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• A big shift in Wisconsin’s power grid fight: The regional grid operator pulled a key project from a Blackstone-backed developer and gave it to ATC — the latest twist in who gets to build (and profit from) the data center boom.

• Surging power demand is fueling billions in grid upgrades and intensifying competition between utilities and investors. The data center boom has amped up demand and competition even further. Ratepayers will ultimately cover the costs through their utility bills.

• The decision isn’t final. Wisconsin’s Public Service Commission still has to weigh in.

The Midwest’s data center boom requires a vast electrical transmission buildout to keep servers online, and transmission developers are clamoring for a share of the action.

An example of that tug-of-war played out last week, when the regional grid operator for much of the Upper Midwest reversed its earlier decision to allow a developer backed by the investment firm Blackstone to build a series of substations in eastern Wisconsin.

Instead, the operator handed the substations to the American Transmission Company (ATC), which owns and operates most transmission lines in eastern and central Wisconsin. The company argues it’s better-positioned to complete the project before a new Port Washington data center comes online by early 2028, five years ahead of the transmission project’s original deadline.

The about-face is a win for Wisconsin’s largest transmission developer after a series of losses in Wisconsin’s Assembly, where lawmakers have repeatedly rejected a proposal to give regionally established developers like ATC a monopoly over portions of multistate transmission projects within Wisconsin, leaving the door open for competition. 

The new arrangement itself likely won’t drive up costs for Wisconsin ratepayers. But ATC will now fold the substations into a larger $1.3 billion buildout to serve the Port Washington campus — another phase in the ongoing fight over who will pay to supply power for new data centers.

How the Midwest’s grid is planned and paid for

The North American grid is an ever-evolving network of transmission lines and substations that carry electricity from generators to customers.

In much of the country, nonprofit “independent system operators” coordinate regional power grids, managing a wholesale electricity market and interstate transmission projects. Wisconsin is within the territory of the Midcontinent Independent System Operator (MISO), which spans from the Upper Midwest to Louisiana. 

MISO has approved roughly $32 billion in transmission upgrades for the Upper Midwest since 2022, including new “backbone” power lines capable of carrying a higher voltage than existing lines in the region.

Among the latest round of projects: a series of transmission lines and substations in eastern Wisconsin. 

Just months after MISO’s board approved the eastern Wisconsin buildout in 2024, Port Washington’s city council approved a $15 billion data center on the city’s northern edge. Three new substations outlined in MISO’s plans are within easy reach of the campus.

Blackstone-backed developer takes the lead

Four transmission developers bid on the eastern Wisconsin upgrades, including ATC, which submitted a joint bid with Dairyland Power Cooperative and the nonprofit WPPI Energy, owned by municipal utilities in Wisconsin, Iowa and Michigan’s Upper Peninsula.

MISO initially awarded the project to Viridon, owned by Blackstone Energy Transition Partners — a private equity fund under the umbrella of Blackstone, the world’s largest alternative asset management firm.

Viridon’s roughly $350 million bid was by far the lowest — just over half of MISO’s estimate and more than $100 million below the next-cheapest bid. In its January announcement, MISO acknowledged the budget “may not be achievable” but cited Viridon’s promises to limit cost overruns and profits as reasons to pick the company over its competitors. 

Who pays for transmission depends on who builds it

When MISO awards a long-range transmission project, the developer spreads costs across customers in multiple states, meaning each customer pays less.

When a developer plans a transmission project within its own territory, that developer’s customers bear the costs alone.

Transmission developers pass costs along to customers through electrical utility bills. We Energies, for instance, estimates that transmission-related costs account for about 10% of customers’ bills. 

Those fees include a “return on equity” for shareholders: profits generated for each dollar invested. As of 2025, ATC collects a 10.48% return.

Competitive bidding for multistate projects is relatively new. The Federal Energy Regulatory Commission (FERC), which oversees regional grid operators like MISO, began requiring competitive bidding for regional projects in 2011, following criticism that monopoly developers were driving up ratepayer costs. 

Competition for Midwestern projects escalated after MISO’s board approved billions of dollars in grid upgrades in 2022. MISO was “ahead of the game in terms of how much regional transmission it was planning” compared to other regional grid operators, said Ari Peskoe, director of the Electricity Law Initiative at Harvard Law School.

