Democratic and Republican candidates for governor are working to build their name recognition and campaign throughout the state and had their first opportunity to appear on the same platform at a forum Thursday. Shown are, from left, Matt Smith of WISN-12, Francesca Hong, Sara Rodriguez, Kelda Roys, David Crowley and Missy Hughes, all Democrats, and Josh Schoemann, a Republican. (Photo by Baylor Spears/Wisconsin Examiner)

The primaries for Wisconsin’s open gubernatorial election are about nine months away and the 2026 general election is still a year out, but Democratic and Republican candidates had their first opportunity to speak at a group forum Thursday. 

The forum, moderated by WISN-12 News Political Director Matt Smith, was hosted at the Wisconsin Technology Council’s annual symposium and focused mostly on the economy, especially the technology sector. 

Democratic candidates at the forum included Lt. Gov. Sara Rodriguez, state Sen. Kelda Roys, Milwaukee County Executive David Crowley, state Rep. Francesca Hong and former Wisconsin Economic Development Corporation (WEDC) CEO Missy Hughes. 

Washington County Executive Josh Schoemann was the lone Republican candidate at the forum. U.S. Rep. Tom Tiffany, who is seen as the frontrunner on the GOP side, was not present.

All are competing to replace Democratic Gov. Tony Evers, who won’t seek reelection, in the first open Wisconsin governor’s race in 15 years.

Threats to the economy

Smith asked the candidates what they see as the greatest threat to Wisconsin’s economy.  In her answer, Roys elicited the first — and biggest — round of applause from the audience.

“Wisconsin needs three key things to survive and thrive economically. We need higher wages for our workers — we lag behind our midwestern peers — we need lower costs on everything from housing to health care, and we need more freedom,” Roys said. “The biggest threat to all three of these things is the Trump regime.”

Roys said Trump’s tariffs are driving up prices for many products including appliances, building materials and groceries. She also said cuts to health care are going to have a disproportionate impact on rural parts of the state and that targeting immigrants is hurting the state’s agriculture industry. Entrepreneurship and capitalism, she added, also rely on the rule of law. 

“We need to have a free society that obeys democratic norms, and right now, Trump and his regime are our biggest threat,” Roys said. 

Hong said “authoritarianism” is the biggest threat to the economy, adding that disparities are growing in part because of actions being taken at the federal level, such as cutting food assistance. 

“When you have essentially a federal government that is taking away rights of states and our communities, that is going to threaten the economy,” Hong said. “It is workers that power the economy.”

Schoemann said “affordability” is the greatest threat and expressed concerns about young people and retirees leaving the state to live elsewhere. He said the state should work to deregulate industry and lower utility rates and cut taxes to address the threat. 

“The average price of a home in Wisconsin right now is almost $350,000… A brand new teacher and a brand new cop who are married with a dual income can’t afford to qualify for the mortgage for that one. If they have a child, they’re trying to pay for child care, and they have utility bills that are going through the roof, and Verizon just had another increase in prices, and not to mention Netflix,” Schoemann said to some chuckles from the audience. “I know we laugh, but it’s a problem. It’s a massive problem.”

Rodriguez agreed that affordability is a big concern, saying that she wants her 19-year-old son to be able to build a life in Wisconsin but she is concerned that he won’t be able to afford to live here. 

“He’s not going to be able to do that if he can’t afford a home. He’s not going to be able to do that if, you know, he’s not going to be able to afford child care, so I think affordability is our biggest threat,” Rodriguez said. She added that the state needs to figure out how to ensure that its workforce can grow. 

Crowley said “complacency” is the biggest threat.

“We can’t continue to do the same work that we’ve been doing. We should no longer be defending the status quo because we have to figure out how do we build new institutions … ” Crowley said. “We see that public trust has been destroyed in government.”

Hughes said the state isn’t investing enough in K-12 and higher education. 

“When we start from a place of thinking, ‘No, we don’t want to take a risk. No, we don’t want to have investment in something,’ we end up just staying in the same place and often spiraling downward,” Hughes said. 

Working with the Trump administration

Democratic candidates were asked how they would work with the Trump administration, while Schoemann was asked whether there is anything he would push back on.

Rodriguez said that she would use the “bully pulpit” of the governor’s office to put pressure on the Trump administration to be more consistent. She noted her background as a health care executive, saying that being able to plan is essential. 

