement framework that ensures best practices scale consistently. The team focuses on three pillars:
Operational Excellence – Standardizing proven safety protocols across all regions through the following core initiatives: Driver Screening (enhanced background verification and continuous monitoring), Vehicle Standards (pre-trip inspection protocols and equipment compliance), and Incident Response (structured escalation procedures and real-time coordination with district teams).
Technology Integration – Leveraging EverDriven’s expanding safety technology infrastructure, including available in-vehicle cameras — a district opt-in safety enhancement already deployed in nearly 50% of vehicles within just the first year of rollout — along with real-time GPS tracking and route optimization, and telematics monitoring to support transparency, performance insights, and proactive safety intervention.
Training & Support – Setting industry standards through comprehensive safety training programs spanning drivers, monitors, service providers, and EverDriven field teams. This includes specialized disability awareness and behavioral support training, ongoing safety certification refreshers, compliance education aligned with state and federal requirements, and service provider performance coaching to ensure consistent execution of safety protocols across all partners.
Together, these pillars strengthen vetting and monitoring, reinforce regulatory compliance, improve operational efficiency, and increase transparency for district partners, caregivers, and students. For districts, that means predictable service, consistent drivers for students who depend on routine, and specialized support backed by technology, training, and real-time oversight.
“SafeOps isn’t about identifying problems—it’s about protecting excellence as we scale,” said Adam Warner, Vice President of Field Operations and Head of Safety. “We’re embedding the discipline and oversight that drive strong safety outcomes deeper into every process, every region, and every ride.”
District partners say that this commitment is evident in practice.
“Working with EverDriven has been a fantastic experience,” said Olivia Shoberg, Transportation Coordinator at Appleton School District. “Their dedication to student safety is clear in everything they do, and it really gives peace of mind knowing students are in such good hands. I appreciate how flexible and responsive their team is—they really take the time to understand the unique needs of each situation and find solutions that work.”
EverDriven’s recent Safety Report underscores that commitment: a 99.63% trip completion rate, 99.99% accident-free rate, and 70.81% driver consistency for students with disabilities — ensuring the same trusted adult is behind the wheel.
For the more than 800 districts EverDriven serves, SafeOps reinforces what they already expect: a transportation partner that prioritizes safety in every decision, every day. Visit everdriven.com to learn more.
About EverDriven
EverDriven delivers modern student-centered transportation that’s safe, consistent, and built for those who need it most. EverDriven specializes in transporting students across a wide range of needs — from everyday support to the most complex circumstances — including students with disabilities, students experiencing housing instability, and other high-need populations. Serving more than 800 districts across 36 states, the company completed over 2 million trips last year, 99.99% of them accident-free with 100% safety compliance. EverDriven’s deeply human, fully compliant, and AI-powered approach helps districts get students on the road in hours, not days, while maintaining consistent, high-trust rides that complement traditional yellow bus fleets. For more information, visit everdriven.com.
The YangWang U9 Xtreme makes 2,978 hp from four motors.
Former Top Gear host drove the limited-run model on track.
He also sampled the Xiaomi SU7 Ultra and Maextro S800.
China’s most outrageous new hypercar has already brushed up against the outer limits of physics, and now it has handed the keys to Richard Hammond. Last year, the YangWang U9 Xtreme went faster than any production car before it, recording a one-way top speed of 308.4 mph or 496.22 km/h at the ATP Papenburg high-speed oval in Germany.
Because the run was completed in only one direction, however, SSC’s Tuatara technically still retains the official two-way average production car record at 282.9 mph (455.3 km/h).
Even so, it was a headline-grabbing run that instantly placed BYD’s halo car in rare company. Keen to showcase that achievement to a broader audience, BYD recently invited Richard Hammond to become the first Western journalist to drive the car. The result makes for compelling viewing.
As Hammond admits in his latest DriveTribe video, he doesn’t exactly have the greatest reputation when it comes to driving extremely fast, ultra-powerful cars. In 2017, he crashed the all-electric 1,224 hp Rimac Concept One while filming The Grand Tour. Back in 2006, he was seriously injured after crashing a dragster on the set of Top Gear.
BYD obviously put a lot of faith in him to keep the U9 Xtreme in one piece, particularly given that this four-motor electric beast delivers a maximum of 2,978 hp, more than any other production car.
Rather than driving it on the road, Hammond was able to put it through its paces on a racetrack. Understandably, he appears to take things quite easily, which is hardly a surprise given that a BYD test driver spun up the car’s wheels the day prior and crashed into a barrier. It would seem as though having almost 3,000 hp under your right foot requires a lot of care. Who would have thought?
Hammond Tests Xiaomi Too
Interestingly, this isn’t the only recent video that Hammond has made in China. Late last year, he joined what could best be described as the Chinese version of Top Gear, alongside three hosts for a road trip. In this video, he drove three of China’s most impressive new EVs: the Xiaomi SU7 Ultra, the ‘regular’ YangWang U9, and the luxurious Maextro S800.
The clip was originally shared only on Chinese social media but has since been translated and uploaded to YouTube for our viewing pleasure. It’s well worth a watch.