Grid expansion draws new competitors and investors

MISO’s transmission buildout plans offered utilities a golden opportunity to pick up new, dependable revenue streams. “I would have said generational,” Peskoe said, “but then we have the data center rush starting shortly thereafter.” 

Dozens of utilities, including some of the nation’s largest, have since lined up to bid for MISO transmission projects.

Also competing for a share of the buildout: newly formed developers financed by powerful investment firms.

Blackstone sponsored Viridon’s launch in 2023, and the new developer soon threw its hat into the ring for Midwestern transmission projects. Stonepeak, a smaller private equity firm, entered in 2025, backing startup developer Longview Infrastructure.

Well-established utilities have their own ties to multinational investment firms. 

As of December 2025, investment giants BlackRock and the Vanguard Group both owned more than 10% of shares in Wisconsin’s four largest investor-owned utility companies: Wisconsin Electric Power Company, Xcel Energy, Alliant Energy and Madison Gas and Electric Company. 

State Street, another powerful investment firm, owns more than 5% of shares in each utility. 

The four major utilities collectively own a majority of ATC.

Duluth-based utility ALLETE, also an ATC investor, belongs to the Canada Pension Plan Investment Board. The board’s purchase of ALLETE last year gave more than 22 million Canadians a chance to shore up their retirement savings through the Midwest’s grid buildout. 

A fight over competition

ATC and its peers have criticized competitive bidding from the outset. As MISO set up the new bidding process, Peskoe said, utilities fought the change in federal court and urged state legislatures to pass right-of-first-refusal (ROFR) laws.

ROFR laws give local utilities first dibs on transmission projects within their territory, including those planned by regional grid operators. 

In the view of Wisconsin’s utilities, ROFR laws ensure that utilities with local experience lead transmission projects, avoiding delays and missteps newcomers might face. “Out-of-state single-project developers lack local connection,” an ATC spokesperson wrote in an email to Wisconsin Watch. “We maintain relationships with our regulators that go beyond a single project.” 

But a coalition of critics, including many Midwestern ratepayer advocacy groups, argue that ROFR laws drive up consumer costs by stifling competition and preserving local monopolies. “We firmly believe that competitive bidding makes sense,” said Tom Content, executive director of Wisconsin’s Citizens Utility Board.

MISO has favored lower-cost bids thus far, but ATC argues that celebrating the cost savings from competitive bidding is premature. “Evidence of a low bid is not evidence of cost savings,” the company spokesperson wrote, because bid prices often do not match final project cost. Substantial overruns are common, even in projects without competitive bidding.

The two sides have battled in state legislatures and courts across the Midwest for more than a decade. Utilities prevailed in Minnesota and Michigan; Iowa’s Supreme Court struck down a ROFR law in 2023 after a national developer challenged its constitutionality.

Despite extensive lobbying, ROFR bills have repeatedly failed in Wisconsin’s Assembly, including one introduced in 2025 by Assembly Speaker Robin Vos, R-Rochester.

That leaves ATC to compete for the MISO-planned transmission upgrades, including the plans for eastern Wisconsin.

Data center complicates planning

Shortly after MISO began soliciting bids for the project in February 2025, ATC alerted the grid operator to a complication. The Port Washington data center would need to connect to the grid by the end of 2027, and ATC would be responsible for making the plug-in possible with new substations designed to support the campus’ vast energy needs.

ATC jointly bid on MISO’s eastern Wisconsin grid upgrades in July 2025.

Two months later, the company filed an application with Wisconsin’s Public Service Commission (PSC) to build substations and transmission lines to serve the new data center campus. ATC projected a price tag of at least $1.3 billion for its broader project, which includes infrastructure not in MISO’s reliability-focused plan for eastern Wisconsin. Both proposals called for three substations — albeit at different scales, on different timelines and for different purposes — in roughly the same locations. 

From ATC’s perspective, at least one set of substations would need to be built in time for the Port Washington data center’s opening day. If MISO awarded its project to ATC, the company could address regional grid reliability concerns and serve the data center in one fell swoop, spreading some costs across the Upper Midwest to ease ratepayer burdens. Even if MISO didn’t award the project to ATC, the utility said it would still seek state approval to build the necessary substations. 