“You’re trying to figure out what you’re going to be doing in the next several years. Small businesses do the same thing. With this back and forth on tariffs… it is almost impossible to, so, that’s why it feels like we’re stuck,” Rodriguez said.

Roys called Trump a “bully and an authoritarian” and said Wisconsin needs a governor who will stand up to the administration. She noted governors in other states, including California Gov. Gavin Newsome, Maine Gov. Janet Mills and Illinois Gov. J.B. Pritzker, as examples of governors across the country who are pushing back.

Crowley said that he has worked with the federal government under Trump and President Joe Biden to secure grant funding for Milwaukee County. He also noted that he worked with Republicans at the state level to help pass legislation that overhauled local government funding in Wisconsin. 

“When we go into a restaurant, you’re not having a conversation with a waiter about their relationship with the cook. You want to make sure that your food is coming out hot and ready and delicious,” Crowley said. “We need our government to work the exact same way. Doesn’t matter if we agree on anything or not. We need to be delivering for the people that we represent every single day because it’s about moving our state forward.”

Hughes noted that Trump pushed for a plan operated by FoxConn during his first term, which had promised would create 13,000 jobs, and the state of Wisconsin invested $1.5 billion in infrastructure to make that happen. The original plan was mostly abandoned by the company.  

“I had to come in and clean up that mess,” Hughes said. She was involved in brokering a deal with Microsoft, which launched plans in 2024 for a $3.3 billion data center on the land that was once going to be the site of the FoxConn development. 

“You have to work at every level of the economy from a small business on Main Street all the way to our biggest businesses and supporting them and everywhere in between,” Hughes said. “Donald Trump thinks you can do these big things, and it’s all going to be better, and we’re all ending up paying the price for that.” Instead of taking Trump’s “silver bullet” approach, Hughes said, Wisconsin’s governor must understand the complexity of the state economy and ”keep working hard to create the quality of life that keeps people here here.”

Hong said it would be hard to work with the administration. She added that the lack of funding for SNAP is “disrupting an entire ecosystem,” and said public officials need to fight for the most vulnerable. 

“We have to make sure that people have food, and so, I think working with an administration that has no interest in your constituents is going to be incredibly difficult to be able to ensure that there is an economy that works for everyone,” Hong said. 

Schoemann didn’t say whether he would push back on anything the Trump administration is doing. He said tariffs have been difficult, but he also said the issues are global. 

“I hear from manufacturers and agriculture alike it’s the constant give and take, but let’s face it,… the changes that the world is going through right now — it’s a global thing,” he said. 

Data centers and artificial intelligence regulations

The growing presence of data centers in Wisconsin and the concerns they raise about increased electricity costs and water consumption, as well as the use of  artificial intelligence (AI), was a significant focus of the forum.

According to datacentermap.com, there are currently 47 data centers in Wisconsin. Proposals for more centers in the state are popping up as well, including one for a campus operated by OpenAI, Oracle and Vantage Data Centers in Port Washington. 

A recent Marquette Law School poll asked Wisconsinites about data centers and found that 55% say the costs of large data centers are greater than the benefits they provide, while 44% say the benefits outweigh the costs.

Schoemann, noting his close proximity to Port Washington, said that he thinks there is an “abundance of opportunity” created by data centers, but the state needs to be “very, very strategic and smart about where” data centers are placed. He said he also has concerns that there isn’t enough power in Wisconsin, and expressed hope that there will be a nuclear power “renaissance” in the state.

Crowley said he doesn’t think the government should be picking “winners and losers” when it comes to data centers, but instead should “make sure that this is fertile ground for entrepreneurs and businesses to either stay or move right here to the state of Wisconsin.”

“There’s an opportunity for us to really become AI and a data hub not only for the entire country, but for the entire globe and really sets us apart in making sure that we continue to invest in businesses and companies here,” Crowley said. 

Hughes said that Wisconsin has a diverse economy and that she doesn’t see the state  becoming a data center-based economy in the near future, but that data centers do offer an opportunity for communities.

“To have some of these data centers land here in Wisconsin, provide incredible property tax and revenue for the communities that are really determining how to pay their bills, how to build new schools, how to build new fire departments, it’s an opportunity for those communities to access some of that investment and to benefit from it,” she said. 