Porsche is working on a hardcore Cayenne Electric.
Based on the Cayenne Coupe, it’s expected to be a Turbo GT.
It should be capable of producing more than 1,139 hp.
Porsche introduced the Cayenne Electric last November and the lineup will soon be expanded to include a crossover coupe. Spy photographers have snapped the model on multiple occasions, but now they’ve gotten a glimpse at the range-topping variant.
Tentatively dubbed the Cayenne Coupe Turbo GT Electric, the model follows in the footsteps of the regular Cayenne Turbo Electric. As a result, we can see a familiar front fascia with slender Matrix Design headlights as well as an active lower intake.
SHProshots
While the front end is familiar, the profile has a rakish windscreen that flows into a steeply sloping roof. They’re joined by a shrunken greenhouse, plastic body cladding, and five-spoke wheels that are backed up by a high-performance braking system with ventilated discs as well as sizable calipers.
The rear end is epitomized by an angular rear window and an upright liftgate. While this carries over from the standard coupe, the performance variant is notable for sporting a fixed rear wing. Further below, we can see a familiar bumper that echoes the regular model.
Spy photographers did not get a look inside, but do not expect any surprises, as it is unlikely to stray far from the standard Cayenne Electric. That means a 14.25-inch digital instrument cluster, a curved OLED infotainment system, and an optional 14.9-inch front passenger display should all make an appearance.
They should be joined by an augmented reality head-up display, an ambient lighting system, and a heating system that warms the seats as well as the armrests and door panels.
Electric Hyper Performance
The Cayenne Turbo Electric has a 113 kWh battery pack and a dual-motor all-wheel drive system that normally develops 844 hp (630 kW / 857 PS). However, that number soars to 1,139 hp (850 kW / 1,156 PS) and 1,106 lb-ft (1,498 Nm) of torque when Launch Control is activated. This enables the crossover to rocket from 0-60 mph (0-96 km/h) in 2.4 seconds, before hitting a top speed of 162 mph (261 km/h).
Assuming this is indeed a Coupe Turbo GT prototype, the model should be even quicker and more powerful. This suggests we can expect a steep price tag as the Cayenne Turbo Electric starts at $163,000, while the gas-powered Cayenne Turbo GT begins at $214,800.
Toyota offers up to $6,500 in incentives on the new bZ Woodland.
Buyers can choose $5,000 cash or 0% financing with bonus cash.
Subaru’s Trailseeker remains cheaper despite Toyota’s early discounts.
The new Toyota bZ Woodland arrives at a complicated moment for electric SUVs. Conceptualized and likely sent into a production cycle with federal tax credits in mind, the electric crossover is here without those credits to rely on. On top of that, its near identical Subaru twin, the Trailseeker, costs thousands less. Now, Toyota is putting discounts of up to $6,500 on its brand-new electric model to sweeten the deal.
According to Cars.com, the deals aren’t exactly hidden or subtle, either. Buyers can score $5,000 in customer cash, lessees get $6,500 in lease cash, and those with pristine credit can opt for 0% APR for 72 months plus $3,500 cash back. Not bad for a model that effectively just arrived on dealer lots.
Here’s how it breaks down. The $5,000 customer cash incentive functions like a rebate and lowers the price or amount financed. The $6,500 lease cash deal reduces the capitalized cost of the lease, which means lower monthly payments. The $3,500 cash back deal with 0 percent APR is exactly what it sounds like. A discount on the price and no interest on payments for six years. All deals expire on March 2nd.
With pricing starting at $46,750 (including $1,450 destination) and climbing to $48,850 for the Premium, Toyota clearly felt some pressure to keep this wagon-like EV competitive in a cooling segment. These deals should help, considering that the bZ Woodland seems incredibly similar to Subaru’s Trailseeker.
Pricing Pressure From Subaru
For its part, the Trailseeker starts at $39,995 before destination, and that’s without discounts. So even with $5,000 on the hood, the Toyota still plays in a higher price bracket. That means the Woodland’s biggest advantage may come down to brand loyalty, dealer networks, and whether buyers prefer Toyota’s design and packaging.
Again, Toyota probably cooked up this car when it thought the $7,500 federal EV subsidies would still exist at launch. With that in mind, this feels like an almost necessary move to keep the car moving off dealer lots.
Rivian is expanding its service network ahead of the R2’s launch.
More than 50 new service centers are scheduled to open soon.
Company is also hiring new techs and adding mobile service vans.
Rivian is gearing up to introduce the R2 next month and the company is preparing for its arrival by announcing plans to open dozens of new service centers. This should help the company deal with the influx of new customers caused by the roughly $45,000 EV.
While the automaker didn’t give firm numbers, they said more than 50 new service centers are scheduled to open through next year. This will push the total number of facilities past the 150 mark.
Rivian didn’t say where these centers will be located, but confirmed “multiple locations and larger sites” with higher capacities are planned for markets where their vehicles are popular. On the flip side, in remote areas, the company will focus on mobile service.
Speaking of mobile support, Rivian plans to increase its fleet of service vans by 50% this year. The company noted this is what customers prefer and they’ll be “enhancing onboard tools and technician training so we can perform more services remotely, including routine maintenance like tire rotations.”