But others saw the overlap as an attempt to sidestep competition.

“We have concerns that attempts are being made to circumvent competitive bidding,” Content said.

MISO soon raised concerns of its own with the Wisconsin PSC. In early January, the grid operator argued that ATC was effectively applying to build the “same substations” as those outlined in its own eastern Wisconsin project. Because MISO had not yet selected a winning bidder for its transmission upgrades, it urged regulators to “consider this uncertainty” before allowing ATC to move forward.

After MISO selected its bid, Viridon also raised objections.

“Put simply, if ATC constructs the substations, Viridon cannot, and ATC will have circumvented MISO’s planning processes,” the developer’s attorneys wrote in a motion filed with the PSC. Allowing ATC to build the substations, they added, would prevent costs from being distributed across multiple states, “potentially requir(ing) Wisconsin customers to pay more.”

ATC pushed back, arguing the projects serve different purposes. The project MISO envisioned aims to improve regional grid reliability and did not require a rapid turnaround, ATC attorney Amy Miller wrote in filings with the PSC. The project under consideration by the PSC, on the other hand, was tied to a specific customer with a firm deadline.

ATC emphasized that Viridon is not yet certified as a public utility in Wisconsin — a process that could take a year or more. That timeline, ATC argued, makes it impossible for Viridon to complete the substations in time. “MISO cannot cause Wisconsin customers to go without timely access to power,” Miller wrote.

Vantage Data Centers echoed the urgency, telling regulators it had “a considerable amount to lose” if the substations aren’t ready by the time the Port Washington campus opens.

MISO changes course — benefiting ATC

Behind the scenes, the timeline began to shift.

Shortly before filing its PSC application last fall, ATC asked MISO to expedite a review of its eastern Wisconsin upgrades in light of the data center’s plans.

MISO adjusted its schedule in February, setting a new in-service date of Dec. 1, 2027. Viridon submitted a plan to meet that deadline, Jeff Dodd, president of Viridon’s Midwestern subsidiary, told Wisconsin Watch.

The grid operator wasn’t persuaded. 

In a revision released quietly on Thursday, MISO reassigned the substations to ATC, noting its “uncertainty” that Viridon could clear administrative hurdles in time. 

The reassignment is a first for MISO. The grid operator has previously worked with developers to update plans when problems arose, with the exception of a 2023 case in which MISO canceled a project because of Texas’ right of first refusal law. 

Viridon retains a fraction of MISO’s original project: a set of transmission lines and one substation scheduled for completion by 2033. 

Under the new arrangement, Midwestern customers will collectively cover the costs of Viridon’s project and about $40 million of ATC’s substation upgrades. 

The regional cost sharing of the substations is a small relief for ratepayer advocates. ATC now plans to fold the substations into the larger grid buildout it brought to the PSC last September, which includes transmission lines needed to serve the Port Washington data center. Wisconsin ratepayers alone are set to cover the remainder of the project’s more than $1 billion budget. 

“Now that the dispute over ownership of the substations is resolved,” Content wrote in an email to Wisconsin Watch, “our overriding concern is over the costs of the transmission line itself that ATC has proposed. Critical changes are needed to prevent utility customers across Wisconsin as well as customers in Michigan’s Upper Peninsula from footing the bill for this project and other data center-feeding power lines that should be paid for by the tech companies.”

The final outcome for the Wisconsin transmission projects still hinges on state regulators. Neither Viridon nor ATC can begin construction on their respective substations or transmission lines without approval from the PSC. The commission is reviewing ATC’s application and weighing where the infrastructure will be built.

For now, construction crews are racing to bring the Port Washington data center online by the end of next year. The PSC will soon decide who pays for the power to run it.

Competition intensifies over who builds Wisconsin’s grid as data centers drive power demand is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

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University of Illinois researchers analyzed traces of DNA in rivers and streams to learn how strips of trees near water — called riparian buffers — impact land species.

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The bill that Gov. Tony Evers signed into law Monday to increase state funding for food assistance came after months of public debate over how to implement a key component of President Donald Trump’s signature One Big Beautiful Bill Act.

