State Sen. Kelda Roys, holding her toddler, speaks about legislation Democrats are proposing to provide ongoing funding for child care providers. (Photo by Erik Gunn/Wisconsin Examiner)

Democratic lawmakers are circulating a draft bill to extend the soon-to-end state child care support program and fund it with $480 million that was stripped from the 2025-27 state budget.

The proposed legislation follows action earlier this month by Republican lawmakers to remove child care support and more than 600 other items that Gov. Tony Evers included in his draft budget.

Both Evers’ proposal and the Democrats’ bill aim to continue support that child care providers have been receiving since 2020 as part of federal pandemic relief.

“This funding has been essential in continuing successful programs that support our early educators, child care providers, parents, and most importantly, our kids,” said state Rep. Alex Joers (D-Middleton) at a Capitol news conference Thursday announcing the legislation.

The $20 million that Wisconsin paid out each month to providers through mid-2023 “kept our early educators in the workforce, held tuition down for parents and provided a direct investment in our children during the most crucial years of their childhood development,” Joers said.

Payments were cut to $10 million a month in June 2023, and the last of those funds will be paid out by early July.

“But with this impending deadline, child care providers and early educators are faced with the impossible decision to either raise rates or have to close altogether,” Joers said. “Without assurance of this funding lifeline, many have already made that decision and have devastatingly shut their doors forever.”

Citing recent reports, Joers said that there are 48,000 children on waiting lists for child care in Wisconsin. In a survey of providers, 78% said they would have to raise fees for infant care — the most expensive age group in most child care programs.

“Altogether, if nothing changes, parents are looking at having to find an additional up to $2,600 in their yearly budget,” Joers said.

First-term Sen. Sarah Keyeski (D-Lodi), the lead state Senate author on the legislation, said that when she was running for office last year, voters repeatedly shared their concerns about the cost and scarcity of child care.

“We have historically undervalued and underpaid child care and early education professionals,” Keyeski said. “This is no longer tenable.”

She described the plight of one constituent who had to change providers three times after the first and then the second provider went out of business because of financial difficulties or other constraints. The mother told her that her current provider — the third — had rates that are “at the top” of what the family could afford.

Keyeski said the provider has told the woman that unless the state can continue with its support, the center’s rates will go up $40 a week, or $160 a month. For the couple, “this increase is unsustainable,” she said. “Her family is left wondering, what to do next?”

Wisconsin’s rural communities have been especially hard hit, she added: In 70% of them, there are three or more children for every child care opening.

“In my district alone, over 34,000 children need care, but there are only about 26,000 available slots,” Keyeski said.

Child care should be viewed as essential infrastructure, said state Rep. Renuka Mayadev (D-Madison).

“And as a state, we support infrastructure. We maintain roads, we maintain bridges. Why is funding childcare such a fight?” Mayadev said.

Wages of less than $14 an hour are driving child care workers out of the field, she added. “There is no other industry where such high value work is being done at such dismal low wages.”

Sen. Kelda Roys (D-Madison) — accompanied by her toddler son before she took him to his child care provider near the Capitol — said the legislation calls for $480 million in state funds over the next two years.

“But I think the real question is what it will cost the state if we don’t do it,” Roys said. She forecast “continued massive closures” of child care centers.

“Already over 60% of child care providers have classrooms sitting empty or slots that can’t be filled because they don’t have the teachers to fill them,” she added.

Roys said child care was a critical need in order for the state to address persistent shortages of people to fill jobs.

“In critical areas like public safety, in K-12 education, in health care — what is it going to mean if the parents of even more kids can’t get child care?” Roys said. “We can’t afford that. We have to make this investment.”

Gov. Tony Evers celebrates "historic" tax cuts in the last state budget. Schools are still facing austerity. Photo via Gov. Evers' Facebook page

As Republicans in Congress struggle to deliver President Donald Trump’s massive cuts to Medicaid, food assistance, education, health research and just about every other social good you can think of, in order to clear the way for trillions of dollars in tax cuts to the richest people in the U.S., here in Wisconsin Gov. Tony Evers and state lawmakers are working on the next state budget.

The one thing our Democratic governor and Republican legislative leaders seem to agree on is that we need a tax cut.

After throwing away more than 600 items in Evers’ budget proposal, GOP leggies now say they can’t move forward with their own budget plan until  Evers makes good on his promise to meet with them and negotiate the terms for the tax-cutting that both sides agree they want to do. Evers has expressed optimism that the budget will be done on time this summer, and said the tax cuts need to be part of the budget, not a separate, stand-alone bill. Evers wants a more progressive tax system, with cuts targeted to lower-income people. In the last budget, he opposed expanding the second-lowest tax bracket, which would have offered the same benefits to higher earners as the lower middle class.

But what if we don’t need a tax cut at all?

It has long been an article of faith in the Republican Party that tax cuts are a miracle cure for everything. Trickle-down economics is  a proven failure:  The wealthy and corporations tend to bank their tax cuts rather than injecting the extra money into the economy, as tax-cutters say they will. The benefits of the 2017 tax cuts that Congress is struggling to extend went exclusively to corporations and the very wealthy and failed to trickle down on the rest of us. 

 In the second Trump administration, we are in new territory when it comes to tax cutting. The administration and its enablers are hell-bent on destroying everything from the Department of Education to critical health research to food stamps and Medicaid in order to finance massive tax breaks for the very rich. 

If ever there were a good time to reexamine the tax-cutting reflex, it’s now.

Evers has said he is not willing to consider the Republicans’ stand-alone tax-cut legislation, and that, instead, tax cuts should be part of the state budget. That makes sense, since new projections show lower-than-expected tax revenue even without a cut, and state budget-writers have a lot to consider as we brace for the dire effects of federal budget cuts. The least our leaders can do is not blindly give away cash without even assessing future liabilities.

But beyond that, we need to reconsider the knee-jerk idea that we are burdened with excessive taxes and regulations, that our state would be better off if we cut investments in our schools and universities, our roads and bridges, our clean environment, museums, libraries and other shared spaces and stopped keeping a floor under poor kids by providing basic food and health care assistance. 

Wisconsin Republicans like to tout the list of states produced annually by the Tax Foundation promoting “business friendly” environments that reduce corporate taxes, including Wyoming, South Dakota, Alaska and Florida. They also like to bring up ALEC’s “Rich States, Poor States” report that gave top billing last year to Utah, Idaho and Arizona for low taxes and deregulation. 

What they don’t track when they lift up those states are pollution, low wages and bankrupt public school systems. 

I’m old enough to remember when it was headline news that whole families in the U.S. were living in their cars, when homelessness was a new term, coined during the administration of Ronald Reagan, the father of bogus trickle-down economics and massive cuts to services for the poor. 

Somehow, we got used to the idea that urban parts of the richest nation on Earth resemble the poorest developing countries, with human misery and massive wealth existing side by side in our live-and-let-die economy.

Wisconsin, thanks to its progressive history, managed to remain a less unequal state, with top public schools and a great university system, as well as a clean, beautiful environment and well-maintained infrastructure. But here, too, we have been getting used to our slide to the bottom of the list of states, thanks in large part to the damage done by former Republican Gov. Scott Walker. 

We now rank 44th in the nation for investment in our once-great universities, and the austerity that’s been imposed on higher education is taking a toll across the state. Our consistently highly rated public schools have suffered from a decade and a half of budget cuts that don’t allow districts to keep pace with inflation, and recent state budgets have not made up the gap. 

Now threats to Medicaid, Head Start, AmeriCorps, our excellent library system, UW-Madison research and environmental protections do not bode well for Wisconsin’s future.

In the face of brutal federal cuts, we need to recommit to our shared interest in investing in a decent society, and figure out how to preserve what’s great about our state.

Tax cuts do not make the top of the list of priorities.

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The death of Alfred Hale sparked a debate in the community on the lack of safety around downtown transit hubs.

The 18-year-old student of Dunbar High School in Dayton, Ohio was shot and killed in April while waiting for a transit bus to take him to school. For decades, many school districts across the U.S. have relied on public transportation to transport high school students. The practice has only increased especially after COVID-19 due to financial and staff shortages.

Ohio House Bill 96 introduces a budget plan that will allocate more funding to all public schools in FY 2026 and 2027.

“The bill increases overall state support for public schools by $81 million in FY26 and $145 million in FY27 over the executive proposal, for a total of $226 million,” a press release on the bill states. “Additionally, per-pupil funding was increased for every student across Ohio.”

Additionally, the bill would require school districts that provide or arrange for transportation of eligible students in the ninth through twelfth grades to ensure that students are assigned to routes that do not require more than one transfer. Mass transit systems located in one of Ohio’s eight most populous counties would need to ensure that transfers don’t occur at a central hub, like the one where Hale was shot.

HB96 passed the House April 9 and was introduced in the Senate.

Dayton Board of Education President Chrisondra Goodwine disagrees with the bill. She released a statement on the tragedy, stating that the ban on student transfers, “is a reactionary move that fails to address the underlying problems. It restricts student access to education and imposes further barriers on already vulnerable youth—without offering any alternative solutions.”