Hughes also said the state is already involved in conversations with companies seeking to build data centers in Wisconsin and that should continue. She said a project needs to be right for individual communities, noting the example of Microsoft scrapping its plans last month for a data center in Caledonia after major pushback from the local community. The company is now looking for an alternative site.

“We talked to them about their environmental needs, about where they’re building and how to make that happen in a way that has the least impact to the communities and the best benefit for Wisconsin,” Hughes said. “Working directly with the companies and getting to know those companies, acting with them as partners, is critically important for these to be good investments and ultimately beneficial for Wisconsin.”

Hong raised concerns about the environmental impact of data centers and the prospect that they could drive up utility bills. 

“One of the big considerations here is that for the workers and jobs that are created from these AI data centers, let’s make sure that the housing that’s being built, the workers are going to stay in Wisconsin, that we have to make sure that the companies are being held accountable,” Hong said. 

Roys said that “data centers are coming whether people like it or not” and the question for policymakers is whether they can implement “an approach that respects the values that I think all of us share — of democracy and shared decision making that’s transparent, that’s accountable, of fair play… and of protecting all of our resources.” She added that she has been concerned seeing “the biggest and wealthiest” companies seek to force their ways into communities. 

Asked about the role that the state should play in regulating artificial intelligence, most of the candidates appeared open to some regulation of AI but expressed concerns about stifling growth. 

Roys said she wants to see consumer protections and said she has authored legislation to crack down on crypto kiosk scams as well as to regulate on the use of AI to ensure landlords don’t use it to help hike rents.

Hughes compared AI to a hammer, saying it could be used to hurt someone or to build structures.

“Trying to regulate it at this moment could potentially hold back some of the benefits that we might see from it. I think that we need to continue to watch it,” Hughes said. “ … I want to make sure that we preserve the right to use that tool in a way that can really advance our society forward.”

Crowley said he thinks there should be laws in place, but there is no “one-size-fits-all solution for technology.”

“How do you make sure that those who are directly involved in this particular industry are at the table, making sure that there is some predictability when it comes down to starting your company and also making sure they can continue to grow?… But make sure that we’re also protecting our environment, protecting the consumer at the exact same time.” Crowley said. 

Schoemann, meanwhile, said he was concerned about how AI could be a threat to the state’s workforce. He noted that Washington County has studied the potential impacts of AI, finding that many jobs could be automated using AI in the next 15 years or so. 

He said he wanted to see more study of AI’s impact, to answer the question, “How do we prepare the workforce?”

Broadband and marijuana

A question about how to increase broadband access in Wisconsin led the an unexpected answer from Hong: “Legalize weed.”

Wisconsin is one of 11 states that hasn’t legalized recreational or medical marijuana. By some estimates the state is losing out on millions in tax revenue each year due to cannabis prohibition. 

“The revenue that comes in will be able to invest in fiber optic and high-speed internet in many different companies across the state,” Hong said.

The push to legalize marijuana for either recreational and medicinal purposes in Wisconsin has been a fruitless pursuit under split government. Republican lawmakers are working to advance a medical marijuana proposal in the Legislature right now, though it is unclear whether it can garner enough support to become law. 

Rodriguez said she didn’t disagree with Hong, noting that Wisconsin’s midwestern neighbors are able to bring in significant revenue by taxing marijuana.

“Gov. [J.B.] Pritzker thanks us all the time for the amount of tax Wisconsin [consumers pay],” Rodriguez said. 

Rodriguez also added that she wants to build off the Evers administration’s successes expanding broadband.

“It is a requirement for modern day working, for schools. We saw that during COVID,” Rodriguez said. “Making sure that we are able to get that type of connection to every part of Wisconsin is going to be important.” 

Hughes agreed both with marijuana legalization and with Rodriguez on broadband, saying there have been “incredible strides” in installing broadband in rural areas under the Evers administration. 

“I’m all for legalizing weed, and abortion for that matter,” Roys said. 

Roys noted that the state’s progressive tax structure has flattened over the last 16 years and that reversing that trend — taxing higher income residents — could help pay for investments in broadband.

Schoemann started his answer focused on broadband, rather than staking out his position on marijuana legalization, saying broadband it is a massive issue, especially in the Northwoods. He said Washington County was able to make progress using American Rescue Plan Act (ARPA) funding, though he didn’t necessarily support the funding. 