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School districts in major cities like Los Angeles and Miami are taking steps to reassure families and protect students amid heightened fears of federal immigration enforcement operations near schools and bus stops.

The Trump administration last year rescinded a 2021 Department of Homeland Security memorandum that recognized schools along with churches and healthcare facilities as safe havens from Immigration and Customs Enforcement operations. All children regardless of their or their parents’ immigration status retain the right to public education, per the 1982 U.S. Supreme Court decision in Plyler v Doe.

No confirmed reports exist ICE agents conducting operations directly at school bus stops, detaining individuals on school buses, or targeting children at these locations. However, operations have reportedly occurred in the vicinity of schools in areas including Los Angeles and parts of Florida, contributing to community anxiety, enrollment drops in some districts and concerns about safe travel to and from school.

In the Los Angeles Unified School District (LAUSD), the nation’s second-largest school system, officials have emphasized campuses and bus stops as safe havens. In January, Superintendent Alberto Carvalho, who was placed on paid leave earlier this month amid an unrelated FBI investigation, said schools must remain places of stability amid fears that “fear doesn’t have a border” and shows up in neighborhoods and school communities.

The school district launched initiatives including the “We Are One” campaign, which provides “Know Your Rights” immigration resources, legal referrals, mental health support, community food distribution, and a 24/7 family hotline. LAUSD has also distributed “Family Preparedness Packets” in multiple languages, outlining steps if approached by immigration officers.

LAUSD affirmed it will not ask about or share a student’s immigration status unless required by law and maintains safe zones around schools.

To address transportation fears, LAUSD is offering individualized school bus routes, expanded transportation options and access to its virtual academy for families preferring online learning. Partnerships provide legal support, and staff have been deployed in high-risk areas for visible presence during drop-off and pickup times.

Bus Driver Training and Protecting Safe Routes to School

In Florida’s Miami-Dade County Public Schools and Collier County Schools across the state on the Gulf Coast, officials have encouraged calm preparation while re-affirming policies. The districts do not collect immigration status information on students or families and will not release records without a judicial warrant signed by a judge.

School personnel, including bus drivers, are instructed to request agent identification and a valid judicial warrant if approached by ICE. Without credentials, bus drivers are to deny entry to non-public areas. Staff have received training on responses, including the right to remain silent. Districts are assisting families with emergency plans, such as designating alternative child pick-up contacts if parents are detained and offering mental health support for students facing fear or trauma.

Meanwhile, Safe Routes to School programs focused on safe travel for students walking or riding to school have adapted to support immigrant families. California’s Alameda County Office of Education and community partners in the San Francisco Bay area have organized foot patrols and rapid response networks near campuses and bus stops. Volunteers receive reflective vests, whistles and air horns for visibility during pickup and drop-off. Trainings cover immigrant rights and protocols if ICE is spotted.

In nearby areas like Hayward, community groups have emphasized collective action, care and visibility to help families feel safer. Transform, an advocacy organization, highlights these efforts as ways ordinary people can protect children during expected enforcement actions, as seen in instances where community readiness coincided with lower attendance on anticipated raid days — though large-scale operations did not materialize.

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When I began working with transportation professionals throughout Brazil, I quickly realized that pupil transportation in the country cannot be understood through a single framework. Brazil is vast in geography, diverse in terrain and decentralized in governance.

To truly understand how students reach school each day, one must travel from the dense urban centers of São Paulo to rural interior roadways and meet with government officials and politicians in the nation’s capital of Brasília. My experience working in both urban and rural regions of Brazil has provided a unique vantage point, especially when viewed alongside my work in pupil transportation across the U.S.

While the operational structures of Brazil and the U.S. differ in important ways, there is one highly visible and symbolic similarity between both nations: The yellow school bus. In the U.S., the yellow school bus is an unmistakable national symbol. The color itself—National School Bus Glossy Yellow—was nearly 80 years ago because it is highly visible in early morning light and poor weather conditions. Across suburban neighborhoods, rural highways and city streets, the yellow bus signals one consistent message: Children are present and safety must take priority.

Brazil, particularly since the launch of the federal Caminho da Escola or school transportation program in 2007, has adopted a remarkably similar visual standard. The “Ônibus Escolar Amarelo” is now widely deployed throughout rural regions. Like its American counterpart, it is painted a highly visible yellow and clearly marked “Escolar,” the Portuguese word for school-related.

