An Orange Unified School District school bus in Southern California was involved in a crash with a SUV that resulted in hospitalization for the victims but they are expected to recover.
Michael L. Christensen, superintendent of Orange Unified School District (OUSD), released a statement saying that two students and the school bus driver were onboard Monday at the time of the incident and have been transported to local hospitals.
The Orange County Fire Authority responded to the scene of the incident and stated that there three adults and two children sustained injuries. They were all transported in stable but serious condition. The California Highway Patrol is investigating the cause of the crash.
“Our hearts go out to our students, the driver, and their loved ones during this challenging time,” said Christensen. “We are deeply grateful to the first responders for their quick response and support, and we are working with the California Highway Patrol on their investigation.
Secretary of State Sarah Godlewski and state Treasurer John Lieber present a large check to educators to represent the $70 million disbursement from the Common School Fund to public school libraries across state. (Courtesy of Secretary of State Sarah Godlewski)
Wisconsin school libraries and media resources will receive a record $70 million in funding from the Board of Commissioners of Public Land, Secretary of State Sarah Godlewski announced Thursday.
The agency’s contribution from the Common School Fund breaks the record for largest ever provided, which was set last year when the BCPL provided $65 million from the fund.
“I’m proud of our record-breaking distribution. It comes at a time when schools are being asked to do more with less, and our strategic investments and collaborative efforts are making a difference to ensure that every student—no matter where they live—has access to the books, technology, and tools they need to succeed,” Godlewski said in a statement.
The BCPL manages state trust funds created as Wisconsin sold off millions of acres of land granted to the state government in the 19th century. The agency also manages timber sales for 77,000 acres of land still under state control.
The Common School Fund is the “only dedicated funding source for many of Wisconsin’s public school libraries,” according to a news release. The amount of funds provided to school libraries through the fund has substantially increased in recent years. In 2020, libraries received $38.2 million through the fund.
“Today’s milestone reflects the dedication of our team and the strategic investments we’ve made to ensure the fund continues to grow for future generations,” Godlewski said. “We’ve diversified hundreds of millions of dollars to include Wisconsin-based venture funds that support new and growing businesses. This is a win-win for our state: the Common School Fund bolsters Wisconsin’s economy, and the financial returns directly support our schools and libraries, reinforcing our commitment to educational excellence and opportunity.”
At an event in Brown Deer Thursday afternoon, Godlewski, state Treasurer John Leiber and educators celebrated the learning resources the money will be able to provide.
“Without the support from the common school funds, many school libraries would not have the necessary resources to stay up-to-date and provide the digital resources necessary for our students’ continued learning. The BCPL work ensures that these schools are not left behind, and that all students in Wisconsin, no matter their background, have access to the educational opportunities they deserve,” said Wisconsin Educational Media and Technology Association President Jennifer Griffith.
Funds disbursed through the BCPL have been criticized in recent years because the land provided to the state by the federal government in the 1800s was taken from the state’s Native American tribes.
In February, data collected by the non-profit media outlet Grist showed that funds disbursed through the BCPL’s Normal School Fund to the state’s public universities came from profits made from land taken largely from the Ojibwe tribe, the Wisconsin Examiner reported.
Green Bay Correctional Institution | Photo by Andrew Kennard
Amidst a staffing crisis that worsened living conditions in Wisconsin prisons, the state gave corrections officers a large raise.
The number of vacant positions for correctional officers and sergeants across adult institutions has declined over 20% from a peak of 35%. But there’s still a struggle with working conditions, former correctional officer Joe Verdegan said.
“By its nature, with the clientele you have there, it’s a very toxic environment,” said Verdegan, who worked at Green Bay Correctional Institution from 1994 to 2020. “The toxic part of it will never change, but the problem is, you need veteran staff that can deal with it.”
Wisconsin’s Act 10, passed in 2011, excluded many government workers from collective bargaining for anything other than inflationary increases to base wages. The law led to an exodus of veteran staff concerned about what might happen to their pensions, Verdegan wrote in a 2020 book about GBCI.
Joe and Kimberly Verdegan, who used to work at Green Bay Correctional Institution, spoke with the Examiner over the phone. Kimberly Verdegan worked at GBCI from 1997-2009. Photos courtesy of Joe Verdegan.
Act 10 grouped some workers together as public safety employees and others as general employees. Public safety employees’ collective bargaining rights were largely unchanged, while those of general employees were severely curtailed.
Dane County Judge Jacob Frost struck down the law’s collective bargaining restriction, ruling that the Wisconsin Legislature didn’t have a defensible reason for excluding some public safety workers from the public safety group.
On Wednesday, Frost put his order on hold, granting a temporary stay on his Dec 2 ruling while he considers written arguments that he should keep the ruling on hold while the Wisconsin Legislature appeals it.
Frost’s December 2 decision essentially confirmed a previous ruling released in July, in which he wrote that Act 10 violated the equal protection clause of the Wisconsin Constitution. Previous legal challenges failed to overturn the law.
Opponents of the law celebrated what the decision might mean for employees’ power in the workplace, while supporters said Act 10 saved billions of dollars. Former Gov. Scott Walker, who signed Act 10 into law, called the decision “brazen political activism” and “an early Christmas present for the big government special interests.”
Joe Verdegan’s badge | Photo courtesy Joe Verdegan
The law’s effect on retirement contributions led to an increased cost for public employees and government savings. Since employees were responsible for a larger share of pension contributions, state and local governments saved nearly $5.2 billion over the seven-year period from 2011 to 2017, according to a 2020 report from the Wisconsin Policy Forum.
The judge didn’t strike down Act 10 provisions that changed the rules for employees’ retirement contributions and health insurance premiums, an attorney representing unions in the case toldWisconsin Watch. Those provisions don’t rely on the distinction between the public safety and general employee groups, he said.
Protesters filled the Wisconsin Capitol in 2011 to protest the legislation that ultimately past as Wisconsin Act 10, eliminating most union rights for most public employees. (Photo by Emily Mills. Used by permission)
Frost didn’t find a legal problem with the Legislature treating the public safety group differently than the general employees group — for example, by providing them with benefits that would attract quality employees to jobs important for public safety. If teachers, administration or sanitation workers face labor unrest, their absence from work probably wouldn’t cause death or great harm, he wrote in the July ruling.