“I took [U.S] Rep. Glenn Grothman’s advice: ‘If they’re dumb enough to give you the money, you should be dumb enough to spend it,’” Schoemann said. “Some of that we did in broadband… I think we have to finish the job on broadband.”

GET THE MORNING HEADLINES.

SUBSCRIBE

Three companies behind planned and ongoing data center developments on Thursday separately announced efforts aimed at supporting Wisconsin researchers and communities.

The post As Wisconsin voters question data centers, tech companies tout research, community gains appeared first on WPR.

Registration is now open for the 2026 ACT Expo, which returns to Las Vegas, Nevada, in the spring.

The 16th ACT Expo, held May 4-7 at the Las Vegas Convention Center, will feature sessions on AI and autonomy as well as zero-emission vehicles. Originally called the Advanced Clean Transportation, ACT Expo for short, will now be known solely as ACT Expo, which event producers TRC Companies, said reflects the “expanded scope across advanced, autonomous, connected, and clean transportation technologies.”

TRC noted that ACT Expo can no longer “be simply defined as the clean or advanced technology show — it has become so much more.”

ACT now stands for the following:

• Advanced, Autonomous, Alternative, AI, Analytics, Adaptable, Assets
• Clean, Commercial, Connected, Cost-Effective, Compliant, Charged, Carbon-free
• Transportation, Technology, Transition, Trailers, Telematics, TCO, Tires

The event, which annually attracts over 12,000 attendees and 500 exhibitors, “offers end-users the most current insight into the key technology trends driving the market today and in the years ahead, practical lessons from peers, direct access to every major OEM and industry supplier in the market, strategies to boost competitiveness and accelerate the use of high-tech and clean vehicles and fuel, and the relationships that drive long-term success,” a press release on the event states.

The ACT Expo traditionally has hosted one school-bus-specific session each year and features school buses on the trade floor from various manufacturers. This year, however, TRC Companies said ACT Expo will place a greater emphasis on the digital frontier, reflecting industry investment in software-defined vehicles, real-time data collection and analysis via the use of AI and autonomy.

---

Related: (STN Podcast E257) The Paths Forward: AI, Clean Energy, Manufacturing Discussed at ACT Expo
Related: ACT Expo Heads Back to Anaheim, Agenda Released
Related: School Bus Wi-Fi Solution Now Available for Districts Left in E-Rate Cold
Related: WATCH: Michigan Association Releases Illegal Passing PSA for School Bus Safety Week

---

“Through end-user case studies, the event will highlight how these cutting-edge technologies are improving performance, safety, and ROI, while giving attendees a clear view of where and how they are scaling,” the release states.

In addition to the technologies, the conference will continue to highlight ultra-clean vehicles and low-carbon fuels, spotlighting infrastructure.

“The pace of change and acceleration of advanced technologies in commercial transportation is phenomenal; it’s unlike anything we have seen before,” stated Erik Neandross, president of Clean Transportation Solutions at TRC. “From the boardroom to the show floor, ACT Expo is the one place where C-suite representatives from fleets, OEMs, and infrastructure partners engage directly to shape real-world progress and the future of their businesses. It’s where fleet leaders learn what’s actually working in the field, what’s just around the corner, and where they can better understand proven strategies that can deliver both economic and environmental results.”

School Transportation News is a media sponsor of the event.

The post ACT EXPO Registration Opens, Event Focus on AI and Autonomy appeared first on School Transportation News.

Microsoft will not move forward with a data center development in a Racine County community and will look to find a new site for the project.

The post Microsoft scraps plans for Caledonia data center site, working to find an alternate location appeared first on WPR.

As the school transportation industry wrestles with complex challenges—driver shortages, safety concerns and operational inefficiencies—artificial intelligence (AI) is often positioned as a silver bullet. Fleet management systems tout data optimization. Dash cams promise incident reduction. Digital platforms claim to centralize and simplify operations.

But in the rush to innovate, we risk forgetting what matters most: People. Specifically, the drivers, dispatchers and front-line staff who make student transportation possible every day. If AI is to truly move this industry forward, it must be rooted in empathy—not just algorithms.