I was struck by how familiar they appeared when first observing these buses operating in Brazil. Although I was thousands of miles from home, the visual message was the same. The yellow bus communicates protection, structure and official oversight.

The similarity in appearance is not accidental. Both countries recognize that visibility enhances safety. The bright yellow exterior improves driver awareness, reduces the likelihood of collisions, and creates a distinct identity separate from other commercial vehicles. In both Brazil and the U.S., the yellow bus is not simply transportation. It is a public safety device.

The Yellow Contrast in Brazil

Despite the shared symbolism, the systems supporting these buses differ. U.S. pupil transportation is typically managed at the local school district level with strong state oversight and federal safety standards governing vehicle manufacturing. School buses are purpose-built with compartmentalized seating, reinforced structures, flashing light systems, and strict inspection requirements. The system operates largely independent of public transit. Students ride fleets dedicated exclusively to school transportation.

With Brazil pupil transportation, municipalities are responsible for operations, but the federal government plays a larger role in procurement. Through Caminho da Escola, the federal government negotiates large-scale purchases of school buses and distributes them to municipalities at reduced cost. This centralized purchasing strategy allows smaller or economically challenged communities to access standardized vehicles that meet national safety criteria.

In rural Brazil, the yellow buses are engineered for durability in ways that reflect environmental necessity. Many operate on unpaved roads that become muddy during rainy seasons. Elevated chassis, reinforced suspension systems and structural adaptations are essential for reliability. In some regions, the bus must withstand terrain conditions that would challenge standard suburban routes in the U.S.. Yet the mission remains identical: Transport students safely and consistently.

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Related: Pupil Transportation Around the World: A Comparative Look at U.S., Australia
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Urban environments reveal another contrast. In most American cities, even large metropolitan districts operate their own dedicated yellow bus fleets. Public transit and pupil transportation are separate systems. In Brazil’s largest cities, however, many students rely on municipal bus networks or metro systems for pupil transportation. Student transit passes are common, and integration with public infrastructure is routine. While yellow buses operate in certain urban districts, especially younger students or specialized routes, the system often blends with general transit operations.

This integration model reflects infrastructure development patterns unique to Brazil. However, in rural regions where public transit is unavailable, Brazil’s yellow bus functions almost identically to its American counterpart. Routes are established, drivers are assigned and communities rely on the bus as the primary gateway to education.

A Road to Equity

Both nations face rural transportation challenges. In the U.S. Midwest and Mountain West, students may travel long distances on paved highways. In Alaska, geographic barriers sometimes require alternative solutions. Brazil shares similar distance challenges but adds terrain and environmental complexity. In the Amazon Basin, rivers serve as transportation corridors. School boats operate in tandem with buses, ensuring that students in riverine communities have access to classrooms.

Funding structures also illustrate differences and similarities. In the U.S., transportation funding varies by state and is often influenced by local tax bases. Wealthier districts may operate newer fleets, while underfunded districts face maintenance pressures. Brazil’s PNATE policy provides federal transfers based on rural student enrollment, helping reduce disparities between municipalities. While funding challenges persist in both countries, the commitment to providing transportation as a means of educational access is evident.

Safety culture remains central in both systems. The U.S. enforces strict stop-arm laws and driver certification standards, creating a nationally recognized safety environment. Brazil has made significant progress in standardizing vehicle procurement and improving oversight. While enforcement consistency may vary across municipalities, the growing presence of standardized yellow buses has strengthened safety expectations nationwide.

Working in both Brazil and the U.S. has reinforced a powerful truth for me. The yellow school bus is more than paint and steel. It is a shared commitment to children. Whether rolling through an American suburb at sunrise or navigating a rural Brazilian roadway at sunset, the yellow bus represents society’s promise to protect students on their journey to education.

Despite differences in governance, infrastructure and funding models, both nations use the yellow bus as a visible expression of pupil transportation creating educational equity. It signals that geography should not determine opportunity. From U.S. neighborhoods to Brazilian riverbanks, the daily movement of students remains one of the clearest indicators of national priorities translated into action. The yellow bus, in both countries, stands as a symbol of safety, reliability, and the enduring importance of getting children to school.