Instead, Frost took issue with the Legislature’s decision to not include certain workers in the public safety group, including the Capitol Police, conservation wardens and correctional officers.
Specifically referring to correctional officers, Frost wrote, “What greater threat is there to public safety than the escape of the persons that those in the public safety group arrested and brought to justice?”
Wisconsin prisons have seen a staffing crisis, allegations of harassment
After Act 10, GBCI staff had to contribute more to their pensions and paid higher health insurance premiums, Verdegan wrote in his book.
“People were fleeing the prison to go drive truck, be bartenders, work in cheese factories, or even bag groceries at Woodman’s,” Verdegan wrote.
Corrections officers were asked to put in more overtime around 2011 or 2012, former GBCI officer Jeff Hoffman told the Examiner in July.
“From that time forward, it never got any better,” said Hoffman, who left GBCI in early 2023 after almost 23 years. “If you were there, you were going to work 16-hour shifts.”
Staffing vacancies for correctional officers and sergeants have declined substantially from a peak of 35% in August 2023 to the current 12.9% vacancy rate.
In the DOC’s 2022 Climate and Engagement survey, over half of security staff expressed at least some disagreement with the idea that their pay was fair relative to the duties they performed. Over half said that if they left DOC, it would be because of their salary and/or benefits.
These responses were given before Wisconsin implemented a large pay raise for corrections officers. Under the pay increases, correctional officers’ wages increased from $20.29 an hour to over $30 an hour, with more pay for officers in higher-security and understaffed prisons. Wages had received a $4 boost from federal pandemic relief funds prior to the increase, the Associated Press reported.
Verdegan wrote in his book that some supervisors would try to harass or intimidate staff. Sean Daley of the American Federation of State, County and Municipal Employees (AFSCME) Council 32 made a similar remark to the Examiner in 2022.
“It’s a tough enough job as it is,” Daley told the Examiner in 2022. “Add in that a lot of the supervisors think they’re ‘top-cops’ and spend their time tirelessly harassing staff with weak investigations and it just adds to the vacancy rates.”
Nearly half of security staff expressed at least some disagreement with the statements “My supervisor cares about my interests” and “Employees are treated fairly in my work unit.”
About 1 in 10 strongly disagreed with the statement “My supervisor treats me with dignity and respect,” with about a quarter expressing at least some disagreement. About three-quarters at least somewhat agreed that they have positive relationships with their colleagues.
Close to 40% of security staff expressed at least some disagreement with the statements “Work rule violations are not tolerated” and “I can disclose a suspected violation of a rule, law, or regulation without fear or reprisal” in the 2022 survey.
Some individual facilities have vacancy rates for correctional officers and sergeants that are higher than the overall number for adult facilities, including 20.5% at Waupun Correctional Institution. Waupun has seen several prisoner deaths and staff charged with crimes.
Waupun has seen an influx of staff since September, when the vacancy rate was 42%. Sarah Cooper, administrator of the DOC’s division of adult institutions, said at a public meeting in September that other staff were sent to assist Waupun. For example, Waupun also had 40 supplemental staff per pay period, she said.
Correctional officers and sergeants are far from the only staff in Wisconsin prisons. The Department of Corrections has varying levels of vacancies of other staff. Some of the highest vacancy rates are 22% for social services and 21% for psychological services.
Prison Policy Initiative argues for addressing staffing issues through decarceration
While Wisconsin’s large pay raises have garnered credit for bringing in new staff, the state hasn’t yet seen whether current efforts will fully staff Wisconsin prisons. A briefing published last week by the Massachusetts-based Prison Policy Initiative challenged the idea that the U.S. can solve prison staffing problems through recruitment.
The research and advocacy group argued that decarceration would be more effective in addressing understaffing than pay raises, lowering employment requirements, offering staff wellness programs or constructing new facilities.
The group promoted reducing the prison populations through parole, other forms of release and taking steps to decrease the number of people admitted to prison.
As of Dec. 6, Wisconsin’s adult prisons held over 23,000 people, more than 5,000 people higher than design capacity. The adult prison population has risen over 2,500 from fiscal year 2022 to fiscal year 2024.
Incarcerated people face the worst harms of understaffing, the PPI argued, but they noted health risks that employees face, including injury, exposure to infectious diseases and high rates of post-traumatic stress disorder and depression.
“Unfortunately, there’s only so much that a pay raise can do to ameliorate that,” said Wanda Bertram, communications strategist for the Prison Policy Initiative.
A 2018 survey of Washington State Department of Corrections employees found that prison employees experience PTSD at a rate equivalent to Iraq and Afghanistan war veterans and higher than police officers. These jobs take a lot out of people, Bertram said.
In Wisconsin’s adult prisons, 452 assaults on staff took place in fiscal year 2024, according to Department of Corrections data. The incident rate was 19.6 assaults per 1,000 incarcerated people, which is the highest it’s been since at least 2013, the earliest year available. These numbers are for adult institutions and many of the assaults involve prisoners spitting or throwing bodily substances (fewer than half involve battery, physical injury or sexual assault).
How long new staff stay in corrections also matters, and Bertram pointed to challenging turnover rates found in a 2020-2021 survey. The job isn’t for everyone, said Hoffman, the former GBCI correctional officer.
“Historically speaking, from the time that I started there to the time that I left… if 10 new people would start at one point, usually half would quit,” Hoffman said. “Because they didn’t want to work in that environment.”
Former officers’ thoughts on Act 10
Former correctional officer Denis O’Neill. Photo courtesy of Denis O’Neill.
Former correctional officer Denis O’Neill has had complicated feelings about Act 10. He said he would’ve liked to have more money in his pocket, but he said the act was for the greater good of Wisconsin and saved billions for taxpayers.
In Verdegan’s book, O’Neill recounts the story of a fight in 2015 with an incarcerated man who was attacking a staff member. Verdegan wrote that there was “no question O’Neill was fighting for his life.”
O’Neill left GBCI with a medical termination and had physical, cognitive and speech therapy, Verdegan wrote. He had at least four documented concussions while working at GBCI. O’Neill told the Examiner that he had to go back to doctors he was seeing and get new paperwork after the state said they didn’t receive the original documents.
“It’s their job to make it as hard as possible as they can for you so that you get sick and tired of doing everything and you forget about it,” O’Neill said. “That’s the game I felt that was being played.”