Goodwine added Hale’s death is not a school issue but a citywide crisis.

“The burden of safety cannot fall on schools alone,” she wrote. “Every sector— education, local government, law enforcement, transportation, and commerce—has a shared responsibility in ensuring that our city is not only livable but truly thriving for everyone.”

She noted recent statements from city elected officials that place blame for the systemic challenges on Dayton Public Schools.

“That narrative is not only misleading—it is harmful,” she stated. “It oversimplifies the issue and ignores the very real legal and financial constraints placed on public school districts across Ohio.”

Instead, Goodwine outlined limitations codified in state law that require transportation is provided not only to Dayton students but also to charter and private school students within district boundaries. Dayton Public Schools lacks the legal authority to prioritize only its students, she continued, as well as adequate staffing and funding to place every child on a yellow school bus.

“Because of these limitations, some students must use public transportation,” Goodwine states. “The Greater Dayton RTA is not an educational partner—it is a public transit system governed by federal rules that ensure equitable access to all. While we do engage where possible to improve safety, DPS has no control over how RTA routes passengers or determines transfer points. These decisions are made solely by RTA based on their operational model and obligations to the general public.”

A citywide commitment to youth by opening recreational facilities, expanding mentorship opportunities, and centering teen-focused investments.

She said if city leaders want to be solution-oriented, they can start by opening doors to recreational centers and buildings that are underutilized or vacant but otherwise available to the district or afterschool partners to serve as “safe, structured environments tailored to teenagers— especially in a city where youth have limited access to activities that are engaging, safe, and empowering.”

“Changing the trajectory for young people requires more than statements—it requires investment in their future,” she added. “At the same time, we call on the State of Ohio to change the laws that continue to create barriers to a better reality for our students. Allow public districts to serve their students first. Fund transportation adequately. And stop penalizing urban districts trying to meet modern-day challenges with outdated policies.”

She is also calling for adequate state funding to support driver recruitment, fleet expansion, and improved routing systems.

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Related: Private Transportation Companies Seeing More Opportunities from Charter, Private Schools
Related: STN EXPO West to Feature Routing Seminar
Related: Ohio Student Left on School Bus, Parent Speaks Out
Related: Students Safe After Flames Engulf Ohio School Bus

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The Ohio Association for Pupil Transportation issued a formal statement in support of Dayton Public Schools, Goodwine and the broader transportation crisis in Ohio.

“If Ohio’s elected officials are serious about creating lasting change and protecting our children, they must stop blaming overburdened school districts and start providing the legal authority, funding, and infrastructure necessary to meet today’s realities,” OPTA states. “The Ohio Association for Pupil Transportation stands ready to work with lawmakers, school, leaders, and community partners to bring about these much-needed reforms.”

OPTA notes that Hale’s death in Dayon highlights the need for systemic change and multiagency collaboration to ensure student safety.

“It is unacceptable that a student’s route to school becomes a place of violence,” OPTA states. “And it is equally unacceptable to assign blame to school districts without acknowledging the legal and financial realities they face.”

OPTA notes that the law requiring public school districts to transport students not only to and from their assigned schools but also students attending charter and private school extends service up to 30 minutes outside those boundaries.

“This requirement, imposed without proportional funding or flexibility, has pushed many districts to the brink,” OPTA states.

As of last August, Ohio had 18,817 active school bus drivers, a decrease of nearly 7,000 from 2019, OAPT said. Meanwhile. The demand for transportation services continues to rise due to expanding private and charter school mandates, and lawmakers have failed to address any of the root causes..

“Dayton Public Schools is being asked to do more with less, navigating rigid laws and an acute driver shortage while trying to ensure safe passage for students to over 90 locations,” added OAPT. “These proposals are not only short-sighted, they exacerbate the problem by restricting access to education for some of our most vulnerable students.”

OPTA joined Dayton in calling for: Legislative reform that allows public school districts to prioritize transportation for their own students before allocating resources to nonpublic schools; adequate and equitable funding for public school transportation, including driver recruitment incentives, modernized fleets, and safety upgrades; a re-commitment to public education over expanding voucher systems that divert public funds to private interests, undermining Article VI, Section 2 of the Ohio Constitution; and, a clear focus on student safety, including reinstating the yellow school bus as the “gold standard” for student transportation and rejecting lower safety alternatives like vans and car services for daily transport.

The post Dayton, Ohio Student Shooting Highlights Need for Systemic Transportation Changes appeared first on School Transportation News.

Brynne Schieffer is a child care provider in Cameron, Wisconsin. She addressed a gathering outside the state Capitol on Friday, May 16, 2025. (Photo by Erik Gunn/Wisconsin Examiner)

After a week at the state Capitol to draw attention to their demand for a robust state fund for child care providers, advocates will spend the next couple of weeks back home to amplify their message.

Child care centers will reopen this week after closing their doors for all or part of the past week as providers sought to underscore the urgency of additional support for child care.

Providers will focus on raising more awareness in their local communities, said Corrine Hendrickson, co-founder of Wisconsin Early Childhood Action Needed (WECAN), a coalition of providers and parents. Federal pandemic relief money that has bolstered providers since 2021 will run out completely by early July.

This week, WECAN is encouraging providers to do “larger [local] community actions to help inform the community,” Hendrickson told the Wisconsin Examiner. “We’re also going to be calling other child care programs, making sure they even know this funding’s ending.”

WECAN organized the week of action in Madison, calling it “State Without Child Care.”

A small group of providers shut down for the week to dramatize the loss of child care that they contend will be inevitable without strong state support. Others closed for a day or two, and still others opted to stay open while also endorsing the funding demand.

Earlier this month leaders of the Legislature’s Joint Finance Committee removed a $480 million child care funding provision from Gov. Tony Evers’ proposed 2025-27 state budget, along with more than 600 other items.

On Friday, Hendrickson and WECAN cofounder Brooke Legler were joined by parents and other providers in front of the Capitol to reiterate their case for restoring the funds.

“My family still currently pays 25% of our monthly income towards child care, and honestly that’s just after-school care and then summer camps,” said Katy Dicks of Sun Prairie, who has a 10-year-old daughter and a 6-year-old son. When the children were younger, child care accounted for a third of the family’s income, she said — while “it has been suggested that 7% of a family’s income is what is affordable.”

Dicks leads the Wisconsin chapter of Mother Forward, a national advocacy group for child care, paid family leave and other policies to support families.

“We need policy that works for all families,” she said. “The quality of care for children approximately 3 months to 5 years should not be based on a child’s parents’ income.”

Also at the Capitol were Rochelle Navin and her husband. They have a 2-year-old daughter, and Navin is expecting twins. Their daughter is usually at Legler’s New Glarus child care center, The Growing Tree, while her parents work, but they juggled home care arrangements to support Legler’s decision to close the center for the week.

Navin told the Wisconsin Examiner it was disruptive to their routine, but the couple understood why Legler took that step.

“There’s two sides of it, right?” Navin said. “You fully understand why it’s gotten to this point, and why the extreme [response] needed to be taken, while at the same time being scared about what the future looks like.”

Evers’ proposal was to extend the Child Care Counts program, originally funded by federal pandemic relief money. The subsidy — originally $20 million a month, then cut back to $10 million a month in mid-2023 — enabled providers to raise wages without having to increase the fees parents pay for care.

A statewide survey conducted by the University of Wisconsin-Madison Institute for Research on Poverty found that 25% of providers said they might close if the revenue isn’t replaced.

Hendrickson said in the coming weeks she and other providers who have been active in campaigning for the support will reach out to operators with messaging guidance for talking to parents as well as to their local lawmakers.

“This week was definitely about coming together as a group in solidarity and really standing up for ourselves and for our children and our families and our communities,” Hendrickson said Friday.

Over the course of the week at the Capitol, “we visited almost every single office, dropped off information, talked to staffers and really helped them see who it is that they’re hurting,” she said.

The providers who engaged in those conversations also aimed to show legislators “that their constituents actually know what they’re talking about — we know what we’re talking about with our businesses, we can speak to it and the reason why we need the funding, and it’s not a handout,” Hendrickson added.

In the Institute for Research on Poverty study, up to 40% of rural providers said they might close if the additional funding stops. That’s  nearly twice the projected closure rate of urban providers.

Brynne Schieffer operates a child care program in the community of Cameron, near Rice Lake in Northwestern Wisconsin.

“I have spent the entirety of my adult life caring for not only my own children, but other people’s children, raising them, raising them to be kind human beings that will hopefully one day go out and be carers themselves,” Schieffer told the group gathered on the Capitol steps Friday.

“The funding runs out in July, and to avoid closure we have to raise our rates between $35 and $50 per child per week. Whose pocketbook can handle that?”

Hendrickson told the Wisconsin Examiner that if rural providers have to raise their rates, they’re more likely to lose families who can’t afford the increase, with no one to replace them. In cities, she said, moderate- and low-income families will be hurt by the loss of child care, but there are likely to be more high-income families able to keep up with rising costs, so fewer providers would have to close.