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Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. He can be reached at BretBrooks@GrayRamTacticalTraining.com.

The post Pupil Transportation Around the World: A Comparative Look at U.S., Brazil appeared first on School Transportation News.

A Bibb County school bus driver is being praised for his quick-thinking by steering a bus full of students to safety at a local fire station during a tornado warning, reported 13wmaz.

Alfonso Ponder, who drives for Bibb County Schools, told local news reporters that he began his March 12 route around 5:45 a.m. and expected a routine morning before conditions quickly deteriorated.

“Everything was pretty, pretty good until about 6:30 [a.m.] maybe,” Ponder said via the article. “[Then] I got an alert to my phone saying we was up on a tornado warning and take shelter. Dispatch had told us to take shelter also.”

With about 15 students on board headed to Howard High School, Ponder was driving near a fire station when the alert came through and winds intensified. He decided to pull into the station.

“I had about 15 kids on the bus at the time, and I had decided to pull up because the wind was blowing so hard,” he told reporters. “When I pulled up, the firefighter welcomed me along with 15 kids in for safety.”

Ponder said he had been monitoring the worsening weather and had already identified the fire station as the safest nearby option.

“The weather was kind of getting bad,” he said. “So, I already had to figure out, OK, if they tell us shelter in place, I was gonna try to make it to the fire station, because that’s about the safest place around I can make it.”

Students Kept Safe as Tornado Warning Passes

Firefighters brought Ponder and the students inside, where they remained for about 20 to 25 minutes until the tornado warning expired, and it was safe to continue the route.

The storm frightened many of the students, Ponder stated. “Most of them [were] telling me, ‘Can you please get me back to the house?’” he said. “I said, ‘No, I cannot. I got to get y’all to safety.’ And that’s the only thing was on my mind at the time, getting the kids’ safety, my safety.”

Ponder, who has been driving school buses for about three years, said the experience was his first encounter with a tornado warning while on the job. Afterward, several parents contacted him to express gratitude for protecting their children.

Capt. Keith Carter said his crew at Bibb County Fire Station 3 acted immediately when the bus arrived. “My 25 years, that was my first school bus pulling to the station,” Carter said. “I knew something was wrong. We assisted them getting off the bus, coming into the station. Mr. Ponder; he did follow his protocol. So, he came to the nearest, safest place. We wake up every day wanting to help different people.”

Ponder said he remains thankful that everyone made it through the storm unharmed.

“I want to give a special thanks to the Bibb County Fire Department for allowing me and the kids to get to safety,” he said. “I’m glad all the kids and my coworkers, everybody, was safe.”

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Police arrested a suburban Denver school bus driver on suspicion of sexually assaulting a child.

Officers for the Lakewood Police Department were notified March 11 of a possible assault involving a 10-year-old student and the child’s school bus driver, identified as 64-year-old Robert Charles Watters, according to authorities.

A child reported that the Jefferson County Public Schools driver had engaged in what investigators described as an “inappropriate relationship,” prompting an immediate investigation.

Watters turned himself in March 12 and was taken into custody. He was arrested and faces charges on suspicion of sexual assault on a child involving a pattern of abuse and a position of trust, police said.

The allegations stem from what police called an inappropriate relationship. No further details were provided.

“As part of this investigation, detectives are asking anyone who may have information or believes they may have been a victim or witness to come forward,” police said in a March 13 statement posted to Facebook, urging the public to contact the Lakewood Police tip line.

Watters remained in custody at the Jefferson County jail as of March 13, authorities said.

According to police, Watters has worked as a school bus driver for Jefferson County Public Schools near Denver since 2018. He drove Hutchinson Elementary School students on the C-49 route from 2021 to 2023 and had been assigned to the C-31 route since August 2023.

Officials emphasized that the charges are allegations and that Watters is presumed innocent unless proven guilty in court.

Police continue to investigate and are asking anyone with information related to the case to contact authorities. The investigation remains ongoing.

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Learn more about our upcoming April magazine, inflation and fuel prices, internet for school buses, record revenue for Zum, district efforts amid ICE enforcement, and a driver dressing to impress.