The company has also hired and trained more than 1,000 service specialists in the past year and that practice will continue. This has reportedly resulted in a 35% reduction in wait times for service.
Software Updates
In other Rivian news, the company recently announced a handful of software updates including a new Apple Watch app. It enables users to lock and unlock doors, vent the windows, and adjust the climate control system – among other things.
The automaker also updated software in Gen 1 Quad-Motor as well as Gen 1 and 2 Dual-Motor R1s. Thanks to the change, Sport Mode now has a higher ride height option known as Standard. The company also extended Sport mode to Dual-Motor variants, which “unlocks optimized power delivery and quicker acceleration.”
Other highlights include Launch Mode as well as a “Lower” setting, which reduces the ride height by about an inch to ease entry and egress. There’s also a new cold weather indicator that shows “exactly how much energy is being used to keep your battery warm.” It will also show how much range is “temporarily unavailable until the [battery] pack reaches its optimal operating temperature.”
Mazda says the CX-6e is a clear step beyond the 6e.
Working with Changan brought a steep learning curve.
Those lessons will shape Mazda’s future in-house EVs.
Mazda has moved on from the niche MX-30 crossover, reshuffling its fully electric lineup in China and select global markets, though not North America, with the 6e sedan and the CX-6e SUV. The two mechanically related EVs arrived in quick succession, yet a senior Mazda Europe executive says there is a noticeable development gap between them, largely due to the steep learning curve that came with partnering up with Changan.
Christian Schultze, Director of Technology Research at Mazda Europe, explained the process in an interview with AutoRAI. Both models are heavily based on the Deepal L07 sedan and S07 SUV from Changan’s dedicated EV brand, adapted for global markets under the Mazda joint venture.
Bridging Cultures Through Engineering
So what actually separates the Mazda 6e, launched in 2024, from the CX-6e that arrived a year later? According to Schultze, progress came in increments.
“I’d say we’ve taken another half-step forward. The 6e was the first joint development with our partner Changan Mazda Automobile for a car that would be sold in Europe. That was a huge learning experience for them, because they had never before developed a car specifically for the European market. It was also a learning experience for us, because we suddenly had to explain much more than we were used to heading into Hiroshima.”
Schultze explained that while the R&D center in Hiroshima works seamlessly with the European team, adding Changan Mazda Automobile changed the dynamic. The shared understanding required for such projects had to be built from the ground up, a process that took more time and effort than Mazda initially expected.
Despite looking almost identical to the Chinese-spec Mazda EZ-6 sedan and EZ-60 SUV, the European versions had to meet different regulations. That proved challenging for engineers unfamiliar with European requirements.
“When we develop a car together with Hiroshima, we essentially already get about 98 percent of what we’re looking for. Then it’s mainly just fine-tuning here and there. With Changan Mazda Automobile, we had to go much further back to basics,” he said.
“For example, they had never created a setup for European radar systems. We had to explain the requirements and why they were important. What we appreciated was how quickly they responded and how willing they were to understand. But we first have to convey that understanding.”
Schultze noted that the SUV’s electric motor is a “further development,” offering “greater efficiency and a higher continuous power output” than the sedan. That fits with Mazda’s philosophy of making each new model incrementally better.
The Mazda 6e sedan currently sold in mainland Europe and the UK produces 255 hp (190 kW / 258 PS) in Standard Range form and 241 hp (180 kW / 245 PS) in Long Range trim. The CX-6e retains the higher output with the larger 80 kWh battery.
“We’re pursuing a strategy where we collaborate with partners, for example, in the field of electric vehicles, and develop our own electric models. Our roadmap shows that one of the next EVs will be based on a fully Mazda-owned platform. Moreover, our insights are growing every day, thanks in part to market feedback. For example, we learned a lot from the reactions to the Mazda 3, and those insights have been incorporated into our internal objectives. The same applies to the lessons we’re learning from the CX-6e.”
He also highlighted how modern technology allows continuous improvement without waiting for a facelift or full generational change.
“The great advantage of today’s world is that many systems are digital or electronic. This means we can implement improvements even during ongoing production. In the past, in the purely mechanical world, if a switch felt too heavy, it would stay that way for four years until the next model change. Fortunately, those days are behind us.”
The new Freelander will be based on Chery’s T1X platform.
JLR is expected to sell the SUV in both EV and EREV guises.
Freelander becomes a sub-brand with multiple models.
Land Rover is not only working on a smaller Defender, but it is also dusting off the Freelander badge for something altogether more targeted. This time, the name returns on an all-new, rugged SUV built specifically for China, and if these spy shot-based renderings are on the money, it will not be shy about looking the part.
The project is being handled by the Chery Jaguar Land Rover joint venture, better known as CJLR. Underneath, the new Freelander will sit on Chery’s existing T1X platform, which already underpins various Jaecoo, Omoda, and Chery SUVs. In plain terms, that means lower development costs and a much quicker route to market. Reinventing the wheel is expensive. Borrowing one from the parts bin is not.