All but one of the providers who made the trip to Madison last week were from rural communities around the state, Hendrickson said.

“People drove four or five hours to get here,” she said. “It’s because they don’t feel listened to [back in their districts]. And that’s what they said — ‘I’ve had to come all the way down here to get them to listen to me.’”

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Des Moines Public Schools in Iowa may need to reconsider a new school bus Wi-Fi program that relies on federal E-Rate discounts amid recent congressional resolutions and a pending case before the U.S. Supreme Court.

It is a conundrum facing hundreds of school districts across the U.S. that rely on the funding to help their students with internet connectivity issues so they can finish their homework.

Phil Roeder, the school district’s director of communications and public affairs, said E-Rate is crucial to the success of the “DPMS On the Go” service that launched earlier this school year. In January, the district announced Wi-Fi hotspots on 126 school buses and additional mobile units on passenger vans.

E-Rate covered 90 percent of the approximate $600,000 cost for the equipment, installation, wireless data service and “other,” which the Universal Service Administrative Company that manages E-Rate defines as hardware licensing. With an estimated cost of $500,000 in subsequent years for maintenance and new systems, Roeder explained that DPMS may need to reconsider the investment.

“If these funds are removed, the district will need to consider alternatives at a time when there is already a lot of uncertainty related to education funding,” he commented in an email. “At best, we may have to consider maintaining limited connectivity in a more targeted fashion, such as our IT and transportation departments identifying routes that have the greatest need and usage in order to focus resources. At worse, of course, school bus Wi-Fi could come to an end.”

Nationwide, over $63.6 million in E-Rate discounts have funded over 2,900 school bus Wi-Fi applications across 36 states and Puerto Rico. School districts may receive numerous discounts for each school bus they are equipping based on the hardware, installation and data costs. Des Moines is one of a dozen districts in Iowa that received E-Rate discounts for this school year.

Earlier this year, Samantha Sonnichsen, director of transportation for DPMS, noted many students spend hours riding to and from class on school buses. “Now, students will have the opportunity to access Wi-Fi and complete homework for the next day,” she added.

But for how much longer? At least through next school year, as a recent Senate resolution and a companion House resolution only target external hotspot connectivity devices that some students take home with them so they and their families can access Broadband internet. But school bus Wi-Fi is expected to be targeted during the next congressional session.

The primary goal of the Des Moines program is expanding internet access for students without reliable home connectivity, either because they live in underserved rural areas or their families can’t afford it. The benefits of Wi-Fi extend beyond academics. While not eligible for E-Rate funding, Des Moines is also using Wi-Fi for like real-time GPS, live camera access for emergency monitoring and driver tools to reroute buses quickly during traffic delays or severe weather. These features create a more secure and connected commute for both students and drivers, the district said in a statement.

“We live in a time where Wi-Fi is no longer a luxury but a necessity,” Matt Smith, associate superintendent of school support services for DMPS, said in January. “By equipping our buses, we’re ensuring that students, especially those without home internet, can keep up with their studies.”

The program was developed with support from the district’s IT team and Kajeet, a leading provider of filtered educational Wi-Fi. Students are limited to safe, education-only browsing and access is tied to their student login credentials, syncing activity with the school network to prevent misuse.

However, a looming legal challenge could upend the program’s future faster than the legislative ones. A case currently before the U.S. Supreme Court questions the constitutionality of the Universal Service Fund (USF) that finances the E-Rate program. Critics, including several federal lawmakers, argue the FCC has overstepped its original charter by using the USF to subsidize off-campus internet infrastructure like school bus Wi-Fi.

As noted in a recent STN podcast episode featuring AASA’s Noelle Ellerson Ng, this case could have ripple effects nationwide, especially for districts like Des Moines that are already relying on E-Rate to support long-term implementation.

“This is about more than hardware on buses,” Ellerson Ng said during the podcast. “It’s about whether digital equity continues to be prioritized at the federal level—because without E-Rate, many of these programs become unsustainable.”

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Related: Benefits of School Bus Wi-Fi Discussed at STN EXPO
Related: FCC Approves Funding of School Wi-Fi in E-Rate Program
Related: Directors Discuss Navigating Wi-Fi Purchases, E-Rate Funding at STN EXPO Indy

The post Iowa’s Largest School District Mulls Future of School Bus Wi-Fi Program appeared first on School Transportation News.

While navigating funding and economic uncertainties, transportation leaders may find value in creating opportunities through strategic collaboration.

If transportation projects on their own are not likely to win support in your upcoming budget cycle, they may have a path forward when aligned with other district objectives in comprehensive facility modernization programs. Such programs can bundle multiple projects into one initiative — addressing aging systems and facilities, reducing costs, and making other improvements that matter to superintendents, chief business officers, and facilities directors alike.

In this webinar, you will learn how districtwide, multi-measured facility improvement programs can capture incentive funding while generating energy and operational cost savings. These incentives and savings can help fund transportation upgrades like EV charging, school bus Wi-Fi, and other fleet improvements. Innovative programs can also create STEM engagement opportunities for students and teachers.

In this webinar, you will learn about:

• Updates on school transportation funding
• Strategies for aligning goals across departments and leadership roles from a superintendent’s perspective
• Case studies featuring districts that developed comprehensive modernization programs to enhance learning environments, generate cost savings, and fund transportation upgrades

Brought to you by ENGIE North America

REGISTER BELOW:

 

Presenters:

Marcus Gilmore
Senior Advisor, Clean Mobility Strategy
ENGIE North America

Marcus Gilmore has over a decade of experience in the clean energy sector, leading impactful sustainability initiatives for corporations, cities, and governments. At ENGIE, he works with organizations to develop and implement strategies for transitioning to zero-emission vehicle fleets and other clean energy solutions. Previously, Gilmore led multiple state and utility market transformation programs accelerating electric vehicle adoption, charging infrastructure deployment, and medium/heavy-duty vehicle fleet electrification. He holds an MS in PR and Corporate Communications from NYU and an MSc in Major Program Management from the University of Oxford.

Michael Decker
Senior Business Development Manager
ENGIE North America

Michael Decker has nearly 30 years of experience as an administrator in Michigan public schools, culminating in his 9-year term as Superintendent of St. Charles Community Schools. He brings this wealth of practical insight to ENGIE, as he helps both schools and local government agencies find more efficient ways to meet their infrastructure needs. He holds an MA in Secondary Education from Central Michigan University and a BA in Business Administration in Marketing and Management from Northwood University.

The post (Free Webinar) Modernizing School Transportation in Uncertain Times: Strategies to Align & Achieve Goals Across Departments appeared first on School Transportation News.

In addition to the state’s Clean Truck and Bus Voucher Incentive Project (HVIP), California has also awarded school districts $500 million to purchase zero-emission school buses and chargers.

The Zero-Emissions School Bus and Infrastructure (ZESBI) project selected 133 educational agencies to receive 1,000 zero-emission school buses and related charging infrastructure to school districts and other local educational entities. Statewide grants are expected to be finalized by the end of the year.

ZESBI is a program in collaboration between the California Air Resources Board (CARB) and the California Energy Commission (CEC), and is administered by CALSTART, a nonprofit clean transportation organization.

“Cleaning up the state’s school bus fleet is central to California’s efforts to provide clean transportation in priority communities that are disproportionately hurt by air pollution,” stated CARB Chair Liane Randolph. “The vast majority of these grants will go to local educational agencies that serve these communities.”

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Related: Update: Quebec Government Passes on Saving Lion Electric, Companys End Imminent
Related: Infrastructure Investor I Squared to Acquire National Express School Bus Contractors
Related: First Student’s Kenning Discusses School Bus Electrification, Technology Innovation

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Meanwhile, HVIP is surging with voucher redemptions skyrocking by 177 percent from 2023 to 2024, with early 2025 data showing continued momentum. A press release states that in February alone, more than 200 HVIP-funded, zero-emission trucks and buses were deployed with $31 million in incentives.

“Over 15 years, HVIP invested $754 million, helping 2,000 fleets deploy 10,000 clean trucks and buses,” the release states, adding that the vehicles have logged more than 340 million miles.

The sale of new zero-emission trucks, buses and vans doubled in 2023, over the previous year, “representing one out of every six new vehicles sold for services including last-mile delivery, freight transportation, and school buses,” the release adds.

Several funding categories within HVIP have reached capacity, though funding remains through the transit set-aside and Innovative Small e-Fleets (ISEF) project. HVIP is also administered by CALSTART on behalf of the California Air Resources Board.

The post Despite Federal Funding in Peril, California State Funding for EVs Continues appeared first on School Transportation News.

School districts are contemplating how to best move forward with the cleanest-emitting school bus that best meets their individual needs, be that an electric school bus (ESB), one fueled by propane, or a cleaner diesel variety.

Several factors lead to the uncertainty over more widespread adoption of ESBs. Pricing, infrastructure and range remain concerns, and Lion Electric customers are still figuring out their next moves amid the company’s auction following financial trouble. But none are bigger than the the fate of the U.S. Environmental Protection Agency’s (EPA) five-year, $5 billion Clean School Bus Program.