O’Neill said he received his benefits after a state senator stepped in. He thinks the union could have taken care of the issue for him if it had not been disempowered under Act 10.
“I could’ve just continued to work on my recovery,” he said.
Kimberly Verdegan, a former GBCI correctional officer who is married to Joe Verdegan, thinks prison jobs are less desirable than teaching jobs and that the passage of Act 10 didn’t take this into account.
“Not to say that a teacher’s job isn’t important,” Kimberly Verdegan said. “But they have their holidays off, they go home at night. They don’t get forced to stay another shift.”
The Wisconsin Department of Corrections declined comment for this story, and AFSCME Council 32 did not respond to requests for comment.
Update: This story has been updated with the most recent data on staff vacancies and prison assaults.
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Industry expert, NAPT Hall of Famer, TSD Tenured Faculty Member, and consultant Linda Bluth, Ed.D joins us for the first time on the podcast to share insights on students with special needs. She addresses the Individuals with Disabilities Education Act (IDEA), departmental collaboration, aides, alternative transportation, substitute drivers, training and more.
New Zonar CEO Charles Kriete discusses the technology provider’s combination with GPS Trackit, as well as efficiencies and innovations planned for the future.
Imagine a smaller, self-sufficient version of our main electricity grid that can power neighborhoods, communities, and even single homes. That’s the basic idea behind a microgrid – a localized energy system designed to produce and use power independently or in tandem with the larger grid.
Microgrids and traditional grids have similar components. Both rely on electricity production and send that energy where it is needed, also known as a load. Both ensure a match between energy production and the amount of energy needed. Microgrids are used for many reasons, including grid independence, security from natural disasters, or simply lowering community energy costs.
Microgrids can utilize some of the best clean technology by incorporating batteries, solar panels, wind turbines, geothermal technology, heat pumps, electric vehicles, and smart appliances to increase their efficiency.
Natural Disaster Relief
With the increase in natural disasters, energy security – not just at the national level but also at the local level – has become increasingly important. Microgrids offer energy security during outages.
A great example of microgrid innovation is a partnership between Alliant Energy and the village of Boaz in Richland County. This project demonstrates a simple microgrid, called a community microgrid, that provides energy to the 200 residents during grid power outages. Depending on its size and capacity, the microgrid can serve a community’s emergency response centers, water and wastewater treatment plants, grocery stores, fueling stations, government buildings, shelters, and sometimes the residents’ homes.
The $3 million project in Boaz includes a 400-kilowatt (kW) lithium iron phosphate battery connected to the community’s main distribution line. It supplies enough power for up to eight hours in the event of a grid outage. This setup provides critical power to residents and allows Alliant Energy the necessary time to resolve issues without causing community members to experience a critical loss of energy service.
Critical Infrastructure Support
Uninterruptible power is essential in health care, so reliable and sustainable energy solutions are paramount. Bellin and Gundersen Health Systems – soon to be Emplify—and Xcel Energy have announced a new microgrid project that will create one of the first fully resilient, renewable energy-powered health care campuses in the United States. The project, set to be completed in 2026, offers an example of how complex a microgrid can be.
This microgrid, being built at the Onalaska campus in La Crosse County, is considered a campus microgrid. A campus microgrid serves multiple buildings within a single company or organization. The microgrid will utilize a new battery energy storage system, the campus’s existing rooftop solar, and biogas energy from the La Crosse County landfill. It is expected to manage about 4.5 million kW of power per year, which is about the annual energy use of 411 homes.
This microgrid will allow one of Bellin and Gundersen Health System’s largest campuses to continue operating and providing essential care to the surrounding communities even during a power outage.
Remote Community Energy Supply
Microgrids can also provide critical infrastructure even in the most remote and cold places. The Alaska villages of Shungnak and Kobuk, located within the Arctic Circle, are not connected to the power grid and have relied on three diesel generators for power. Today, they are using a newly constructed hybrid microgrid.
Hybrid microgrids generate power using two or more locally sourced energy sources, such as wind and solar and include a battery for energy storage. These systems can connect to the main grid or operate independently (islanded), providing flexible and reliable power. The microgrid in Shungnak and Kobuk utilizes 233-kW of solar, 384 kilowatt hours (kWh) of battery storage, the three existing diesel generators, and a control system designed and managed by Ageto Energy.
The microgrid has saved these communities and their 450 residents over $200,000 in annual fuel costs while also protecting them from the fluctuations of the diesel market.
Vehicle-to-Grid Mobile Microgrids
As electric vehicles become more prevalent, a new technology known as “vehicle-to-grid” is emerging. This technology allows electric vehicles to serve as mobile power sources for the grid. Originally developed as “vehicle-to-load” to power devices directly, vehicle-to-grid technology extends this capability by enabling electric vehicles to supply electricity back to the grid, effectively turning them into mobile microgrids. A few utilities around the country have started to explore this technology in pilot programs.
Since December 2020, five electric school buses from Lion Electric in White Plains, New York, have been providing power back to the grid when they are not transporting students. This typically occurs during weekends, holidays and summer months, coinciding with peak electrical demand on the grid. With supportive policies and proper charging infrastructure, this same concept could expand to residential owners and commercial fleets, transforming electric vehicles from electricity consumers into valuable contributors to energy resilience.
Conclusion
Microgrids offer communities a way to lower energy costs, supply energy to critical infrastructure, and increase grid resilience. They promote beneficial partnerships between energy providers and the companies and communities they serve. In this way, microgrids offer a glimpse into how clean technology, if implemented properly, can provide cost savings, energy independence, and a healthy environment that can benefit the grid as a whole.
Audi is recalling 4,616 plug-in hybrids because of a battery issue that could lead to fires. The recall includes certain 2022 and 2023 Audi Q5 plug-in hybrid crossovers, as well as 2022 Audi A7 plug-in hybrid hatchbacks. These vehicles may have defective battery modules that could overheat, presenting a fire risk, according to the National Highway...
The study questioned over 23,000 electric vehicle drivers from across 18 different countries.
Only 1 percent of respontends said they would be going back to a pure ICE vehicle
Most prefer the platform for its low operating costs, but many have issues with charging.