Interestingly, Land Rover won’t simply revive the Freelander name for a single model. Instead, it is spinning the name into its own sub-brand, with the potential to spawn several models over time. The first of these SUVs has been spied testing under heavy camouflage, leading to these detailed renderings from Nikita Chuyko for Kolesa.
Based on recent spy shots, the first Freelander looks reassuringly boxy, exactly what you would expect from something wearing a Land Rover badge. Up front, it appears to feature slim headlights with simple DRLs, flanked by blacked-out split grilles and capped off with a hood that carries a noticeable bulge.
Similarities could also be shared with the larger Defender, particularly with the smooth profile of the side doors and the blacked-out roof and pillars. Like the previous Freelander, this new model features angled C-pillars painted in the same shade as the lower body.
The rear styling may prove more divisive. The renderings show small taillights mounted just above the bumper, which gives the back end a slightly awkward stance. Here’s hoping the lights of the eventual production model are positioned a little higher on the fascia. If not, it risks drifting into the same visual territory that has drawn mixed reactions for the current Hyundai Santa Fe.
Technical details about the new Freelander have not been confirmed, but it’s expected to be offered in both battery-electric and EREV guises. Production will be handled by the CJLR plant in Changshu.
Spy Shots: Chery-JLR Freelander SUV for China
Freelander is a new brand under Chery-JLR. The Chinese name is 神行者 (Shén Xíngzhě). Freelander will manufacture various SUVs based on Chery platforms.
The spy shots show a boxy off-road-style SUV during winter tests in Northern… pic.twitter.com/IduwHRG5vw
Europe’s new car market didn’t exactly start the 2026 race in a flurry of smokey wheelspins. Registrations across the EU, UK, and EFTA slipped 3.5 percent year-on-year to 961,382 units in January. But beneath that soggy headline number, one brand was busy throwing its own party.
And it wasn’t Tesla. Across the EU, UK, and European Free Trade Association (EFTA) regions combined, Tesla registrations dropped 17.0 percent to 8,075 cars in January. That left the American EV giant with a 0.8 percent market share, down from 1.0 percent a year earlier, according to data from industry body ACEA.
It was also Tesla’s 13th consecutive month of declining sales in Europe, a reminder that this is no short-lived dip.
BYD, meanwhile, went into overdrive with its mix of EVs and hybrids. The Chinese brand shifted 18,242 cars across the same region, an impressive increase of 165.0 percent year-on-year (175 percent in the EU alone), and its share climbed to 1.9 percent, more than double Tesla’s slice of the pie.
Dacia’s Fall From Glory
Tesla was far from the only automaker to take a beating in January. Renault Group also had a bruising month, its sales falling 15.0 percent to 83,201 units. That is a slide not too far off Tesla’s in percentage terms, though the Renault brand itself was up 4.4 percent. It was Renault-owned Dacia’s disastrous 35 percent drop that ruined the overall picture.
BMW (down 8.7 percent) and the VW brand (down 11.2 percent) were also left licking their wounds, while sister companies Mini (up 11.2 percent) and Skoda (up 10.1 percent) gleefully rubbed salt in them.
One In Five Cars Now An EV
On the powertrain front, the shift to electrification keeps gathering pace. Sales of battery electric cars climbed 13.9 percent, meaning they now account for 19.3 percent of the EU market in January, up from 14.9 percent a year earlier. And plug-in hybrids climbed 32.2 percent while petrol registrations plunged 25.7 percent and diesel slid 22.0 percent.
Country by country, the picture was mixed. Germany and France both saw total registrations fall 6.6 percent, but their EV registrations jumped by 23.8 and 52.1 percent, respectively. And Norway, always an EV bellwether, endured a dramatic 76.3 percent drop in overall registrations, mostly due to the end of government incentives.
Donut Lab’s solid-state battery may be a breakthrough.
It charges from zero to 80 percent in just 4.5 minutes.
The company claims an energy density of 400 Wh/kg.
The battery world is hardly lacking in ambition, but it remains controlled by a tight circle of Chinese and Korean heavyweights. When Finnish startup Donut Lab claimed earlier this year that it had developed the world’s first all-solid-state battery for vehicles, it was never going to land quietly.
Donut Lab says it has built what many consider the holy grail of batteries. It claims the pack can charge faster than anything else on the market, delivers 400 Wh/kg of energy density, and is good for 100,000 cycles. Predictably, that raised questions.
Industry experts pushed back hard, which led Donut Lab to team up with Finland’s VTT Technical Research Center to demonstrate just how quickly its battery can actually charge.
In a newly released video, Donut Lab sets out to show the charging speed and thermal stability of its latest battery. The headline figure is a claimed charge rate of up to 11C (286A), which, if sustainable, would put it in rare company.
Cooling Reality Check
In the 11C charging test, the battery cell charged from 0 to 80 percent in just 4.5 minutes when equipped with two heatsinks. A full charge at 11C took just over 7 minutes. During this test, the battery temperature reached 63°C (145°F). In a separate test with just one aluminum heat sink, the temperature rose to 90°C (194°F), prompting a pause for 4 minutes while the battery cooled.