Coaching, Not Surveillance
Take the growing adoption of AI-powered dash cameras. When framed solely as surveillance tools, these systems can alienate drivers. No one wants to feel like they’re being watched without context or support. However, when implemented with a focus on coaching rather than punishment, these same tools can become allies. Cameras that detect risky behaviors—such as distracted driving, hard-braking or rolling stops—can deliver real-time feedback and personalized training opportunities. This helps drivers improve their performance without feeling policed.

It’s a shift in mindset from compliance to confidence-building. Drivers begin to feel supported, not scrutinized. And fleets often see measurable improvements in safety outcomes and morale as a result.

Retention Through Respect
The transportation industry has a retention problem. Nationally, school bus operators report chronic shortages, with turnover rates frequently exceeding 50 percent. Recruitment incentives and signing bonuses help, but they rarely address the deeper issue: How drivers feel on the job.

This is where AI can play a powerful role, if used thoughtfully. Integrated platforms that
offer real-time route data, reliable communication and automated scheduling aren’t just operational tools. They’re stress reducers. When a school bus driver knows their route will be accurate, when help is one tap away, and that their feedback is acknowledged and
acted upon, it builds trust. And trust builds tenure. In some operations, these changes have reduced driver turnover by double digits. Not because of gimmicks or grand gestures but because the technology made drivers feel valued and protected.

The Quiet Power of Automation AI’s most human impact may come behind the scenes. The administrative burdens on drivers and staff, from payroll questions to incident reporting, can erode time, focus and job satisfaction. Enter virtual assistants, workflow automations and smart self-service tools. When designed well, they give employees 24/7 access to the information they need, cut response times and free up staff to focus on meaningful, person-to-person support.

This isn’t just about operational efficiency, it’s about respect. Respect for employees’ time. Respect for their need to focus on their core responsibilities. Respect for their mental bandwidth. It’s tempting to think of automation as impersonal. But when deployed with the employee experience in mind, it can be one of the most empathetic forms of technology.

Start With the End User Too often, transportation tech is built from the top down and optimized for operations managers, IT leaders, or compliance teams. But the most successful implementations flip that script. They ask, what do drivers actually need? What do dispatchers struggle with? Where do mechanics waste the most time? Empathy, in this sense, becomes a design principle. And when it is, adoption skyrockets. Engagement rises. Feedback loops get shorter. And frontline staff begin to see technology not as a burden—but as a partner.

The Bigger Opportunity We’re at a crossroads. AI and automation are poised to reshape school transportation over the next decade. But the question isn’t whether we’ll adopt these tools. It’s how we’ll use them. Will we chase efficiency at the cost of human connection? Or will we use technology to elevate the people who make the system work? The path forward requires us to recognize a simple truth: Buses don’t move students—people do. And when we center those people in our digital transformation efforts, everyone wins: the organization, the employees and most importantly, the children we’re entrusted to transport safely every day.

Editor’s Note: As reprinted from the September 2025 issue of School Transportation News.

---

Gaurav Sharda is the chief technology officer for Beacon Mobility companies and in July won the SchoolTransportation News Innovator of the Year Award for his direction of new human-focused AI solutions.

---

---

Related: Strides in Vehicle to Grid Technology Continue
Related: Feeling Super About Transportation Technology?
Related: New Technology Provides Data to School Bus Routing
Related: Bring the A-Game to Fleet Management

The post Why AI in School Transportation Must Start with Empathy, Not Efficiency appeared first on School Transportation News.

On May 6, MIT AgeLab’s Advanced Vehicle Technology (AVT) Consortium, part of the MIT Center for Transportation and Logistics, celebrated 10 years of its global academic-industry collaboration. AVT was founded with the aim of developing new data that contribute to automotive manufacturers, suppliers, and insurers’ real-world understanding of how drivers use and respond to increasingly sophisticated vehicle technologies, such as assistive and automated driving, while accelerating the applied insight needed to advance design and development. The celebration event brought together stakeholders from across the industry for a set of keynote addresses and panel discussions on critical topics significant to the industry and its future, including artificial intelligence, automotive technology, collision repair, consumer behavior, sustainability, vehicle safety policy, and global competitiveness.