Electric vehicle adoption rates fluctuate wildly sometimes. What doesn’t move around so much is loyalty after a person owns an EV. According to a new study, 92 percent of respondents said they would never go back to an ICE car. In fact, of all the available options, only one percent of the study population said they’d definitely go back to an ICE-only platform. As for the remaining 7 percent, 4 percent indicated they’d opt for a plug-in hybrid (PHEV), and the rest weren’t sure.
Notably, the survey comes from the Global EV Alliance (via Bloomberg) which, as its name might suggest, probably isn’t the most unbiased group when it comes to electric vehicles. It says online that “We believe that zero emission mobility is necessary to combat climate change,” and that “Our goal is a planet where all transportation is sustainable, clean, and electric!”
A Global Perspective on EV Trends
On the other hand, the study itself appears rather transparent. It includes responses from over 23,000 electric vehicle drivers in 18 countries including the USA, Canada, Austria, Brazil, France and India. On top of that, it weighs results based on each country’s share of the total EV fleet across the globe. This means that the results from the USA get weighted higher than those of, say, Sweden. That’s key because, in some smaller nations like Sweden, EV adoption rates are incredibly high.
By weighing the results, we get a more accurate picture of the reality EV owners are living in. According to almost all of them, electric cars are all they’ll buy from this point forward and that’s not all because of climate concerns either. Instead, nearly half of respondents (45 percent) championed the low operating cost of an EV when compared to a gas or diesel-powered car.
Climate friendliness was the second-biggest draw (40 percent), followed by helping the local environment (32 percent), solid driveability (21 percent), and lower maintenance costs (18 percent). In short: they’re cheaper to own, better to drive, and won’t leave your wallet crying every time you pull into a charging station (assuming it works, but we’ll get to that circus later).
Charging Woes Cast a Shadow
Here’s the part where the love affair stumbles: charging infrastructure. Or, more specifically, the lack of it. The study revealed that the biggest downside of driving an EV is the availability – or frequent unavailability – of fast chargers. This explains why Tesla, with its expansive Supercharger network, continues to dominate among buyers.
“When being asked about the disadvantages of driving an EV, the results indicate that the most significant drawbacks are the limited availability of fast chargers, the time-consuming nature of charging, and the frequent downtime of fast charging stations,” the study says. Certainly, that’s a major issue in the USA and clearly, Americans aren’t alone.
Your Turn: Tell Us What You Think
Are you on the EV bandwagon yet? Or are you holding out for a fast-charging network that’s as reliable as your toaster and as conveniently located as your corner gas station? Whether you’re an EV diehard or still clutching your ICE keys like a security blanket, we want to hear from you. What’s your favorite thing about EVs, and what grinds your gears (figuratively, of course)? Drop your hot takes in the comments below. We’ll be here, pretending we’re not refreshing every five minutes for responses.
The new-gen 2026 Mercedes CLA has been spied wearing less camouflage than ever before.
The four-door coupe adopts a streamlined design, but sports an awkward greenhouse.
It will be offered with hybrid and electric powertrains as well as front-, rear-, and all-wheel drive.
The redesigned Mercedes CLA has been a familiar sight for the past 22 months, but the model is finally entering the homestretch. It’s now celebrating by stripping down and showing some skin.
While the front and rear ends are heavily camouflaged, the latest prototype has an exposed body. It’s immediately familiar, but incorporates some cues from the EQE and EQS.
The changes are readily apparent as we can see streamlined bodywork as well as flush-mounted door handles. The greenhouse has also been completely revamped and it’s an awkward mess as the third quarter glass extends into the rear door. As a result, there’s mismatched lines and an unappealing mix of shapes.
At the ends, there are star-infused lighting units which have become a hallmark of the modern Mercedes. They’re joined by an evolutionary single bar grille and new bumpers.
The redesigned CLA will debut next year and ride on the new Mercedes Modular Architecture. The company has revealed quite a bit in recent months and has previously confirmed an electric variant with a rear-mounted motor producing 268 hp (200 kW / 272 PS).
Customers can also opt for a 4Matic variant, which adds a 107 hp (80 kW / 109 PS) motor up front. It only has a ‘boost’ capability as the motor engages when extra power or traction is needed.
We’ll learn more about the electric powertrain closer to launch, but Mercedes has already confirmed the CLA has an 800-volt electrical architecture as well as a DC fast charging capability of up to 320 kW. The company also has plans to offer an optional 85 kWh silicon oxide battery.
If you’re not sold on the electric revolution, you can look forward to a new family of four-cylinder petrol engines. Americans will get a hybridized powertrain that consists of a 1.5-liter engine, a small battery, and an eight-speed dual-clutch transmission with an integrated electric motor. The engine produces 188 hp (140 kW / 190 PS), while the motor contributes an additional 27 hp (20 kW / 27 PS). Front-wheel drive comes standard, but all-wheel drive will be optional.
The launch of the new DS N°8 poked fun at established rivals with a clever jab.
The EV was parked between an Audi Q4 e-tron and a BMW i4 that turned into pumpkins.
The DS Automobiles CEO made a reference to the classic Cinderella tale during the reveal.
DS Automobiles has just unveiled their new flagship, the fully electric N°8 fastback crossover, and it’s clear they’re trying (perhaps a bit too hard) to grab attention. During the official presentation, the French automaker had the gall—er, the cheek—to throw a little jab at the competition, recreating a scene from the folk tale Cinderella to make their point. And what’s that point, you ask? Well, the DS N°8 wants to be the new luxury carriage for those who fancy a bit of magic in their drive; no pumpkins required.
The N°8 was revealed by none other than Olivier Francois, CEO of Fiat, Abarth, and DS Automobiles, who made a rather grandoise statement by calling the N°8 a “modern-day carriage.” This, of course, was meant to evoke the heritage of DS, a brand that’s barely old enough to legally drink in some countries. A bit of a stretch, sure, but it sets the stage for what was to follow.
In a rather Cinderella-esque moment at the end of the video, Francois parks the N°8 between an Audi Q4 Sportback e-tron and a BMW i4, both of which were conveniently de-badged, but we got the message loud and clear. To top it off, he delivered a final punchline:
“Well, I’m convinced that if Cinderella were written in 2025, she would undoubtedly ride in a N°8. And allow me to say, by next summer, when N°8 is launched, it might just be like the fairy tale: the 12 strokes of midnight may very well sound for the competition’s luxurious carriages.”