As noted by Electrek, Donut Lab claimed its battery required no active cooling to safely achieve its extraordinary charging speeds. However, this test suggests that some level of thermal management is necessary. Even so, the charging speeds are impressive, particularly for a company of this size.
According to Donut Lab chief executive Vile Piippo, “unlike other solid-state batteries requiring high compressive pressures and undergoing volume changes of up to 15-20 per cent during recharging cycles, the Donut Battery does not require special compression or more extensive cooling.”
Hitting Back At Critics
The company published the results of its fast-charging test on a new website, dubbed “iDonutBelieve,” in a thinly veiled swipe at those who said the firm was exaggerating its claims. It is promising that the results of another test will be released next week, with the aim of proving the pack’s energy density and 100,000-cycle claim.
The first vehicle to use the Donut Lab solid-state battery is an all-electric motorcycle from Verge. Dubbed the TS Pro, it’s set to arrive in the first quarter and will be offered with 20.2 and 33.3 kWh packs.
It is not only Tesla that struggles to turn a halo roadster into reality. The production version of Polestar’s stunning, two-door 02 Concept, known as the 6, was supposed to hit the market later this year. That’s no longer happening, and those who have already placed an order will have to wait until at least 2029 to take delivery.
Polestar, like many other young car manufacturers, has ambitions for a massive family of models, but it remains a relatively small player in the burgeoning, ultra-competitive EV market. With this in mind, the firm has put the Polestar 6 on the back burner for now, allowing it to prioritize the updated 2 and its next all-new product, the Polestar 7 small SUV.
While speaking with Auto Express at a recent company event in Gothenburg, Sweden, Polestar chief executive Michael Loscheller described the Polestar 6 as a “small volume” product, meaning customers will have to wait.
“We are targeting the big-profit potential of segments and that’s what we should have done in the first place,” he revealed. “We are working on the 6 as a high-end product. The 6 is still in the plan, but plans can change.”
The Next Tesla Roadster?
Delays like this aren’t uncommon in the automotive industry, but Polestar seems to be following the unfortunate lead of Tesla in this case. It’s been over eight years since the second-generation Tesla Roadster was unveiled, and those who placed $50,000 deposits have yet to receive their cars.
Similarly, Polestar began accepting $25,000 deposits for the limited-run 6 LA Concept, capped at just 500 units, in 2022 with the promise of launching it in 2026. Those who have locked in an order will now be waiting at least seven years for their car, and that’s only if the 2029 timeline doesn’t blow out further.
Just like the Polestar 5, the new 6 will be based around an 800-volt electric architecture and a 112 kWh battery pack. The flagship Polestar 5 Performance pairs this with two electric motors delivering 872 hp and 749 lb-ft (1,015 Nm), the same figures expected for the 6.
Neonicotinoids are widely used pesticides, but they kill bees and harm ecosystems. New rules would treat them more like controlled drugs, requiring something akin to a prescription for their use.
A veteran school bus driver is being hailed as a hero after her quick thinking helped keep dozens of students safe during a crash that took place on the way to a basketball game.
Linda Christophersen, 75, affectionately known as “Miss Linda” to students at Vernonia High School, was driving the boys and girls basketball teams to a game at Nestucca High School Feb. 13. An oncoming vehicle crossed the center line and struck the bus on Highway 101, about five miles from the teams’ destination.
Christophersen’s daughter Tonya Langley told local news reporters that her mom saw the vehicle edging into her lane and reacted immediately.
“She could see the vehicle coming at her was crowding the center line, so she started crowding the fog line as much as she could,” Langley recounted. “She yelled, ‘Hold on,’ and then when it hit, the bus tried to go to the left and then immediately went to the right into the bank. She did everything she could to try to hold it.”
Despite the impact, Christophersen brought the school bus to a controlled stop. Langley said her mother’s first concern was not her own injuries, but the students on board.
“She goes, ‘I’m fine but it’s not about me.’ She immediately [turned her attention] to the kids. It was all about the kids and how the kids were,” Langley said.
In a statement to families, Jim Helmen, superintendent of the Vernonia School District, confirmed that the student-athletes, coaches and the Christopherson were safe following the school bus crash.
One student experienced a seizure during the school bus crash and was transported to Tillamook Hospital for evaluation. Another student sustained an injury but did not require hospital transport. Emergency responders evaluated Christopherson and all her passengers at the scene.
Helmen also praised Christophersen’s actions.
“I would like to recognize our bus driver, Linda, for her professionalism and composure in responding to a very difficult situation. Her training and steady response helped maintain stability and student safety during the incident,” he wrote.
The superintendent thanked first responders, including the Oregon State Police, who responded to the scene and took statements.
Helmen also expressed gratitude to the Nestucca School District for assisting students and staff after the crash. Nestucca administrators worked with law enforcement to help transport Vernonia students from the scene to Nestucca High School, where parents provided food and counseling support for students who were understandably shaken. The school also opened its library as a quiet space for students and staff.
“It was shared with me by Nestucca administration that our students were very respectful, thankful and represented the Vernonia community extremely well,” Helmen wrote. “That is something we can all be proud of.”