Some anxiety eased in late February, after the Trump administration a month earlier put a temporary pause on award distribution, despite a memo from the EPA CFO that all program funds appropriated by the IIJA and IRA should continue to flow. Last month, the National Association for Pupil Transportation (NAPT) announced funding through the 2023 grant competition awards is now accessible.

By the end of 2024, the EPA made three rounds of awards to 1,344 school districts, totaling some $2.8 billion. Over 98 percent of those funds have gone toward purchasing ESBs.

NAPT noted it is not clear whether the EPA plans to award the remaining $2.2 billion as was authorized by Congress or to let its authorization run out, adding the program has received some strong support from senators in states where electric buses were being purchased and in at least one state where they are being manufactured.

The EPA did not respond to questions for this article. If the Clean School Bus Program lives on, one electric vehicle insider told School Transportation News funding could be funneled toward more propane school buses.

Meanwhile, Blue Bird used its first quarter results to address the impact of the federal funding pause on ESB deliveries through the Clean School Bus Program. Some
750 ESBs were sold or scheduled for production and delivery, whereas 250 were awarded with funding paused. Blue Bird initiated a reprioritized production plan to build fully funded buses earlier and push back build dates for ordered buses where EPA and federal funding was paused.

The company said it is processing new ESB orders attached to state and local funding and has confirmed political support for the Clean School Bus Program from elected officials in Washington, D.C. Blue Bird also indicated it has lowered its range of annual forecasted ESB deliveries from 1,300 to 1,000 buses.

The company noted uncertainty over the impact of tariffs means it will explore sourcing and other options with suppliers. All applicable government tariffs will be passed through to the end customer, with a potential five percent increase on all Blue Bird non-ESB buses expected by the end of February, should the tariffs on components be applied as originally proposed. School districts are exploring available options.

The non-profit Vermont Energy Investment Corp. (VEIC) has a clean transportation team specializing in programs and projects supporting electric vehicle fleet adoption and alternative fuel vehicle technology.

VEIC published a report last September for the Montana Department of Environmental Quality (DEQ) on ESB performance, summarizing evaluation activities and results associated with ES deployments in the program over the 2023-2024 academic school year.

The report found ESBs performed well in all weather conditions and route types. In extremely cold conditions, vehicle efficiency was reduced by up to 40 percent. However, ESBs were found to start up more consistently and reliably than diesel buses. ESBs also had better acceleration and quieter operation than diesel buses, but a lower top speed. Each ESB averaged $1,575 in annual fuel savings compared to diesel buses.

The report indicated primary vehicle downtime causes were related to components outside of the electric drivetrain. Resolving these issues proved more challenging with some vendors than others.

Incorporating feedback from interviews with 15 school transportation managers, school bus drivers and mechanics who engaged the most with ESBs in this program, the final section of the report offers key guidance for future ESB deployments in Montana, including in the areas of training and support, charge management, regenerative braking, and charging strategies.

Dan Rispens, superintendent of East Helena (Montana) Public Schools, noted his district received a grant through Montana’s Department of Environmental Quality that was derived from the Volkswagen settlement of 2016-2017.

“Grant funds offset approximately 80 percent of the purchase price of our bus,” said Rispens. “We were motivated by the prospect of new technology and reduced operating costs, but the primary force in our decision was grant funding.”

Its Lion Electric C bus was ordered in 2021 and delivery was accepted last August. Rispens said the district received EPA rebates to supply three additional Lion Electric buses, but East Helena passed on purchasing them given Lion Electric’s current financial status.

Speaking to the challenges East Helena Public Schools has encountered with its electric bus, “delivery timelines are challenging due to backlog in manufacturing and supply chain disruptions,” Rispens said.

“Our vendor does not have a nationwide network of dealers, so any technical assistance or warranty work is done by remote consult or sending technicians out on the road, making it cumbersome and complicated.”

Local mechanics do not know how to fix or repair the bus and do not have service manuals for it, Rispens added.

“Our bus has been here since last summer and has only been used for about a month on an actual route,” he said. “The heat system was found to be non-functional.

We are still waiting on repairs. This left the bus unusable during Montana’s harsh winter.” Last July, the World Resources Institute’s Electric School Bus Initiative reported that while the EPA had by that point funded more than 8,000 electric school buses through the EPA Clean School Bus Program, demand for ESBs is outpacing funding.

States, financing entities and utilities continue driving momentum for ESBs, noted WRI spokeswoman Katherine Roboff. “The Maryland Energy Administration recently launched a new funding program in support of school bus electrification,” she said. “We are tracking $2.3 billion in state-level funding for which ESBs are eligible. California and New York are good examples of robust state-level funding.

“We have also been in conversation with a wide range of green banks and financial institutions across the country who are also exploring the topic of financing electric school buses,” Roboff continued. “The Connecticut Green Bank, for example, has developed a new ESB financial product.”

However, the EPA is revoking $20 billion in contracts the Biden administration approved with at least eight green banks. Many Republican leaders call green banks “slush funds,” the Associated Press reported last month. At press time, the Connecticut Green Bank was one of seven green banks still listed on the EPA website.

States Continue Funding Work
The Public Service Commission of Maryland recently approved an electric school bus utility pilot program, Roboff added. The program is one of a dozen nationwide that recently closed or soon will close applications for funding. Districts also continue to explore electrification through transportation-as-a-service providers and other innovative business models built around subscription fees, Roboff said.

“School districts across the country continue to grow their electric school bus fleets,” she added. For example, the Beaverton School District in Oregon has been adding ESBs on an annual basis, leveraging a range of funding sources. In 2021, Beaverton was the first school district in Oregon to acquire an ESB and has added them yearly for a current total of 15 electric buses and 31 charging stations. Among the funding sources was a voter-approved $723 million bond, a portion of which is designated for replacement of diesel-powered buses with propane and electric buses.

Other funding sources include the Oregon Department of Energy’s Public Purpose Charge Program, Portland General Electric’s Electric School Bus Fund—funded through the Oregon Department of Environmental Quality’s Clean Fuels Program—and the EPA.

Beaverton also has 65 clean-burning propane buses using renewable propane. While the district plans to replace 225 diesel-powered buses with ESBs and propane-powered buses, some will be retained for long-distance field trips and athletic events. The district uses renewable diesel fuel, noting its higher cost is expected to drop as its supply expands.

That plan may be revisited if future battery technology improves to extend the distances ESBs can travel on a single charge. Molly Hale, marketing communications manager for Cummins’ Accelera zero-emissions business, noted Blue Bird has the company’s integrated powertrain, the PowerDrive 7000, that includes the BP97E battery, assembled in Columbus, Indiana, at its main manufacturing facility.

“Additionally, Thomas Built Buses recently announced the launch of their new Jouley Gen 2 bus with the new addition of our 14Xe eAxle and ELFA inverter,” she said. “We are pleased to be partnering with two major school bus OEMs and are excited to see the success of these buses gaining momentum and adoption. Blue Bird has delivered more than 2,000 ESBs with our powertrain.”

As speed bumps increase on the path to school districts incorporating more ESBs into their fleets, districts are pursuing a variety of approaches, such as this pilot project in New Mexico, which signed a Memorandum of Understanding (MOU) with ESB manufacturer GreenPower Motor Company. The state will seek an appropriation of $5 million to conduct a pilot program funding the purchase of ESBs, charging station installations and management costs.

Rolling with the Punches
Uncertainty over the future of ESB funding has affected many school districts, including the Ritenour School District in Overland, Missouri. The district on Feb. 4 announced the arrival of the first three Thomas Built Buses Jouleys of a 24-ESB fleet funded by a nearly $9.5 million EPA Clean School Bus Program grant sought to replace 24 diesel buses.

The district announced 24 new charging stations as well. However, the district indicated uncertainty over receiving the remaining 21 ESBs from the Clean School Bus Program due to its funding pauses. Brooks McQuinn, transportation director for the Malone Central School District in Malone, New York, noted the district has four ESBs and had received the EPA grant. The district received $1.4 million dollars for the purchase of the buses and chargers, covering most of the project cost. McQuinn pointed out existing infrastructure accommodated the chargers. The district also has its own lot and inside storage space for the buses.

The district’s fleet includes 43 65-passenger buses fueled by propane, gas, diesel and now the four ESBs. “We cover 386 square miles in this district, with a lot of different terrain,” said McQuinn. “We have used propane buses for years because it was a cleaner source of fuel, and we get tax credit for that fuel type. We have geared to gasoline engines due to the size of our district and sporting events. We have phased out our diesels and only have three left.” McQuinn noted the district is surprised the power capability of the ESBs is limited to about 75 miles a day.

“We have also not had a very cold winter here since we received these buses last March,” he added. “Our winters here can hit 30 degrees below [zero]. Overall, [ESBs] have a place in this district, but we certainly cannot meet the [state of New York] deadlines of 2035 for a complete EV bus world.” McQuinn said the cost of a propane or gasoline bus is about $185,000, including added options. The ESB costs about $465,000 and has limited options.