At this point, the Audi and BMW are transformed nto pumpkins, while the DS N°8 remains unscathed, because, of course, it’s the star of the show. For the uninitiated, Cinderella’s fairy godmother turned a pumpkin into a golden carriage to get her to the ball, only to have the magic wear off at midnight. You know, just in case you hadn’t picked up on the metaphor.
Now, setting aside the cheeky marketing, DS Automobiles has had a bit of a rough ride since its split from Citroen in 2014. Competing with more established brands in both sales and brand recognition has proven tricky.
Positioned as one of Stellantis’s premium brands alongside Lancia and Alfa Romeo but below Maserati, DS doesn’t have the decades of heritage that BMW or Mercedes-Benz can rely on. Instead, it shares its underpinnings with other Stellantis models, while attempting to carve out its own niche with quirky French styling, more upscale interiors, and a slightly more refined chassis setup. Think of DS like Genesis, but focused more on the lower segments—if that makes sense. And that’s the approach they’ve taken with the N°8, which is designed to challenge the sedans and coupe-SUVs in Europe’s premium midsize segment.
Francois was quick to highlight that the 4.82-meter-long (189.8-inch) N°8 combines the elevated driving position of an SUV with the elegance and class of a grand sedan. It also boasts the longest range in its segment with up to 750 km (466 miles) on a single charge.
In the video, the CEO went on at length about the interior, claiming it offers “extreme comfort, beauty, silence, and refinement.” He also highlighted that the N°8’s seats provide a spa-like experience, complete with massaging, ventilating, and heating functions, plus, a neck warmer for good measure.
But, as with all things that sound too good to be true, it remains to be seen whether buyers will shell out for this French luxury crossover when they can just as easily reach for a more traditional choice from the likes of BMW, Audi, or Mercedes-Benz.
The DS N°8 is a fully electric flagship crossover, set to rival coupe SUVs.
The EV with the aerodynamic body introduces a new naming strategy for DS.
The interior combines high-tech features with premium materials.
Luxury, meet electricity. Stellantis’ French luxury marque, DS Automobiles, has launched the DS N°8, a fully electric fastback crossover that signals a fresh direction for the brand. If you’re typing on a tight deadline, you might prefer “DS No8,” but the former adds a touch of French flair. This flagship also marks the marks the brand’s first production model to utilize Stellantis’ STLA Medium architecture.
The exterior design draws heavily from the DS Aero Sport Lounge concept, a design exercise first revealed in 2020, with an emphasis on aerodynamics. The roofline is sleek, and the bodywork is finely tuned to achieve a drag coefficient of just 0.24 cd, which not only enhances efficiency but extends the driving range.
At the front, the standout feature is the fully covered grille with an illuminated backdrop and DS emblem. The slim DS Pixel Vision headlights are paired with sharp DRLs that extend toward the bumper, evoking Peugeot-like vibes. Their shape is mirrored by the taillights, creating a new lighting signature for the brand. Another distinctive element is the steeply raked C-pillars, leading to an integrated rear spoiler.
The extended duo-tone exterior with a deep black finish for the upper portion of the bodywork complements the subtle plastic cladding on the lower end. Additional notable details include 21-inch forged wheels of the high-spec model, the flush door handles, and the N°8 emblem on the tailgate.
The DS N°8 measures 4.82 m (189.8 inches) long, 1.90 m (74.8 inches) wide, and 1.58 m (62.2 inches) tall, with a wheelbase of 2.90 m (114.2 inches). This means it is longer than the Peugeot 408 and Citroen C5 X fastback crossovers from the fellow Stellantis brands. Still, it remains 12 cm (4.7 inches) shorter than the more conventional DS 9 sedan.
A Premium Cabin
Inside, the premium aesthetic is in line with DS Automobiles’ upscale positioning within the Stellantis portfolio. The 10.25-inch digital instrument cluster is positioned behind a four-spoke steering wheel, joined by a wide 16-inch infotainment touchscreen in the middle of the dashboard, and an augmented-reality head-up display.
The “double-decker floating center console” with its star-inspired backlit graphics and crystal-like switches feels like it was plucked straight from a concept car. Furthermore, DS designers incorporated ambient lighting to accentuate the dashboard inserts, which seamlessly flow into the door panels. The latter incorporate some of the 14 speakers of the Electra 3D audio system by Focal, integrated within the perforated aluminum trim.
The bolstered seats are designed for comfort, featuring massaging, cooling, and heating functions for the front passengers – including a neck warmer. According to DS, there is plenty of room for the rear passengers, who also benefit from cooled and heated seats.
Options for the upholstery include Alcantara and full-grain Nappa leather, which are manufactured from recycled materials. The available panoramic glass roof has laminated glass and an infrared treatment, while the boot has a generous capacity of 620 lt (21.9 cubic feet).
The DS-specific suspension setup includes a standard variable damping system. A camera scans the road with the help of altitude sensors and accelerometers, ensuring optimal comfort and handling. The company has also put a lot of emphasis on sound insulation, using ultra-absorbent materials and double-layer laminated glass for a silent ride. Finally, the DS Drive Assist 2.0 suite gives the N°8 semi-autonomous capabilities.
Electric Exclusivity and STLA Underpinnings
The DS N°8 shares its STLA Medium underpinnings with the Peugeot 3008/5008, Opel Grandland, and the upcoming Citroen C5 Aircross. However, unlike the aforementioned SUVs which are also available in mild-hybrid and PHEV forms, the DS N°8 will be exclusively offered with fully electric powertrains. The same will apply to the upcoming Lancia Gamma, which is expected in 2026 as a sister model to the DS N°8.
In the DS, the FWD versions are powered by a single electric motor generating 227 hp (169 kW / 230 PS) or 242 hp (180 kW / 245 PS), with an extra 30 hp (22 kW / 30 PS) from a temporary boost function. The most powerful AWD model features dual electric motors producing a combined 345 hp (257 kW / 350 PS), or up to 370 hp (276 kW / 375 PS) with the boost function enabled. The latter allows the 0-100 km/h (0-62 mph) sprint to be completed in 5.4 seconds. Independently of the powertrain, top speed is limited to 190 km/h (118 mph).
Battery options include 74 kWh and 97.2 kWh units, offering up to 572 km (355 miles) and 750 km (466 miles) of range respectively, although the maximum figure for the AWD model is 686 km (426 miles). The 400V batteries are compatible with fast charging of up to 200 kW DC, with the 20-80% charge being completed in 27 minutes. DS hopes that 90% of the charging will take place at home or at work, which is why they offer a home charger as standard with the N°8.