The superintendent further thanked Girls and Boys Basketball coaches David Weller and Ken Ellis, Athletic Director Justin Ward, and Principal Nate Underwood for their leadership during the incident, as well as Shelley H. and Rob Curl of Curls Transportation Co. for their quick response in dispatching another bus.
Friday evening’s basketball games were canceled.
Heroic Driver Eager to Get Back Behind the Wheel
A few days after the school bus crash, Christophersen was sore but recovering well. She declined an interview request, but her daughter said the recognition is well-deserved.
“My mom has never known her own worth, and she’s never put herself out there,” Langley said via local news reports. “It just made me very, very proud.”
Christophersen began driving a school bus after her husband passed away because she wanted to stay active and involved in the community. Her experience behind the wheel stretches back decades — from driving dump trucks for the family business to navigating rugged logging roads long before it was common to see women in the industry.
Today, she’s known for decorating her bus, bringing treats for students and even chaperoning prom. And despite the frightening crash, Langley said her mother is eager to return to work.
Most school days start the same way: Students waiting for a ride to school. One
student might use a wheelchair, while another could be autistic and communicates
with an Augmentative Alternative Communication (AAC) device, and a third might be medically fragile. The school bus driver is trying to keep everyone safe while staying on schedule. Transportation is more than logistics. It is the first and last part of the school day, and adaptive technology is now part of how teams make that work.
On the bus, adaptive technology means tools or systems that adjust to students’ needs so they can ride safely, communicate and stay included with their peers. This might look like a wheelchair lift and securement system, an AAC device or communication board mounted where a student can reach it, a driver tablet with live routing, or an app that lets a family know the bus is three minutes away instead of “sometime soon.”
For many students with disabilities, these supports are not extras. They extend the services districts already provide under the Individuals with Disabilities Education
Act and Section 504 of the Rehabilitation Act, so students can get to the learning they are entitled to.
Safety By Design, Not Just Experience
Anyone who has driven a route knows skill and instincts matter. But safety cannot rest on skill alone. It has to be baked into how routes are planned, how roles are defined, and what information drivers and aides have in front of them. The right technology links what drivers, aides, schools, students and families see, so people are not guessing when something changes or goes wrong.
Advanced Driver Assistance Systems, ridership tracking and stop-arm cameras give leaders a clearer picture of what actually happens on the road. For students who use mobility devices, need extra time or cannot easily explain what happened if there’s an incident, that level of visibility can be the difference between “we think” and “we know.”
Access, Dignity and Communication On Every Ride
Safety comes first, but anyone who has stepped onto a bus after a rough morning knows the atmosphere matters, too. The ride can either calm a student and get them ready to learn or drain them before they ever reach the building. Transportation is only truly accessible when students with disabilities can ride with safety, comfort and dignity, not just a seat.
Lifts and securement systems let students who use wheelchairs or other mobility devices board, ride and exit safely without being lifted or handled in ways that feel unsafe or embarrassing. Predictable routes and consistent routines help students who rely on structure know what comes next. This reduces anxiety and the kind of “acting out” that is often really “I don’t understand what is happening.”
But here is the part that often gets overlooked: Communication is a daily pain point for drivers and aides, and it shows up as child misbehavior. When a student loses or is denied their usual way of communicating on the bus, whether that is with an AAC device, a picture board, or a simple yes/no system, they do not stop needing to communicate. They have to show it in other ways. In addition to speech, many students need AAC devices, communication boards, or simple response systems to ask for the bathroom, say they feel sick, or tell an adult another student is bothering them.
When these tools are turned off, taken away or never offered on the bus, frustration builds. Keeping a student’s communication system available on the bus and making sure drivers and aides know the basics of how it works changes that dynamic. It lets staff respond before a situation boils over and gives students a safer, more respectful way to say what they need. Simple visual supports, such as clear signage, visual schedules, or symbols on seats or stops, paired with clear directions, also help students track where they are in the routine, reducing escalation and confusion.
Supporting the Workforce and Improving Retention
Safety stands on the shoulders of people who plan and provide this vital service. Adaptive technology can make their jobs clearer and more sustainable, or it can feel like one more thing dumped on an already heavy load. When used well, routing software and driver tablets cut down on last-minute radio calls and trying to read paper directions in the dark. New or substitute drivers can see turn-by-turn directions, key student information and alerts in one place instead of piecing it together from memory and sticky notes. Ridership tracking and telematics, when used for coaching and recognition, give supervisors a fairer, more accurate picture of driver performance than a handful of complaints. In a world of driver shortages, tight budgets and aging buses, the way technology is rolled out can either support retention or undermine it. Drivers notice whether tools are there to support them in keeping students safe while managing complex routes.
What’s Coming Next and Where to Start?
Adaptive technology is moving fast and getting more affordable. School districts are starting to see smarter video analytics that flag repeated problems at the same
stop, deeper integration of student plans and transportation platforms, and cleaner, more connected fleets that change what is possible on long or complex routes. These
changes bring new questions about safety, privacy, staff expectations, and they demand clear leadership rather than one-off purchases. The good news is that transportation leaders do not need to adopt everything at once.