“The New York State [Department of Transportation] is very strict about what has to be on a school bus,” he said. “If the federal grants go away, it would put our district in a very vulnerable state. We are currently maxed out with our energy output, and if we were to add anymore [electric] buses we would have to put all new infrastructure here that would cost the district and local taxpayers millions of dollars.

“We would also have to look for alternative means for sporting events, field trips and any other trips outside of to and from school transportation,” he continued. The Electrification Coalition notes ESB procurement can take up to 18 months. This includes installing the charging infrastructure and getting enough power from the local utility. The organization noted Climate Mayors Electric Vehicle Purchasing Collaborative offers cooperative purchasing contracts for Blue Bird, IC Bus, Lion Electric, and Thomas Built Buses. The Collaborative also includes resources for the procurement process, policy guidance and a variety of other informative resources.

The Coalition advises districts to identify the appropriate type of EV charging stations, determine their locations and explore charging software to help achieve electricity cost savings.

Three types of charging stations include Level 1 (120V), Level 2 (240V), and direct current fast charging (DCFC). Engagement with the local utility is critical to assist
with the connection process for EV charging equipment, determine whether infrastructure upgrades are needed, determine charging rates and best charging times, and available software platforms.

Other Options
A video interview conducted by Steven Whaley, Blue Bird’s alternative fuels manager for eastern North America, and Anthony Jackson, executive director of transportation at Bibb County School District in Georgia, highlights operational benefits of propane school buses, including the elimination of diesel regeneration issues, reduced maintenance costs due to fewer parts and quieter operation. Bibb County School District purchased 31 propane buses in 2014, with the driving factor being issues with regeneration on the diesel engines. Benefits derived included no need for NOx sensors or having to replace particulate matter filters.

Bus drivers love that the bus is much quieter compared to diesel buses, Jackson said.
Now, most of the district’s fleet is comprised of propane-fueled buses, with propane fuel provided by Bobtail loads to the district’s four 1,000-gallon tanks. There also are diesel buses and those running on unleaded gasoline are used for field trips.

The district spent $790,599 to run over 2 million miles at a cost of 39 cents a mile, a 27 cents per-mile cost savings with more than a $500,000 in annual fuel savings. The Alternative Fuel Excise Tax Credit for propane vehicles is 36 cents a gallon for even more cost savings.

“The fate of the Alternative Fuel Tax Credit for propane vehicles is tenuous at best,” Whaley noted. “But the value proposition for propane without any incentives stands impressively on its own.” Clean diesel has also become a more attractive option, especially when using renewable diesel. But incentives for RD only currently exist in California, Oregon, Washington and New Mexico, the only states that have passed the
Low Carbon Fuel Standard.

Still, tougher EPA emissions standards have been a driving factor in diesel being more
than 90 percent cleaner today than a decade ago. Those emissions are expected to only get cleaner starting in 2027, when EPA’s Phase III GHG standard is scheduled to go into effect. But at this report, EPA Administrator Lee Zeldin signaled the rule and others are under reconsideration. If rolled back, diesel school buses could be easier and less expensive to obtain, especially in states that were previously forecasting limited availability.

As the industry awaits word on Phase III , Cummins announced last month its much-anticipated B7.2 diesel engine on the company’s HELM or fuel-agnostic platform. The emissions reduction to less than 0.035 grams of NOx per horsepower/hour, as required by EPA Phase III represents, an approximately 83-percent-cleaner engine than 2010 engines with 50-percent fewer particulate matter.

These are achieved by using a “clean sheet base engine,” a culmination of all the components, a Cummins spokesperson said.

The emissions warranty and useful life requirements also increase, with automatic engine shutdown and stop-start that can further lower emissions and GHG. Meanwhile, in anticipation of the Trump administration, the California Air Resources Board ceased seeking the additional federal waivers it needed to fully implement its Advanced Clean Fleet rule that about a dozen states were set to adopt. Many of those states are now not implementing it, which set out to reduce the number of diesel heavy-duty trucks that could be sold in California and the other so-called CARB states.

Diesel Emissions Reduction Act reauthorization was also introduced in Congress last month. That program, which ran through fiscal year 2024, had been marked for review by the Trump administration. It has been responsible for replacing over 5,100 high emissions school buses since 2010.

Editor’s Note: As reprinted in the April 2025 issue of School Transportation News.

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Related: EPA Extends 2024 Clean School Bus Program Rebate Application Deadline
Related: EPA, Treasury Disseminate Electric School Bus Tax Credit Information
Related: (STN Podcast E251) Making Safety Safer: Seatbelts, Technology, Training & Electric School Buses
Related: Fourth Funding Opportunity for EPA Clean School Bus Program Opens

The post Future of Clean School Bus Program? appeared first on School Transportation News.

Homeland Security Secretary Kristi Noem arrives for a Senate Appropriations Committee hearing in the Dirksen Senate Office Building on Capitol Hill on Thursday, May 8, 2025 in Washington, D.C. (Photo by Andrew Harnik/Getty Images)

WASHINGTON  — The top Democrat on a U.S. Senate Appropriations Committee panel Thursday slammed Department of Homeland Security Secretary Kristi Noem for her handling of her agency’s funding and the Trump administration’s immigration crackdown.

Sen. Chris Murphy warned Noem that DHS is at risk of running out of its $65 billion in funding by July – two months before the end of the fiscal year – and therefore close to triggering the Antideficiency Act, a federal law prohibiting government agencies from spending funds in excess of their appropriations. 

“Your department is out of control,” the Connecticut Democrat told Noem. “You are running out of money.”

Noem, who appeared before the Senate Appropriations Subcommittee on Homeland Security, was also grilled by Democrats about the high-profile case of a wrongly deported Maryland man sent in March to a notorious prison in El Salvador.

The White House’s “skinny” budget proposal suggests $107 billion for DHS starting Oct. 1, and assumes that Republicans pass the reconciliation package under consideration to allocate a massive $175 billion overall in border security.  

“If we now live in a world in which the administration spends down the accounts that were priorities for Republicans and does not spend down the priorities that were priorities for Democrats, I don’t know how we do a budget,” Murphy said.

Sen. Patty Murray, top Democrat on the full Senate Appropriations Committee, slammed Noem for not following “our appropriations laws.”

She was critical of how immigration enforcement has caught up U.S. citizens and immigrants with protected legal statuses.

“Your crackdown has roped in American citizens and people who are here legally with no criminal record,” the Washington Democrat said. 

She also criticized Noem for spending $100 million on TV ads that range from praising the president to warning migrants not to come to the United States or to self-deport.

Noem in addition launched this week an initiative to provide up to $1,000 in “travel assistance” to immigrants without legal authorization to self-deport, which would amount to $1 billion if President Donald Trump’s goal of deporting 1 million people is met. The source of those funds in the DHS budget is unclear. 

Murray asked Noem about more than $100 billion in DHS funds not being used or re-programmed elsewhere for immigration enforcement, and called it “an illegal freeze.”

She then asked Noem when DHS would unfreeze those funds.

Noem did not answer and instead blamed the Biden administration, and said the previous administration “perverted” how the funds were used.

Murray said she did not think it was “credible that $100 billion is used to break the law.”

“I am very concerned that DHS is now dramatically over-spending funding that Congress has not provided,” Murray said. “We take our responsibility seriously to fund your department and others. We need to have answers, we need to have accountability, and we need to make sure you’re not overspending money that you were not allocated.”

Abrego Garcia deportation

Noem got into a heated exchange with one of the Democrats on the panel, Maryland Sen. Chris Van Hollen, who traveled to El Salvador to speak with wrongly deported Kilmar Abrego Garcia. The Trump administration has admitted his deportation was an “administrative error.”

The U.S. Supreme Court unanimously ruled that the Trump administration must “facilitate” the return of Abrego Garcia, who was sent initially to brutal CECOT but is now housed in another prison.

Van Hollen asked Noem what DHS has done to bring back Abrego Garcia, who had a 2019 court order barring his return to his home country of El Salvador for fear he would be harmed by gang violence.

Noem did not answer what steps the Trump administration was taking and said that because Abrego Garcia is a citizen of El Salvador, he is in that nation’s custody and cannot be brought back.

Trump has contradicted his own administration, stating that if he wanted to bring back Agrego Garcia he would, but won’t because he believes Abrego Garcia has gang ties.

While Trump officials like Noem have alleged that Abrego Garcia has ties to the MS-13 gang, no evidence has been provided in court and federal Judge Paula Xinis, who is presiding over the case, called the accusations “hearsay.”

Noem then questioned why Van Hollen was advocating for Abrego Garcia in the first place.

“Your advocacy for a known terrorist is alarming to me,” she said.

Van Hollen said that he was advocating for due process, which the Trump administration has been accused of skirting in its deportations. A federal judge in Louisiana next week plans to hold a hearing to determine if the Trump administration violated due process in deporting a 2-year-old U.S. citizen and her mother to Honduras.

Murphy also pressed Noem on the issue and asked how she was coordinating with El Salvador for Abrego Garcia’s release.