According to DS, the N°8 will be launched in Europe from mid-2025. Pricing will be announced closer to the market launch.
Meeting the daily challenges of transporting children with disabilities is real and
complex. These challenges are not new, but they are increasingly multifaceted. On top of the challenge list in many school districts is driver shortages, followed by the cost of transportation services. What can be overwhelming is the increase in competing priorities to safely transport children with disabilities.
The pressure resulting from how to accomplish safe transportation for these children can result in inadequate decision-making. Guided by the principles of safety, responsibility and entitlement under federal and state law it is imperative to aspire to respond to challenges for safe transportation of children with disabilities by timely addressing the “Do’s and Don’ts” under pressure. I am realizing more and more about the importance of knowing what is and is not required under the Individuals with Disabilities Education Act (IDEA).
In addition to federal law, it is critical to be well-versed about state law pertaining to the related service of transportation for eligible children under the IDEA. Under the
IDEA Part B regulations, transportation is defined as a related service that includes: “(i) Travel to and from school and between schools; (ii) Travel in and around school buildings; and (iii) Specialized equipment (such as special or adapted buses, lifts, and ramps), if required to provide special transportation for a child with a disability.” (34 CFR §300.34(c)(16).
At first glance, this IDEA definition appears clear. In reality, unique individual child transportation requirements necessitate extensive knowledge about the related service of transportation and its explicit requirements.
Understanding the role of the individualized education program (IEP) team’s responsibility under the IDEA to develop, approve and implement the related service transportation is essential. Approved transportation services should always be documented in the IEP to avoid misunderstandings and potential IDEA compliance violations. The IEP team meeting should always include all the qualified personnel necessary to make an informed decision, including the parent.
Don’t make unilateral transportation decisions without the attendance of all stakeholders that are required for implementing an IEP. The following is an example of a costly mistake that happened multiple times during my career. The IEP team, under pressure from a single parent, required that a child be picked up first and dropped off last.
This was solely based upon the parent’s work schedule and not the needs of her child, based upon their disability. Unknown to transportation, the IEP team approved the request. It was not feasible to implement but still approved and written into the child’s IEP. The parent emphatically stated her request was “required under the IDEA.” The IEP team was intimidated and believed her.
This IEP decision resulted in a hearing officers’ requirement for the school district to add a new route to implement the approved IEP service. Can you imagine the unintentional effect of this IEP team’s unilateral decision? Make sure that the IEP team is fully knowledgeable about the IDEA transportation related service requirements, and do not make a decision based upon false information.
Another example of a costly mistake is when a parent at an IEP meeting claims, citing IDEA, their child is required to be transported to after-school care 17 miles away from
their home address. The IEP team unwisely believes the parent and approves their request.
The lesson to be learned is don’t believe everything that a person says without knowing how the IDEA addresses a specific issue. Be knowledgeable about what state law says on a specific topic and how the school district’s policies and procedures address the issue. In the previous example, it is likely that if the school district transports children without disabilities to requested after-school care or daycare, the school district will also be required to do so for children with disabilities as a matter of equity. These are just two examples of challenges whereby poor decision-making resulted in an avoidable costly error.
It is essential to know federal and state laws pertaining to transportation service eligibility requirements for children with disabilities. It is wise to rethink in advance
how to best provide these transportation services for children with disabilities. Utilizing school transportation data can improve decision-making. Accessing all funding sources helps to offset costly transportation services. One example is billing Medicaid when it is an allowable transportation expense.
Communication and coordination between multiple school district departments is key to problem-solving. It is key to be knowledgeable and current about best practices and school transportation literature concerning safe transportation of children with disabilities.
Editor’s Note: As reprinted in the November 2024 issue of School Transportation News.
Linda F. Bluth, Ed.D. is a national compliance and regulatory expert on IDEA transportation law and provisions. She is a tenured faculty member of the TSD Conference, a regular STN contributor, and a Hall of Fame member of the National Association for Pupil Transportation.
The Fiat 500 will get a new generation in 2032, which will also be manufactured in Mirafiori.
The news were shared by Jean-Philippe Imparato, Stellantis COO for the Enlarged European region.
The company will make further announcements about its future plans next week.
Stellantis might be navigating a whirlwind these days, but amidst the chaos of searching for a new CEO after Carlos Tavares abruptly resigned last week, the company has managed to find time to confirm that the next generation of the Fiat 500 will debut in 2032—even as it continuously pauses production of the current electric variant because, apparently, no one is buying it.
Commitment to Mirafiori Production
Additionally, the group has assured that production of the iconic Cinquecento will continue at the Mirafiori plant in Turin well beyond 2030, underscoring their commitment to maintaining a strong manufacturing presence in Italy.
Fiat might be having a hard time convincing people to buy the fully electric 500e, but the “Cinquecento” remains one of the most well-known nameplates in Europe’s city car segment. Jean-Philippe Imparato, former Alfa Romeo CEO and current Chief Operating Officer at Stellantis for the Enlarged Europe region, spoke about the model’s future during an interview with local media.
As reported by Quattroruote, Imparato has pledged to keep the Mirafiori plant busy with Fiat 500 production, even when the next generation arrives in 2032-2033. Before that happens, the Stellantis executive is trying to bring the mild-hybrid version of the current 500 model to the market as soon as possible. Imparato expects the Fiat 500 Ibrida to arrive around November 2025.
Revitalizing the 500 Lineup
According to COO, once the 500 lineup is complete with EV and mild-hybrid powertrain options, the goal is to “start again with about 100,000 cars a year.” Fiat recently had to pause production of the 500e due to slower-than-expected demand for the EV, a struggle that has persisted since 2020. The company kept the last-gen ICE-powered 500 in production until earlier this year before deciding to make the 500e compatible with mild-hybrid power.
According to Imparato, Turin is very important for Stellantis: “We’ll have the European organization, plus the sales people, plus the hybrid 500, plus the future of the 500 and this is a signal. In Turin we also have the e-Dct, which is the gearbox needed for the hybrid and is exported everywhere”.