A practical starting point is to pilot one adaptive tool, especially one that directly supports communication, on a small set of routes and gather feedback. Pair that with
hands-on training, not just a memo, so staff can try the technology in a low-stakes condition before using it in rush-hour traffic.
Most importantly, work with special education and school teams so communication tools and behavior plans on the bus match what is happening in the classroom. The question is no longer whether adaptive technology will shape student transportation, but how transportation teams will direct that change so rides are safer, staff feel supported and every student arrives at school with their dignity and communication intact.
Editor’s Note: As reprinted from the February 2026 issue of School Transportation News.
(Photo courtesy of U.S. Department of Education)
Glenna Wright-Gallo served as the assistant secretary of the U.S. Department of Education from 2023 to 2025, overseeing the Office of Special Education and Rehabilitation Services. She currently is the vice president of the office of strategic research and policy for Everway, an education and workplace technology provider for
people with disabilities.
Students boarding and exiting school buses in the loading zone are critical safety moments with the potential for tragedy. At STN EXPO East, longtime school transportation professional Derek Graham will break down safety strategies to mitigate student injuries and fatalities alongside two transportation directors.
Following Graham’s session presenting the illegal passing trends and federal safety recommendations on Sunday, March 30, he returns Monday to moderate the panel “Strategies to Remove Danger from the Loading/Unloading Zone.” Joining Graham are panelists Keba Baldwin from Prince George’s County Public Schools in Maryland, the 2026 STN Transportation Director of the Year, and Kris Hafezizadeh, executive director of transportation and vehicle services at Austin Independent School District in Texas.
Graham will review data from the Kansas Department of Education’s annual survey of school bus loading zone fatalities, looking at incidents where either students were struck by oncoming vehicles or killed by being hit or dragged by the bus itself. With recent headlines of autonomous vehicles either illegally passing school buses or hitting student pedestrians, there are new modern technology concerns for students in the loading zone.
The panelists will discuss how these school bus loading zone incidents need to be viewed in the greater student safety discussion with visuals to illustrate the areas of high concern. They will also cover the integral aspects of tackling this issue, including education, engineering, and enforcement. This will broach topics such as driver training, motorist awareness, predictive lighting and signage technology and working with law enforcement incorporating automatic enforcement systems.
The panelists will discuss the need to present a unified message of safety training to students, drivers, parents and.
Register for the STN EXPO East conference today and receive access to five days of educational sessions, hands-on training, unique networking events, product demonstrations and updates on the latest industry happenings. Find the full agenda and register at stnexpo.com/east.
With the rise of power-hungry applications like AI and data centers, it’s critical that the performance of renewable energy sources keeps pace. Researchers in the University of Saskatchewan’s (USask) Department of Chemistry are exploring ways to improve the efficiency of a promising new type of solar cell made from perovskite crystals. Perovskites are a group …
The Corsa GSE is a fully-electric hot hatch version.
It will likely use a 278 hp motor with a limited-slip diff.
Expect sharper looks, bigger brakes, and tighter suspension
Stellantis has confirmed a new performance version of the Opel and Vauxhall Corsa subcompact hatchback. It will wear the GSE badge, effectively reviving the spirit of the long-retired Vauxhall Corsa VXR and its Opel Corsa OPC twin, only this time with electrons instead of petrol.
So far, the company has released a single teaser image of the upcoming hot hatch, zoomed tightly on the front wheel. The car wears a camouflage wrap featuring Corsa and GSE lettering, along with black, yellow, and white graphics. The 18-inch alloy wheels have a distinctive three-spoke design, with yellow brake calipers visible behind them.
The body panels appear largely unchanged from the current-generation Corsa introduced in 2019 and updated in 2023. The GSE does gain additional cladding around the wheel arches, echoing the treatment seen on the new Peugeot E-208 GTI.
Expect redesigned bumpers and a few sharper details borrowed from the unhinged Opel Corsa GSE Vision Gran Turismo concept. Whether it also gains a slimmer Vizor grille with updated LEDs is still anyone’s guess, but it would hardly be a surprise.
Shared Underpinnings
Stellantis is keeping the hard numbers quiet for now, yet the safe money says the Corsa GSE will share its hardware with the Mokka GSE subcompact SUV. That puts it in the same technical family as the Abarth 600e, Alfa Romeo Junior Veloce, Peugeot E-208 GTI, and Lancia Ypsilon HF.
Like those cars, it is expected to use a front-mounted electric motor producing 278 hp (207 kW or 280 PS) and 345 Nm (254.5 lb-ft) of torque. A Torsen limited-slip differential, uprated brakes, and a firmer suspension setup complete the package. Power will likely come from the familiar 54 kWh lithium-ion battery, good for an estimated 200-230 miles (322-370 km) of range.
According to Eurig Druce, Managing Director of Vauxhall and the Stellantis UK Group:
“The Corsa GSE will combine small and agile practicality with thrilling, pure electric, motorsport-inspired power and dynamics. Vauxhall has a proud heritage of hot hatches, and we’re excited to now offer customers those same thrills but combined with the electrifying performance and zero emissions in use of these new GSE models.”