“There is no scenario where Abrego Garcia will be returned to the United States,” she said.

Noem then said that even if Abrego Garcia were returned to the U.S., “we would immediately deport him again.”

GOP worried about students, TPS holders

Some Republicans on the panel, including the committee chair, raised concerns with Noem about how the Trump administration’s immigration crackdown is affecting students with visas.

“There are so many others who do deserve scrutiny,” said Chairwoman Susan Collins, a Maine Republican, who said she was worried about students from Canada who attend school in her home state. “But these are dually enrolled Canadian students, and they’ve been crossing the border for years without trouble.” 

She said Canadian students are being stopped by U.S. Customs and Border Protection and given intense screenings.

“They have student visas, but they’re being subjected to extensive searches and questioning,” she said to Noem. “I don’t want us to discourage Canadian students from studying at the northern Maine institutions that we have for education.”

Noem said she would look into it.

Alaskan Republican Sen. Lisa Murkowski raised the issue of paperwork not being processed for those with Temporary Protected Status in her state. TPS is granted to those who come from a country that is considered too dangerous or unstable to return to due to war, natural disasters or other instability.

Murkowski said several groups of immigrants in her state with temporary protected status and humanitarian protection are at risk of losing their work protections, such as Afghans, Haitians, Venezuelans and Ukrainians.  

“The majority of these folks are just truly valued members of their new community,” Murkowski said. “They’re helping us meet workforce needs and really contributing to the tax base here. They’ve expressed great concern about their status and work authorizations that may be revoked or allowed to expire.”

She said that U.S. Citizenship and Immigration Services has not processed TPS or humanitarian protection renewals for up to five months.

Noem said that those with TPS are being looked at, and admitted that some Ukrainians got an erroneous email that notified them their status was revoked.

She said DHS has not made a decision on whether or not to renew TPS for Ukrainians, who were granted the status due to Russia’s ongoing invasion of the country.

“Some of these TPS programs have been in place for many, many years, but the evaluation on why TPS should be utilized and when it can be utilized by a country is the process that the administration is going through,” Noem said. 

The John F. Kennedy Center for the Performing Arts on the banks of the Potomac River in Washington, D.C. The center hosts more than 2,000 performances a year, including theater, contemporary dance, ballet, vocal music, chamber music, hip hop, comedy, international arts and jazz. It is also the home to the National Symphony Orchestra and Washington National Opera. (Photo courtesy Kennedy Center)

WASHINGTON — A Democratic lawmaker is asking why House Republicans approved nearly six times the requested funding for the John F. Kennedy Center for the Performing Arts as President Donald Trump cancels federal grants for arts organizations across the United States.

Rep. Chellie Pingree of Maine, the ranking member of the subcommittee that oversees funding for the Kennedy Center, requested a detailed accounting of the $256.6 million for the center included in the Republican-led budget reconciliation package.

The Kennedy Center, a renowned venue in Washington, D.C., had originally requested just $45.73 million for fiscal year 2025. Trump in February took over chairmanship of the center’s board, leading to some artists canceling their performances.

ABC News reported Tuesday that Trump will headline a fundraiser for the center next month.

In a letter Tuesday to Kennedy Center President Richard Grenell, Pingree asked for a breakdown of how the organization plans to spend over $241.7 million on capital repairs projects, $7.7 million on operations and maintenance, and a further $7.2 million on administrative expenses.

The center had only planned on spending $157 million on repairs projects through 2027 as part of a comprehensive building plan, according to its 2025 budget request.

“I am committed to the Kennedy Center having the resources necessary to carry out its mission now and for many years to come, and I appreciate President Trump’s shared interest in the Center’s future,” wrote Pingree, who co-chairs the bipartisan Congressional Arts Caucus.

“However, as this Administration seeks to eliminate vital cultural agencies that serve communities across the nation, we must ensure that funds appropriated by Congress are truly benefitting the artists and audiences that make the Kennedy Center great,” Pingree wrote.

Pingree slammed the Trump administration’s late Friday notice that grant funding from the National Endowment for Arts would be withdrawn from organizations across the country. Trump’s budget request to Congress Friday recommended slashing the NEA completely.

Pingree issued a statement Saturday morning saying her office had already begun hearing from Maine arts organizations who received grant termination emails. “These organizations, like countless others, had already made programming decisions for the upcoming season and were counting on these funds to pay artists and workers,” Pingree said.

‘This project is essential’

A White House official told States Newsroom Wednesday that Trump had worked with Congress to arrive at the Kennedy Center funding figure.

“This project is essential to advancing President Trump’s vision of restoring greatness to our Nation’s capital. Halting Anti-American propaganda is critical to protecting our children and fostering patriotism,” according to the official.

Separately, an emailed statement attributed to White House spokesperson Anna Kelly said that “President Trump cares deeply about American arts and culture, which is why he is revitalizing historic institutions like the Kennedy Center to their former greatness.”

The White House did not immediately respond to follow-up questions about the termination of other arts funding.

The Kennedy Center did not respond to States Newsroom’s requests for comment about how the funds will be used and whether Grenell had received Pingree’s request.

A House Republican document outlining the party’s funding goals for 2024 shows the GOP-led House Committee on Appropriations had planned $44.9 million for the Kennedy Center that year, noting the amount was $454,000 below 2023 funding levels and $3.1 million below former President Joe Biden’s budget request.

A worker applies an adhesive bandage to a child at a vaccination clinic in Minneapolis’ Corcoran Park in August 2023. Minneapolis is among the cities forced to cancel vaccinations after cutoffs in federal funding. (Courtesy of City of Minneapolis)

The number of measles cases is approaching 1,000 across 29 states, according to newly released federal statistics. Even as the outbreaks grow, more local governments are complaining that their efforts to combat measles with vaccination clinics have been shut down by abrupt federal funding cuts.

As of May 1, a total of 935 confirmed cases had been reported, according to the federal Centers for Disease Control and Prevention. They were in Alaska, Arkansas, California, Colorado, Florida, Georgia, Hawaii, Illinois, Indiana, Kansas, Kentucky, Louisiana, Maryland, Michigan, Minnesota, Missouri, Montana, New Jersey, New Mexico, New York, Ohio, Oklahoma, Pennsylvania, Rhode Island, Tennessee, Texas, Vermont, Virginia and Washington.

There have been three confirmed deaths, two children in Texas and one adult in New Mexico, all unvaccinated.

Metro Nashville, the combined county and city government in Tennessee, and three other local governments sued on April 24 over reductions in federal public health funding, saying the abrupt $11 billion in cuts nationwide forced Nashville to cancel vaccination clinics needed to combat this year’s measles outbreak. Colorado and a group of other states sued earlier in April, mentioning the impact of cuts on their ability to control measles, flu and other vaccine-preventable illnesses.

Others joining the April 24 lawsuit: Harris County, Texas, where Houston is located; Columbus, Ohio; Kansas City, Missouri; and the American Federation of State, County and Municipal Employees union. They called the cuts “a massive blow… at a time where state and local public health departments need to address burgeoning infectious diseases and chronic illnesses, like the measles, bird flu, and mpox.”

The funding cuts also forced Minneapolis to shut down clinics in March that had been scheduled to run through June, said Luisa Pessoa-Brandão, director of health initiatives for the city’s health department.

Last year the city’s clinics served 501 patients with 1,475 vaccination shots, including against measles, she said. About 30% of children in the city are not fully vaccinated, much too high to ensure unvaccinated children won’t fall victim to measles outbreaks like the current one, she added.

“There’s fear and hesitancy about the vaccine, based on some of the misinformation out there,” Pessoa-Brandão said. “There are other factors — access [to medical care] and the COVID pandemic, which delayed people getting vaccinations. We’re playing catch-up the last few years.”

Stateline reporter Tim Henderson can be reached at thenderson@stateline.org.

Stateline is part of States Newsroom, a nonprofit news network supported by grants and a coalition of donors as a 501c(3) public charity. Stateline maintains editorial independence. Contact Editor Scott S. Greenberger for questions: info@stateline.org.

Lawmakers listen to testimony at the West Allis public hearing in early April. (Photo by Baylor Spears/Wisconsin Examiner)

Education priorities, including funding for K-12 public schools, higher education and early childhood education and child care, proved to be the issues that arose most often in public hearings held by the Wisconsin Legislature’s powerful budget committee in April. 

Wisconsin lawmakers wrapped up their public hearings this week with a hearing Monday in Hayward and one Tuesday in Wausau. Two hearings were held in early April in West Allis and Kaukauna.

With the hearings complete, the Joint Finance Committee will turn its attention to the work of writing the budget with the goal of completing it by the June 30 deadline. If lawmakers and Gov. Tony Evers don’t complete the budget by that deadline, Wisconsin continues to operate under the current budget into the next fiscal year. 

Tessa Maglio, digital and communications organizer for the Wisconsin Public Education Network, a nonprofit advocacy organization for public schools, worked with legislative policy Lead Bryn Horton and organizing and engagement coordinator Camden Hargrove to track testimony at each of the public hearings.