Imparato offered his own explanation for the EV slowdown, attributing it to a financial crisis and pervasive uncertainty about the future:
“The global economic situation is not good and so people say: ‘Should I change my car now? I’m not sure. And should I get an electric, hybrid or traditional combustion engine?’. This is part of the uncertainty and beyond this it is said that individual mobility is about to change. But if I have to enter the center of a large Italian or even European city, what do I get? An electric? A hybrid? A plug-in? This fuels uncertainty. For me it is something that explains the current situation, beyond the economic crisis we are facing.”
The Chief Operating Officer added: “China will reach 90% electric within three years. We must push competitiveness and collaboration, to lighten costs: technology, batteries, software to be optimized. Stellantis is about to launch 14 models, including electric and hybrid, to face this competition. We will do it, it’s tough, we all know it, we need competitiveness, we need support.”
Stellantis is expected to make important announcements next week about its plans, as it’s trying to form an alliance with suppliers to continue the electric transition. Imparato is ensuring everyone that they won’t be closing down any factories in Italy, reaffirming Stellantis’ dedication to its Italian manufacturing roots.
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The Avatr 06 debuted in China, adding to the growing list of Tesla Model 3 rivals.
The sedan model is expected to offer both EV and EREV powertrain options.
Avatr is a Chinese brand backed by Changan and CATL, using technology from Huawei.
The ever-expanding electric vehicle market in China is welcoming yet another new entrant, as Avatr introduces its fourth production model, the Avatr 06 sedan, which serves as an entry point in the brand’s lineup. The low-slung sedan is closely related to the Avatr 07 SUV that debuted earlier this year, combining Changan underpinnings, CATL batteries, and Huawei tech.
At first glance, the sedan resembles a smaller version of the Avatr 12 Gran Coupe. However, a closer look reveals more conventional proportions and a subtle evolution of the brand’s signature styling cues. These include slim, split-design LED headlights, a cleaner front bumper, and sleeker surfacing along the profile.
The 06 sedan is also equipped with a suite of advanced sensors as part of the Huawei Qiankun ADAS system, including a roof-mounted LiDAR. The side mirrors have been replaced with cameras, a design choice that supposedly eliminates the need for a rear window—a trend that’s gaining traction, but still hard to embrace.The rear is finished off with a third brake light integrated into the edge of the sloping roofline, along with a discreet spoiler mounted on the tailgate.
The Avatr 06 measures 4,855 mm long, 1,960 mm wide, and 1,450 mm tall, with a wheelbase of 2,940 mm. That makes it 30 mm (1.2 inches) longer than the closely-related Avatr 07 crossover, and 135 mm (5.3 inches) longer than the Tesla Model 3.
Avatr / Weibo
While Avatr has yet to unveil the 06’s interior, it’s expected to follow in the footsteps of its more premium siblings, with a futuristic cockpit that includes large digital screens running Huawei’s Harmony OS and other high-tech features.
The 06 sedan shares the same CHN platform as the rest of the Avatr lineup. Although the company has not yet released full specifications, it’s safe to assume that the 06 will mirror the powertrain options of the 07 SUV. Expected variants include rear-wheel drive (RWD) and all-wheel drive (AWD) electric versions. The RWD variant will likely produce 338 hp (252 kW), while the AWD model should generate around 590 hp (440 kW). Both will be powered by an 82 kWh battery pack.
Additionally, there will be EREV (extended range electric vehicle) versions, combining a turbocharged 1.5-liter engine with a 39 kWh battery and offering the choice of one or two electric motors.
The Avatr 06 is set for a launch in China in early 2025, with the automaker hoping it will boost sales, particularly as the larger Avatr 11 and 12 models have fallen short of initial targets in the competitive Chinese EV market. Avatr is headquartered in Chongqing, with a development center in Shanghai and a design center in Munich, Germany.
More than half of all new cars sold in China are electric or hybrid, with registrations tripling since 2021.
Some experts predict the country’s gasoline consumption could begin to drop by 4 to 5 percent every year.
The People’s Republic accounts for nearly one-fifth of global oil demand, but that may sharply decline.
China’s EV market is booming. Sales of fully electric and hybrid cars have trebled over the last three years and are almost eight times higher than they were in 2020. It’s a great time to be an automaker selling electrified vehicles, but not so great if you’re an exec in the oil industry.
Almost one-fifth of the world’s oil production currently goes to China. The country has provided most of the industry’s growth since the millennium, as it has for the auto industry and others. But now analysts think China’s love for EVs will result in a marked drop in demand for gasoline, which accounts for 25 percent of the nation’s oil consumption.
One brokerage firm told reporters it expects Chinese gasoline use to drop by between 4 and 5 percent every year between now and the end of the decade. A demand reduction was always forecast, but China’s electric boom means it’s happening much faster than many experts had anticipated.
One in 10 cars currently on the road in China is electrified, but at the current sales rate, the mix is expected to double by 2027 and could reach 100 percent by the 2040s, Anders Hove, a China researcher at the Oxford Institute for Energy Studies, told Bloomberg.
That kind of shift would have a devastating impact on the oil industry, Hove predicting that China’s oil demand for light vehicles would plummet from its current 3.5 million barrels per day to just 1 million by 2040.
Though that’s a major problem for Big Oil, it can at least take some comfort in knowing that other nations are in far less of a rush to abandon their combustion cars – EVs only account for 10 percent of US car sales. And even in China, a big chunk of the growth in electrified vehicles has come from sales of PHEVs, which still need some gasoline, though exactly how much they need in real ownership scenarios across China still needs more investigation.
Germany’s EV market took a significant hit, with sales dropping 22% in November.
At the end of 2023, the government eliminated EV subsidies for the general public.
Hybrid cars surged by 20% in November, capturing 38.7% of all new car registrations.
The German automotive industry is facing difficult times, caught in a storm of strikes, internal tensions at the Volkswagen Group, cost-cutting measures at Mercedes, Ford and BMW, and shifting market dynamics putting pressure on all brands. While the new vehicle market managed to hold its ground in November with 244,544 passenger car sales—a slight 0.5% dip compared to the previous year—the real drama is unfolding in the EV sector, where sales have taken another hit.
EVs Struggle in Germany’s Post-Subsidy World
The numbers don’t lie: EVs are in deep trouble in Europe’s largest market. According to figures released by the country’s Federal Motor Transport Authority (Kraftfahrt-Bundesamt – KBA), November didn’t bring any relief, with EV sales plunging by 22% year-over-year. A total of 35,167 new electric vehicles were registered that month, accounting for 14.4% of all new registrations. While that’s still a decent share, it looks like they’ll struggle to meet the ambitious targets set just a few years ago.