Bryan Reimer, founder and co-director of the AVT Consortium, opened the event by remarking that over the decade AVT has collected hundreds of terabytes of data, presented and discussed research with its over 25 member organizations, supported members’ strategic and policy initiatives, published select outcomes, and built AVT into a global influencer with tremendous impact in the automotive industry. He noted that current opportunities and challenges for the industry include distracted driving, a lack of consumer trust and concerns around transparency in assistive and automated driving features, and high consumer expectations for vehicle technology, safety, and affordability. How will industry respond? Major players in attendance weighed in.

In a powerful exchange on vehicle safety regulation, John Bozzella, president and CEO of the Alliance for Automotive Innovation, and Mark Rosekind, former chief safety innovation officer of Zoox, former administrator of the National Highway Traffic Safety Administration, and former member of the National Transportation Safety Board, challenged industry and government to adopt a more strategic, data-driven, and collaborative approach to safety. They asserted that regulation must evolve alongside innovation, not lag behind it by decades. Appealing to the automakers in attendance, Bozzella cited the success of voluntary commitments on automatic emergency braking as a model for future progress. “That’s a way to do something important and impactful ahead of regulation.” They advocated for shared data platforms, anonymous reporting, and a common regulatory vision that sets safety baselines while allowing room for experimentation. The 40,000 annual road fatalities demand urgency — what’s needed is a move away from tactical fixes and toward a systemic safety strategy. “Safety delayed is safety denied,” Rosekind stated. “Tell me how you’re going to improve safety. Let’s be explicit.”

Drawing inspiration from aviation’s exemplary safety record, Kathy Abbott, chief scientific and technical advisor for the Federal Aviation Administration, pointed to a culture of rigorous regulation, continuous improvement, and cross-sectoral data sharing. Aviation’s model, built on highly trained personnel and strict predictability standards, contrasts sharply with the fragmented approach in the automotive industry. The keynote emphasized that a foundation of safety culture — one that recognizes that technological ability alone isn’t justification for deployment — must guide the auto industry forward. Just as aviation doesn’t equate absence of failure with success, vehicle safety must be measured holistically and proactively.

With assistive and automated driving top of mind in the industry, Pete Bigelow of Automotive News offered a pragmatic diagnosis. With companies like Ford and Volkswagen stepping back from full autonomy projects like Argo AI, the industry is now focused on Level 2 and 3 technologies, which refer to assisted and automated driving, respectively. Tesla, GM, and Mercedes are experimenting with subscription models for driver assistance systems, yet consumer confusion remains high. JD Power reports that many drivers do not grasp the differences between L2 and L2+, or whether these technologies offer safety or convenience features. Safety benefits have yet to manifest in reduced traffic deaths, which have risen by 20 percent since 2020. The recurring challenge: L3 systems demand that human drivers take over during technical difficulties, despite driver disengagement being their primary benefit, potentially worsening outcomes. Bigelow cited a quote from Bryan Reimer as one of the best he’s received in his career: “Level 3 systems are an engineer’s dream and a plaintiff attorney’s next yacht,” highlighting the legal and design complexity of systems that demand handoffs between machine and human.

In terms of the impact of AI on the automotive industry, Mauricio Muñoz, senior research engineer at AI Sweden, underscored that despite AI’s transformative potential, the automotive industry cannot rely on general AI megatrends to solve domain-specific challenges. While landmark achievements like AlphaFold demonstrate AI’s prowess, automotive applications require domain expertise, data sovereignty, and targeted collaboration. Energy constraints, data firewalls, and the high costs of AI infrastructure all pose limitations, making it critical that companies fund purpose-driven research that can reduce costs and improve implementation fidelity. Muñoz warned that while excitement abounds — with some predicting artificial superintelligence by 2028 — real progress demands organizational alignment and a deep understanding of the automotive context, not just computational power.

Turning the focus to consumers, a collision repair panel drawing Richard Billyeald from Thatcham Research, Hami Ebrahimi from Caliber Collision, and Mike Nelson from Nelson Law explored the unintended consequences of vehicle technology advances: spiraling repair costs, labor shortages, and a lack of repairability standards. Panelists warned that even minor repairs for advanced vehicles now require costly and complex sensor recalibrations — compounded by inconsistent manufacturer guidance and no clear consumer alerts when systems are out of calibration. The panel called for greater standardization, consumer education, and repair-friendly design. As insurance premiums climb and more people forgo insurance claims, the lack of coordination between automakers, regulators, and service providers threatens consumer safety and undermines trust. The group warned that until Level 2 systems function reliably and affordably, moving toward Level 3 autonomy is premature and risky.