“Tracking the testimony is really important because we have seen in budget cycle after budget cycle people ask for the resources Wisconsin kids in their public schools need and then have watched the subsequent budget not meet the requests,” Maglio said. “We wanted to keep it in the forefront of the advocates’ minds as well as the governor’s mind and legislators’ minds.” 

According to the WPEN tracker, more than 900 people spoke across the four hearings, which lasted about 29 total hours. WPEN reported that more than 170 people discussed funding for K-12 schools, more than 50 people spoke about higher education and more than  50  spoke about child care. Maglio said education across the spectrum made up at least a third of the total testimony.

“It is really powerful to hear you know people share their stories and experiences and priorities and so even though some of the topics might not have tallied very high on our tracker, they’re nonetheless still very important,” Maglio said.

On the issue of  K-12 public education, Maglio said, public testimony included calls to raise the special education reimbursement to at least 60%, provide districts with more spendable aid, fix the revenue limit structure, which restricts how much school districts can raise without permission from lawmakers or the public, and help school districts keep their schools operating and serve their students.

There were “many different stories and many different perspectives and people brought their own experiences whether they were coming from large urban districts or small rural districts,” Maglio said. School districts in Wisconsin have not had predictable increases in funding through state aid or property taxes in over 15 years, and an increasing number of school districts have had to rely on getting permission from voters in referendums to meet costs.

Maglio highlighted testimony by Laura McCoy, president of the Green Bay Area Public School District Board of Education, at the Kaukauna hearing. 

McCoy told lawmakers that her community supports their local schools.

“We know this because we just passed yet another referendum: the third referendum in eight years. We’re going to have to pass another one next year,” McCoy said. “Honestly, funding public education by referendum is no way to educate our future generations. Districts around this state are begging for change. Please listen to them.” 

“We are doing our job in Green Bay. We are holding up our piece of the sky. We are preparing our students for the future and we are hitting it out of the ballpark with workforce development,” McCoy added. “But it gets harder every year and we need to feel like the state Legislature is our partner, and not our adversary.” 

JFC Democrats call for education funding

Democrats on the Joint Finance Committee also called on Republican members to fund education in the upcoming state budget during a Wednesday press conference.

“From West Allis to Wausau, the message was consistent and it was clear,” said Sen. LaTonya Johnson (D-Milwaukee).  “Wisconsinites want a budget that invests in public education, affordable health care options, workforce development and child care.” 

“It is our job as state legislators,” Sen. Kelda Roys (D-Madison) said, “and it is time for my Republican colleagues to join Democrats in actually providing the resources that our kids deserve.” 

Republican leaders have said that the state Supreme Court decision on Evers’ partial veto, which extends the annual $325 revenue limit increase for school districts for 400 years, would affect the state budget. In April, the Court upheld the veto, saying it was within the governor’s  power and suggesting that lawmakers could take different routes, including writing the budget differently or passing a constitutional amendment, if they want to prevent such vetoes in the future. 

Roys said it would be “an excuse” and “pathetic” if Republicans decide not to increase education funding due to the decision. 

“If they want to try to pass a constitutional amendment, we’ve seen them do it again and again. They can certainly give that a try, but I don’t think that’s an acceptable excuse to fail to pass a budget on time, fail to pass a budget that makes the investments that our kids and our constituents — all of our constituents — need and and deserve,” Roys said. 

Johnson added that the state could also cover the cost of the $325 revenue increase Evers’ veto allowed school districts to raise from local taxpayers. 

“I’m hoping that they do the right thing,” Johnson said of her colleagues in the Legislature. “We heard a consensus across the board of taxpayers coming in and testifying, saying that the referendums are not sustainable. It’s not the way for them to fund public education, and let’s be real, it’s not fair, either.” 

Health care concerns

According to the WPEN’s tracking, health care was the second most discussed issue at the hearings. 

“Coming in just behind the focus on public education was Medicaid expansion, Medicaid funding, health care,” said Maglio. “Many, many, many people came out to testify in favor of those things and shared really powerful and sometimes heart-breaking personal stories about the impact that Medicaid funding has on their lives or the lives of their loved ones and what that would mean if that funding were not to be supported in the budget.” 

Evers, as he has done in each of his budget proposals, asked  that Wisconsin take the federal Medicaid expansion that would allow almost all adults with incomes up to 138% of the federal poverty level to qualify. Wisconsin is one of only 10 states that has not done so.

This session, though, the request comes at a moment when the Medicaid program is facing the threat of deep cuts from  the Trump administration and Republican members of Congress. Concerns about proposed federal cuts came up at the state budget hearings. 

“Also with farming and food access and previously supported funding for Wisconsin farmers to provide food to schools and to food pantries… Across the board there was kind of an undercurrent [of] people focusing on the needs of Wisconsinites, but urging their lawmakers to think about the budget within the context of decisions being made at the federal level,” Maglio said.

In addition to broader Medicaid expansion, a postpartum Medicaid expansion, which would extend health care coverage for mothers who recently gave birth from 60 days to a year, has been a major point of bipartisan agreement this session. A bill that would make Wisconsin the 49th state to take the extension recently passed the Senate but it faces challenges in the Assembly, where the top Republican has opposed the measure deeming it an expansion of “welfare.” 

Roys called on her Republican colleagues to get it done by placing it in the budget. She noted that the four Democrats and the six Senate Republicans on the Joint Finance Committee, who voted in favor of the bill, could place the proposal in the budget without Assembly Republicans on the committee having to vote in favor. 

“I understand that there are some problems over in the Assembly, and we’ve heard that Vos  is to blame year after year, session after session when this doesn’t get done — despite having overwhelming support for members of his caucus, and, of course, every single Democrat in the Legislature,” Roys said. “The good news is that if Republicans in the Assembly are afraid of political retribution from Speaker Vos or they don’t want to cross him, we can still put postpartum Medicaid expansion in the budget right now.” 

Another major issue that lawmakers will debate this budget is tax cuts, though Roys noted that cuts for “millionaires and billionaires” were not popular topics at the public hearings. 

“That’s one thing that nobody asked for, [but] seems to be the focus of my Republican colleagues,” Roys said. “In fact, they are focused on trying to shove through an irresponsible tax cut before we even engage in meeting the needs of Wisconsinites.”

Republican lawmakers have said they want to pass a tax cut bill prior to the budget. 

“The goal, again, is to try to find something that can actually get across the finish line,” Assembly Speaker Robin Vos (R-Rochester) said in April. During the last legislative session, Evers vetoed several Republican  tax cut proposals, including proposed reductions for the top income tax brackets in the last budget. “I think the governor realizes that we’re not going to spend any more money unless we have the ability to reduce taxes and help folks get by with inflation.”

Evers, meanwhile, has said that he won’t support tax cuts done outside of the budget.

“It has to be part of the budget. We just can’t do things one way, and then, you know, just do taxes and then do spending,” Evers said. “We have to look at it together.”

So far lawmakers have declined to discuss specifics. Committee Co-chair Sen. Howard Marklein (R-Spring Green) said at a press conference ahead of the Wausau hearing that details haven’t been negotiated and they aren’t going to “negotiate anything in the media.” 

Democratic legislative leaders have said they haven’t been part of those discussions. 

Roys said that if Democrats were going to support a tax cut, it needs to be part of the budget process and it needs to be “responsible and not create a massive structural deficit that then Republicans will use it as an excuse to undermine the services that we rely on in our public schools.” Any cut, she added, needs to be targeted towards “everyday Wisconsinites.” 

Johnson said that investing in other priorities could also present a better opportunity for savings for taxpayers. 

“Everybody could use a couple of extra dollars in their pocket. Let’s be real, I could use a couple of extra dollars a month, but if those same communities are going to have to go to referendum to support their schools, it’s not a tax break for them,” Johnson said.

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This month’s issue takes a deep dive into the many angles of safety and security for student transportation. Read articles on AI software, Danger Zone safety technology options, funding for school bus Wi-Fi and the uncertain future of federal funding for purchasing clean-energy buses. Hear from Blue Bird’s new president, more on technology adoption and recap from STN EXPO East.

Read the full May 2025 issue.

Features

The Future is Now
AI-enabled software is already tracking and acting upon school bus driver skills behind the wheel and the adherence of motorists to school bus stop laws. Camera manufacturers discuss how the technology could impact and even predict onboard behavior as well.

Seeking Peace of Mind
The current regulatory climate leaves uncertainty for the future of federal funding of alternative fuels, especially electric school buses. Readers react as they finalize their budget requests for the coming school year.

Defining Your Danger Zone
Many solutions exist that promise increased student safety in and around the school bus. Choosing the technology or equipment to deploy differs based on the environment and threats to the “Danger Zone.”

Special Reports

School Bus Wi-Fi in Flux?
With the U.S. Supreme Court weighing its ruling on the constitutionality of the Universal Services Fund, the FCC could choose to remove funding for school bus Wi-Fi hotspots from E-Rate. The program has proven to be successful for students. Its political opponents say the funding exceeds Congress’ intent.