Much of the current slump can be traced back to the German government’s decision to end subsidies for electric cars at the end of 2023. At the time, Transport Minister Volker Wissing argued that the EV market should be able to stand on its own without public aid, claiming that permanent subsidies aren’t a sustainable solution. It seems, however, the market isn’t quite ready to walk unaided. As Germany grapples with its EV slowdown, eyes will turn to other major European markets, like France and Spain, where similar subsidy cuts are on the horizon for 2025. Will they see the same fate?
Hybrids Keep the Flame Alive
If EVs are sputtering, hybrids are thriving in Germany. In November, 94,554 hybrid vehicles found new homes, marking an impressive 20.3% increase from the same month last year. Of these, 20,604 were plug-in hybrids, showing a 13.7% uptick. Hybrids now account for a solid 38.7% of all new registrations, proving that consumers are still drawn to greener options, but perhaps with a foot in both worlds.
Meanwhile, traditional fuel-powered cars are showing mixed results. Gasoline-powered vehicles dipped by 5.4%, while diesel saw a sharper decline of 7.5%. LPG-powered cars, despite their niche appeal, recorded a modest 3.2% gain, though they still occupy a negligible share of the market.
Tesla and Polestar: The EV Struggles Continue
It’s not just the overall market that’s feeling the pressure; EV makers themselves are getting hit hard. Tesla, the top dog in the electric revolution, posted a dramatic 55.1% drop in sales in November, delivering just 2,103 units in Germany. Year-to-date, Tesla’s German sales have fallen by 43.6%, with only 33,669 units sold so far. And it’s not just Tesla that’s in trouble. Polestar, another EV-only manufacturer, saw its November sales plummet by 26%, with a massive 52.6% drop in total sales for the year.
Rising Stars and Declining Imports
While EV makers are in a pinch this year, some traditional and import brands are seeing a turnaround. Toyota, the poster child of hybrids, for instance, had a spectacular November, with sales up 104.5%, securing 4.2% of the market share. Peugeot (+78.5%), Citroen (+16.9%), and Skoda (+16.5%) also posted impressive gains. On the flip side, several high-volume import brands are heading in the opposite direction. Fiat saw a steep 39.1% decline, while Kia (-16.9%), Mazda (-14.3%), Hyundai (-11.8%), and Renault (-0.9%) all delivered negative growth in new registrations.
The Outlook for Germany’s Auto Industry
In sum, Germany’s automotive market remains a study in contrasts: steady sales overall, but with a marked shift away from pure electric vehicles. With the government scrapping subsidies and EV makers stumbling, the future of electric mobility in Germany appears less certain than ever. Meanwhile, hybrids are enjoying a surge, proving that the internal combustion engine still has life left in it. No doubt, it’s a confusing time for the auto industry, one that might require more than just a policy shift to right the ship. What’s more, it brings the EU’s ban on ICE-powered cars that’s set for 2035 into question, as buyers may not be ready yet for such a huge change.
Mazda CEO Masahiro Moro confirmed that the Iconic SP concept is moving towards production.
The production version may retain the concept’s dual-rotor range-extender hybrid powertrain.
The new coupe could be a spiritual successor to the RX-7, with innovative technology.
After years of speculation, fans of Mazda’s rotary-powered sports coupes can finally breathe a sigh of relief. If you weren’t convinced by the words of Mazda’s head designer, Masashi Nakayama, the company’s CEO, Masahiro Moro, has stepped in to reaffirm the brand’s commitment to producing a vehicle based on the well-received Iconic SP concept.
During a wide-ranging interview with Auto News, Moro was asked about a production version of the Iconic SP. He responded, “We still persist in making it happen, and we are marching towards it step by step”. While not exactly a hard launch date, his words are the closest thing we’ll get to a green light for the production version of the Iconic SP. After years of speculation, it looks like Mazda fans might finally get their hands on a legitimate successor to the RX-7 that we all miss.
Mazda’s Vision for the Future
Moro had shown his enthusiasm for the concept right from the start. During the Iconic SP reveal at the 2023 Japan Mobility Show, the CEO described it as a beacon of Mazda’s “commitment to the future”.
As mentioned earlier, this isn’t the first time we’ve heard about the company’s intent to bring the concept to production from a high-ranking official. Last month, design chief Masashi Nakayama stated, “This concept is not just one of those empty show cars. It has been designed with real intent to turn it into a production model in the not-so-distant future.”
During the same interview, the Mazda CEO revealed that the company is developing a new hybrid powertrain with two rotors, one that could cater to America’s thirst for power: “The rotors spin separately in different chambers with one shaft. We need to generate more electricity. Two rotors will generate more power, which is more suitable to U.S. market characteristics”.
The Iconic SP’s hybrid powertrain is an interesting departure from what many expected. Instead of a traditional combustion (rotary) engine, Mazda opted for a dual-rotor engine that serves as a power generator for an electric drivetrain. This hybrid setup produces a combined 365 hp (272 kW/370 PS), which is more than we ever got from the RX-7 and RX-8 models.
A Hybrid with Purpose
The hybrid rotary engine powering the Iconic SP isn’t just a clever throwback. It also addresses one of the most significant challenges in the EV industry today—weight. By using a range-extender internal combustion engine (ICE) to generate electricity, Mazda can use a smaller battery pack, reducing weight and avoiding the cumbersome, energy-hungry batteries found in most BEVs.
We recently asked Mazda USA about a production version of the concept and received the following reply: “Iconic SP is a design study for future Mazda sports cars. Whether it’s an MX-5 Miata, or any other Mazda vehicle, the people who work at Mazda have a lot of passion for driving and encouraging others to also find that passion through the fun to drive cars that we make and will continue to make.”
Hybrids and plug-in hybrids are among 226,118 vehicles Hyundai is recalling in the U.S. over damaged circuit boards that could prevent rearview camera displays from working. The recall includes 2021 and 2022 Hyundai Santa Fe Hybrid crossovers and Elantra Hybrid sedans, as well as 2022 Hyundai Santa Fe Plug-In Hybrids and non-hybrid versions of...
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