Michael Signer, chief policy and legal officer for EverDriven, discusses the evolution of alternative student transportation from safety and regulatory perspectives to help school districts meet student needs alongside yellow buses.

Read more about operations.

This episode is brought to you by Transfinder.

Conversation with EverDriven.

 

Stream, subscribe and download the School Transportation Nation podcast on Apple Podcasts, Deezer, iHeartRadio, Spotify and YouTube.

The post (STN Podcast E299) Meeting Needs: Answering Questions on Alternative Student Transportation appeared first on School Transportation News.

A school bus aide on Long Island was arrested and accused of physically abusing multiple students with special needs, including restraining them by pushing and sitting on them, reported People.com.

According to the news report, police took 37-year-old Devone Medlock of Amityville into custody on March 17, following an investigation into an incident reported in January.

Detectives said Medlock, who worked as an aide for school bus contractor First Student and served a local school, became “physically and verbally abusive with multiple children who are special needs students.”

Medlock is reportedly accused of pushing, slamming, restraining and sitting on the students during the incident, which was first reported Jan. 13. He was arrested at his Long Island home.

Police charged Medlock with six counts of third-degree assault, six counts of menacing in the third degree, and six counts of endangering the welfare of a child. He was scheduled to be arraigned last weekend.

School District Responds

Uniondale School District Superintendent Monique Darrisaw-Akil said Medlock was immediately terminated following the allegations coming to light. The school also district notified law enforcement.

“We have been cooperating with law enforcement in their investigation and will continue to cooperate fully with law enforcement as this matter proceeds through the legal system,” Darrisaw-Akil said in a statement. “The safety and well-being of our students is our highest priority. We are committed to ensuring any individual or individuals responsible for any abusive or harmful behavior towards any of our students are held accountable.”

First Student also said the alleged conduct was unacceptable, and confirmed Medlock is no longer employed by the company.

Authorities are asking anyone who may have been a victim or has information about the case to contact Nassau County Crime Stoppers at at 1-800-244-TIPS.

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It’s alarming: A staggering 8,000 drivers illegally passed a stopped school bus, with the stop arm deployed and red lights flashing between mid-August and Feb. 10 in Austin, Texas alone.

The Austin Independent School District (AISD) partners with BusPatrol to install cameras on every bus in the district. When a car illegally passes a stopped school bus with the red flashing lights and stop arm deployed, police issue a $300 citation after confirming a violation on video provided by BusPatrol. Every school district should be capturing the license plate of offenders. BusPatrol system has no up-front cost for a school district because they fund the program out of the revenue from fines.

The City of Austin passed an ordinance in 2015 allowing the school district to implement the program. The fine is an effective deterrent because only 1 percent of drivers who are issued a ticket re-offend. Since mid-August, 25 Waymo driverless taxis have blown by stopped school buses illegally.

Three Ways to Look at These Statistics
1. Waymo’s 25 violation are small in comparison.
2. There are 2.1 million vehicles in the greater Austin area and just over 100 Waymo autonomous vehicles. One out of every 263 normal vehicles illegally drove by a stopped school bus but one in four Waymo vehicles did. On a per vehicle basis, Waymo has 65 times more illegal drive-bys than average motorists.
3. Human drivers have a 1 percent repeat rate. Waymo AVs repeated the mistake 24 times in the last seven months.

School buses are designed to have the highest visibility possible. They’re painted bright yellow. They have flashing red lights when stopped and an arm that comes out into traffic.

Alarmed about these incidents, Kris Hafezizadeh, Austin ISD’s director of transportation, got in touch with Waymo and offered to run tests in a safe parking lot in early December so that Waymo engineers could solve this problem. Waymo updated its software a couple of weeks later as a result, but violations still have occurred since the updates.

Hafezizadeh and Austin police suggested to Waymo representatives, that until the problem is resolved, Waymo not drive during the hours that school buses are picking up and dropping off students. Waymo representatives refused and said that the cars will keep driving.

The video documentation of these violations is an important part of this story because without this evidence, Austin ISD would not know the extent of the threat that children face and the National Transportation Safety Board and the National Highway Traffic Safety Administration would not have had the data that prompted their investigations.