The Opel and Vauxhall Corsa GSE will arrive in Europe and the UK later this year, stepping in as the new flagship of the Corsa lineup above the GS Line. Alongside its Peugeot E-208 GTI and Lancia Ypsilon HF relatives, it will square up against the upcoming VW ID.Polo GTI and the rumored Hyundai Ioniq 3 N.
Volvo is recalling over 40,000 EX30 EVs due to a fire risk.
The crossovers need to have their battery packs replaced.
Owners should limit charging to 70% in the meantime.
Another day, another EV recall, and this time it is Volvo’s smallest electric offering in the firing line. The EX30, positioned as the brand’s entry-level EV, is being recalled over a potential fire risk.
While the recall hasn’t been posted by the National Highway Traffic Safety Administration yet, Reuters reports it involves 40,323 vehicles worldwide, including an unspecified number sold in the United States, and will require “replacing modules in the high-voltage battery packs.”
Specifics are few and far between, but the recall is said to impact the EX30 Single-Motor Extended Range and Twin-Motor Performance. A spokesperson told the publication the company is reaching out to customers to “advise them of next steps.”
Little is known about the issue at this point, but the problematic batteries were reportedly made by Shandong Geely Sunwoda Power Battery Co. Volvo said the mysterious issue has been addressed and the Geely joint venture will supply them with new battery cells.
It’s unclear what the problem was, but it appears to be related to a high-state of charge. As a result, Volvo is telling customers to limit the battery to a 70 percent charge. This reportedly eliminates the risk of a fire, but parking outside – away from buildings and other vehicles – is probably a good idea.
Volvo’s relative silence isn’t very reassuring, but the company previously recalled 40 EX30s over a fire risk in January. That recall involved 2025 models, which had a high-voltage battery that could short circuit and overheat. This was blamed on a “process deviation,” which could “result in the formation of lithium plating growth.” If this occurs, there could be an internal cell short.
At the time that recall was announced, Volvo didn’t have a fix for the issue. However, it told owners to limit charging to 70% and to park outside, away from structures.
It remains unclear if the two recalls are related, but they’re shaping up to be a huge mess for a company that has heavily invested in EVs. In fact, Reuters estimates the latest recall alone could cost around $195 million.
Audi’s upcoming A2 e-tron has been snapped inside and out.
The BMW iX1-sized SUV has a widescreen digital dashboard.
MEB platform from Q4 e-tron could give 350+ miles of range.
We’ve seen the outside of the upcoming Audi A2 e-tron plenty of times, but now we finally get a peek inside. And surprise, it looks like Audi raided the new Q3 parts bin for its smallest EV, a car that’s retro in name, but definitely not in nature.
The spy shot reveals a clean, tech-forward cabin that mirrors the latest Audi Q3 revealed last September. There’s the familiar curved digital driver display flowing neatly into a central MMI touchscreen, plus Audi’s chunky, squared-off steering wheel with multi-function controls.
Even the controversial new-style column stalks look lifted straight from the Q3, where they made their debut.
If anything, it confirms Audi isn’t treating this as a bargain basement EV. The A2 e-tron might be the baby of the lineup, but inside it still looks properly premium. Expect configurable ambient lighting, sustainable trim options, and Audi’s latest AI-based voice assistant with app integration and streaming services. Level 2 driver assistance tech should also be on the menu.
Older platform
SHProshots
Underneath, it rides on Volkswagen Group’s familiar 400-volt MEB platform used on countless VW Group models like the VW ID.3 and ID.4 and Audi’s own Q4 e-tron. Single-motor MEB cars are rear-wheel drive, but dual-motor quattro variants will also be available, and yes, whispers of an A2 RS version are already doing the rounds.
The base version is tipped to pack a single front-mounted motor producing 201 hp (204 PS / 150 kW), fed by a 63 kWh battery delivering around 250 miles (402 km) of range. Step up the ladder and single-motor outputs could climb past 268 hp (272 PS / 200 kW), with a larger battery offering up to 348 miles (560 km) on the WLTP cycle, and maybe more.
Modern Classic
The A2 name, as you probably know, is a throwback. The original Audi A2 was an aluminium spaceframe oddball that ran from 1999 to 2005 and never really sold in huge numbers, but later gained cult status. Audi skipped the obvious Q2 badge choice this time, reviving A2 instead, reports say, betting on nostalgia with a modern e-tron twist.
Design-wise, the exterior looks noticeably different from the bigger Q4 e-tron, as seen in our recent artist impression. There’s a nod to the original A2 with its upright stance and that split-style rear glass effect, but it’s sharper, wider and more assertive.
Slim daytime running lights sit high, the main lamps are lower in the bumper, and the closed-off grille gives it a confident EV face.
The A2 will effectively replace both the gas-powered A1 hatch and Q2 SUV in Europe, and slot beneath the Q4 e-tron. Key rivals include the Volvo EX30, BMW iX1, Smart #1, Alfa Romeo Junior, and Mini Aceman, so prices should start south of €35,000 (£31,000 / $41,000 ) when sales start next year.
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