While the repair panel emphasized today’s urgent challenges, other speakers looked to the future. Honda’s Ryan Harty, for example, highlighted the company’s aggressive push toward sustainability and safety. Honda aims for zero environmental impact and zero traffic fatalities, with plans to be 100 percent electric by 2040 and to lead in energy storage and clean power integration. The company has developed tools to coach young drivers and is investing in charging infrastructure, grid-aware battery usage, and green hydrogen storage. “What consumers buy in the market dictates what the manufacturers make,” Harty noted, underscoring the importance of aligning product strategy with user demand and environmental responsibility. He stressed that manufacturers can only decarbonize as fast as the industry allows, and emphasized the need to shift from cost-based to life-cycle-based product strategies.

Finally, a panel involving Laura Chace of ITS America, Jon Demerly of Qualcomm, Brad Stertz of Audi/VW Group, and Anant Thaker of Aptiv covered the near-, mid-, and long-term future of vehicle technology. Panelists emphasized that consumer expectations, infrastructure investment, and regulatory modernization must evolve together. Despite record bicycle fatality rates and persistent distracted driving, features like school bus detection and stop sign alerts remain underutilized due to skepticism and cost. Panelists stressed that we must design systems for proactive safety rather than reactive response. The slow integration of digital infrastructure — sensors, edge computing, data analytics — stems not only from technical hurdles, but procurement and policy challenges as well. 

Reimer concluded the event by urging industry leaders to re-center the consumer in all conversations — from affordability to maintenance and repair. With the rising costs of ownership, growing gaps in trust in technology, and misalignment between innovation and consumer value, the future of mobility depends on rebuilding trust and reshaping industry economics. He called for global collaboration, greater standardization, and transparent innovation that consumers can understand and afford. He highlighted that global competitiveness and public safety both hang in the balance. As Reimer noted, “success will come through partnerships” — between industry, academia, and government — that work toward shared investment, cultural change, and a collective willingness to prioritize the public good.

© Photo: Kelly Davidson Studio

The cleantech world is experiencing a quiet revolution. Artificial intelligence is no longer knocking at the door, it’s quietly remodeling the entire house....

The post The Ultimate Guide to AI in Cleantech appeared first on Cleantech Group.

Car design is an iterative and proprietary process. Carmakers can spend several years on the design phase for a car, tweaking 3D forms in simulations before building out the most promising designs for physical testing. The details and specs of these tests, including the aerodynamics of a given car design, are typically not made public. Significant advances in performance, such as in fuel efficiency or electric vehicle range, can therefore be slow and siloed from company to company.

MIT engineers say that the search for better car designs can speed up exponentially with the use of generative artificial intelligence tools that can plow through huge amounts of data in seconds and find connections to generate a novel design. While such AI tools exist, the data they would need to learn from have not been available, at least in any sort of accessible, centralized form.

But now, the engineers have made just such a dataset available to the public for the first time. Dubbed DrivAerNet++, the dataset encompasses more than 8,000 car designs, which the engineers generated based on the most common types of cars in the world today. Each design is represented in 3D form and includes information on the car’s aerodynamics — the way air would flow around a given design, based on simulations of fluid dynamics that the group carried out for each design.

Each of the dataset’s 8,000 designs is available in several representations, such as mesh, point cloud, or a simple list of the design’s parameters and dimensions. As such, the dataset can be used by different AI models that are tuned to process data in a particular modality.

DrivAerNet++ is the largest open-source dataset for car aerodynamics that has been developed to date. The engineers envision it being used as an extensive library of realistic car designs, with detailed aerodynamics data that can be used to quickly train any AI model. These models can then just as quickly generate novel designs that could potentially lead to more fuel-efficient cars and electric vehicles with longer range, in a fraction of the time that it takes the automotive industry today.

“This dataset lays the foundation for the next generation of AI applications in engineering, promoting efficient design processes, cutting R&D costs, and driving advancements toward a more sustainable automotive future,” says Mohamed Elrefaie, a mechanical engineering graduate student at MIT.