A Waymo spokesperson is quoted by Reuters as saying, “Our safety performance around school buses is superior to human drivers” But it depends on how you look at the numbers.

In an interview with Bloomberg on Feb. 11, Waymo Co-CEO Tekedra Mawakana would not unequivocally confirm the problem has been solved.

Frightening Figure: National Epidemic
Every year, the National Association of State Directors of Pupil Transportation Services (NASDPTS) conducts a voluntary, one-day study to document how many cars illegally pass stopped school buses. Last year, bus drivers in 36 states and D.C. participated. The data was annualized and extrapolated to cover all U.S. jurisdictions. The figure is frightening: 43.5 million illegal passes a year. A NTHSA study as to why this is happening is equally disturbing: Over 30 percent didn’t care, 25 percent were in a hurry, 24 percent said they didn’t know the law, and 12 percent were distracted.

A staggering 94 percent of car crashes are due to driver error. As a result, 44,000 people are killed every year in car accidents in the U.S. and another 2.6 million end up in the hospital. So, the long-term promise of driverless vehicles is great. No more drunk driving, no more distracted driving accidents. However, currently there is a big, yawing gap between the promise and the practice.

Why Is This Important Now?
This is important right now because there is a rapid expansion of driverless cars in certain jurisdictions. In July, Waymo reported that it had completed 100 million fully autonomous rides and 250,000 paid rides per week. We are in an era of rapid expansion of driverless vehicles. This makes it critical to fix this problem as soon as possible.

Waymo operates in San Francisco, Los Angeles, Phoenix, Austin, Atlanta and Miami and plans to expand into Washington, Detroit, Las Vegas, San Diego, Denver and nine other U.S. and international cities this year. The service will hit more than 1 million paid robotaxi rides a week in the U.S. by the end of 2026, up from the current 400,000 paid rides a week, according to Mawakana.

It’s not just Waymo that’s rapidly expanding, all car manufacturers are deploying autonomous features. China is the most advanced market globally with 3,500 robotaxis deployed, but Goldman Sachs predicts that there will be 500,000 robotaxis across 10 Chinese cities by 2030, and UBS predicts there will be four million in China by the late 2030s. China shows us a vision of our own future. So, this problem is going to intensify.

The Way Forward
Waze and Google Maps are both owned by Waymo’s parent company Alphabet. Why not require Waze and Google Maps to publish all the school district locations on their maps and verbally warn human drivers to slow down in school zones and pay attention to stopped bus flashing lights and force Waymo vehicles to do the same?

Today, driverless vehicles only react to what they can “see” with Lidar and cameras. Future V2X technology will enable communication between autonomous systems. So, school buses will broadcast signals that Waymo and other driverless vehicles will detect and, as a result, be triggered to slow down and stop.

Predicting Illegal Passing
Safe Fleet has an AI-based Predictive Stop Arm. It looks at the speed of a vehicle and predicts whether it will illegally drive by the bus. This allows the bus driver to prevent students from getting off the bus. The system also comes with loudspeakers on the under side of the bus that warn children of a car that is not going to stop and to not cross the road.

Many school districts face serious budget cuts and constraints. The violator-funded model is not only a good deterrent but also makes the program financially possible. Districts might consider launching a public education campaign on media and social media similar to the highly effective ones launched by Mothers Against Drunk Driving.

Editor’s Note: As reprinted from the March 2026 issue of School Transportation News.

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Jim Harris is a one of North America’s foremost thinkers, authors and on-air analysts on AI, disruption and innovation. He keynotes internationally at more than 50 in-person and virtual conferences and events a year. Association magazine ranked him as one of North America’s top ten speakers. Jim has published five books. Blindsided! was released in 80 countries and is a No. 1 International bestseller.

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Related: NHTSA Investigates Autonomous Waymo Rides After Illegal School Bus Passing
Related: Waymo Driverless Vehicles Continue to Illegally Pass School Buses
Related: Investigation into Waymo Driverless Vehicles Continues Following Latest Collision with Student
Related: (STN Podcast E297) Deep Dive into Safety: Illegal Passing & Child Restraints, Plus Green Bus Funding

The post Intersection of Autonomous Vehicles and School Buses appeared first on School Transportation News.

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