Elrefaie and his colleagues will present a paper detailing the new dataset, and AI methods that could be applied to it, at the NeurIPS conference in December. His co-authors are Faez Ahmed, assistant professor of mechanical engineering at MIT, along with Angela Dai, associate professor of computer science at the Technical University of Munich, and Florin Marar of BETA CAE Systems.

Filling the data gap

Ahmed leads the Design Computation and Digital Engineering Lab (DeCoDE) at MIT, where his group explores ways in which AI and machine-learning tools can be used to enhance the design of complex engineering systems and products, including car technology.

“Often when designing a car, the forward process is so expensive that manufacturers can only tweak a car a little bit from one version to the next,” Ahmed says. “But if you have larger datasets where you know the performance of each design, now you can train machine-learning models to iterate fast so you are more likely to get a better design.”

And speed, particularly for advancing car technology, is particularly pressing now.

“This is the best time for accelerating car innovations, as automobiles are one of the largest polluters in the world, and the faster we can shave off that contribution, the more we can help the climate,” Elrefaie says.

In looking at the process of new car design, the researchers found that, while there are AI models that could crank through many car designs to generate optimal designs, the car data that is actually available is limited. Some researchers had previously assembled small datasets of simulated car designs, while car manufacturers rarely release the specs of the actual designs they explore, test, and ultimately manufacture.

The team sought to fill the data gap, particularly with respect to a car’s aerodynamics, which plays a key role in setting the range of an electric vehicle, and the fuel efficiency of an internal combustion engine. The challenge, they realized, was in assembling a dataset of thousands of car designs, each of which is physically accurate in their function and form, without the benefit of physically testing and measuring their performance.

To build a dataset of car designs with physically accurate representations of their aerodynamics, the researchers started with several baseline 3D models that were provided by Audi and BMW in 2014. These models represent three major categories of passenger cars: fastback (sedans with a sloped back end), notchback (sedans or coupes with a slight dip in their rear profile) and estateback (such as station wagons with more blunt, flat backs). The baseline models are thought to bridge the gap between simple designs and more complicated proprietary designs, and have been used by other groups as a starting point for exploring new car designs.

Library of cars

In their new study, the team applied a morphing operation to each of the baseline car models. This operation systematically made a slight change to each of 26 parameters in a given car design, such as its length, underbody features, windshield slope, and wheel tread, which it then labeled as a distinct car design, which was then added to the growing dataset. Meanwhile, the team ran an optimization algorithm to ensure that each new design was indeed distinct, and not a copy of an already-generated design. They then translated each 3D design into different modalities, such that a given design can be represented as a mesh, a point cloud, or a list of dimensions and specs.

The researchers also ran complex, computational fluid dynamics simulations to calculate how air would flow around each generated car design. In the end, this effort produced more than 8,000 distinct, physically accurate 3D car forms, encompassing the most common types of passenger cars on the road today.

To produce this comprehensive dataset, the researchers spent over 3 million CPU hours using the MIT SuperCloud, and generated 39 terabytes of data. (For comparison, it’s estimated that the entire printed collection of the Library of Congress would amount to about 10 terabytes of data.)

The engineers say that researchers can now use the dataset to train a particular AI model. For instance, an AI model could be trained on a part of the dataset to learn car configurations that have certain desirable aerodynamics. Within seconds, the model could then generate a new car design with optimized aerodynamics, based on what it has learned from the dataset’s thousands of physically accurate designs.

The researchers say the dataset could also be used for the inverse goal. For instance, after training an AI model on the dataset, designers could feed the model a specific car design and have it quickly estimate the design’s aerodynamics, which can then be used to compute the car’s potential fuel efficiency or electric range — all without carrying out expensive building and testing of a physical car.

“What this dataset allows you to do is train generative AI models to do things in seconds rather than hours,” Ahmed says. “These models can help lower fuel consumption for internal combustion vehicles and increase the range of electric cars — ultimately paving the way for more sustainable, environmentally friendly vehicles.”

“The dataset is very comprehensive and consists of a diverse set of modalities that are valuable to understand both styling and performance,” says Yanxia Zhang, a senior machine learning research scientist at Toyota Research Institute, who was not involved in the study.

This work was supported, in part, by the German Academic Exchange Service and the Department of Mechanical Engineering at MIT.

© Credit: Courtesy of Mohamed Elrefaie