Q&A: Wyskiel Steers Blue Bird Toward its Second Century
Eyeing its upcoming 100th birthday in 2027, the school bus manufacturer turns to the industry and production experience of John Wyskiel to lead the company and service its customers.

STN EXPO East in Photos
View photos from STN EXPO East, held in Concord, North Carolina near Charlotte in March.

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Ad Index

Editor’s Take by Ryan Gray
Avoiding Blurred Lines of Reality

Thought Leader by Robert Pudlewski
A Fuel Purchasing Method Worth Considering: The Fixed Forward Fuel Contract

Publisher’s Corner by Tony Corpin
Transportation Collaboration

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Get updates on the EPA Clean School Bus Program and dive into the State of Sustainable Fleets Report.

Gaurav Sharda, chief technology officer at Beacon Mobility, discusses how an improved relationship between IT and student transportation improves efficiency, safety and service for families.

Read more about technology.

This episode is brought to you by Transfinder.

 

 

Message from School Radio. 

 

 

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

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Wisconsin libraries rely on funding provided by the federal government through the Library Services and Technology Act Grants to States Program. (Photo courtesy of Madison Public Library)

The Wisconsin Department of Public Instruction (DPI) received $1.6 million in grants from the federal Institute of Museum and Library Services (IMLS) to support library operations and programming last week, though uncertainty remains for the program. 

Wisconsin libraries rely on funding provided by the federal government through the Library Services and Technology Act (LSTA) Grants to States Program, but that program has been in danger since President Donald Trump signed an executive order to downsize and begin the process of eliminating the agency. DPI and libraries throughout the state have warned that eliminating the funding would be a blow to statewide support for library programs as the grants fund staff for programs including the interlibrary loan system and other grants.

The notification message from IMLS to DPI stated that the partial payment is for the time period through April 2025. It also notified the state agency that “any additional amounts are subject to the availability of funds, IMLS discretion and other actions” and that “should those conditions be met, IMLS anticipates issuing supplemental awards and will send the allotment table at that time.”

“At this time, the DPI has not received a final allotment table indicating the amount of funding Wisconsin will receive,” the DPI stated in an update to libraries Tuesday afternoon. “This is not the typical fashion in which these funds are granted to states, but receiving a partial award provides some stability and relief in the short term.” 

The uncertainties for federal funding will still have some impact on the services that DPI carries out. Typically, the DPI Library Services office opens grant subawards, which are grants funded by federal funds and administered by the state agency, to library systems in Wisconsin in July. That won’t happen this year due to the uncertainty surrounding the amount and timing of future Grants to States funds.

“The DPI will prioritize the Library Services salaries and the tools necessary to do their jobs with this partial allotment,” DPI said in the email. The Library Services team is made up of about 20 people with 16 of the positions funded with federal dollars. “The team will reassess the viability of providing subawards once more is known about the future of IMLS and LSTA funding.” 

The amount that the state received is about half of the $3.23 million that Wisconsin received for the Grants to States Program received in 2024. 

Ben Miller, DPI library services director, had previously told the Examiner that the expected payment would serve as the next milestone for the state agency. There was uncertainty surrounding whether the payment would be sent given the gutting of staff for the IMLS office and the fact that other grants for libraries and museums have already been cut. Wisconsin is part of a multi-state lawsuit challenging the cuts to IMLS.

Miller had said that even if the agency received the payment, it will likely be cautious in proceeding with certain actions as the Museum and Library Services Act of 2018, the federal law that the grant program relies on, is up for renewal this fall. 

DPI spokesperson Chris Bucher said in an email to the Examiner that the state agency is “encouraged” by the first payment and is “optimistic given the IMLS note about issuing the supplemental awards.” 

“Our top priority remains being [of] service to Wisconsin kids and communities,” Bucher said. 

DPI also it would continue to provide updates to libraries as the situation evolves and thanked the library community for “sharing your stories, working with elected officials, and remaining steadfast in the incredible services you provide every day.” Libraries across the state have been working to inform the public about the potential cuts and to advocate for the federal funding with lawmakers. 

“Keep being loud and proud about the meaningful work happening in your libraries and communities,” DPI wrote. 

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The electric school bus landscape is fraught with unknowns. Not long ago, that meant range anxiety, infrastructure challenges, supply chain disruption, lengthy delays in receiving orders from the manufacturers, and not knowing when the purchase price would come down.

At least student transporters knew Uncle Sam could foot some or most of the bill for the next couple of years. Last April, the conversation in this magazine on electric school buses, or ESBs, centered on cold-weather operations. The chill in today’s air, at this writing, has been the freeze of future U.S. Environmental Protection Agency Clean School Bus Program funding.

While the industry received good news in late February that the Clean School Bus Program portal was reopened for round one and two rebates and grants, 2023 rebate funds were not available for withdrawal at at press time.

The yellow school bus and reducing harmful diesel emissions from them should be an easy sell. The program also has backing on both sides of the congressional aisle. One of the most recent calls to release the funding came via a Feb. 27 letter to EPA Administrator Lee Zeldin. The letter, signed by 18 Democratic senators and led by Sen. Edward Markey of Pennsylvania, notes the Clean School Bus Program supporting 8,500 clean school bus projects in more than 1,200 school districts through fiscal year 2024. The letter also asked when the rest of funds would be released.

Zeldin had not responded at this writing.

There was no word when the Clean School Bus Program would resume, not to mention when awards from the most recent rebate program would be announced. The EPA website still says 2024 rebate selection notifications are scheduled for next month. We will wait and see.

Congress passed the Infrastructure Investment and Jobs Act that called for $5 billion over five years. There is $2.2 billion remaining to be spent. It would seem unlikely for Congress to end the program prematurely. But budget trimming has become quite the fashion in Washington, D.C.

As of early March, the World Resource Institute’s Electric School Bus Initiative reports there were 5,123 ESBs delivered or in operation nationwide but another 8,757 committed or awarded. It’s important to note that nearly 96 percent of Clean School Bus Program funds have gone toward purchasing electric school buses, the remainder propane buses or a negligible amount of CNG.

Meanwhile, last month Zeldin announced he was halting multiple EPA regulations for further review, especially those deemed by the Trump administration to be an “electric mandate.” There is no such mandate at the federal level, per se. But one could argue that EPA’s Phase III GHG emissions regulation, among three dozen regulations under review by Zeldin’s office, essentially forces truck and bus operators to switch to zero-emissions vehicles for a lack of readily available alternatives, at least in the quantities that states and school districts need.

The electric school bus movement is too large to fail, with OEMs investing millions of dollars on R&D and school districts investing millions more of taxpayer money on vehicle purchasing and related infrastructure. Minus the Clean School Bus Program, the impetus
to continue electric programs could fall squarely on the shoulders of states based on school district demand.

The Californias and New Yorks of the world have already made up their minds that electric school buses are the path forward, and they have the deep pockets and political will to continue subsidizing programs. For most other states, especially if EPA rolls back Phase III, diesel will remain entrenched as the only choice for many.

Adding to the options available in 2027, Cummins’ gasoline engine is slated for full production that year. Last month, the company announced its new diesel engine that meets Phase III will also launch in 2027. We must wait and see if or when more propane options
become available to the marketplace.

Could this all lead to more renewable diesel? So far, RD has only made inroads to the Low Carbon Fuel Standard states of California, Oregon, Washington and New Mexico, which subsidize the premium price and drive supply to market. That path has always made a lot of sense to me, as the drop-in fuel reduces GHG, NOx and PM compared to regular diesel and meets engine warranty requirements.

Student transporters have challenging school bus purchasing and energy adoption decisions to make over the next four years. That might not seem like a long time until you realize that’s one-third of an average school bus lifecycle.

Editor’s Note: As reprinted in the April 2025 issue of School Transportation News.

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Related: Update: Future of Electric School Bus Funding Remains Unknown, Warns Expert
Related: (STN Podcast E251) Making Safety Safer: Seatbelts, Technology, Training & Electric School Buses
Related: WATCH: STN EXPO Reno Live Stream – The Scalability of Electric School Buses
Related: School Bus Drivers Discuss Real-Life Experiences Driving Electric Buses

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A continuing education scholarship named after industry veteran Dick Fischer is being offered this year for STN EXPO West in Reno, Nevada.

Richard “Dick” Fischer is known for his many contributions to the school bus industry, having spent over six decades serving as a school district transportation director, school-bus safety trainer, and consultant. He is an NAPT Hall of Fame member and recognized as the “father” of School Bus Safety Week for successfully petitioning President Richard Nixon in 1969 for the first federal recognition.

Even after his official retirement in 2013, Fischer has continued to be a present advocate for school bus safety, which includes being a speaker at the STN EXPO conferences and publishing a daily email digest of news about school bus and student transportation from around the world.

After being presented with the STN Lifetime Achievement Award last summer at the 2024 STN EXPO West conference, a scholarship was created for attendees this year, to be given to one student transportation professional from a school district or school bus contractor who champions safety efforts at their operations, in their state, or nationwide. The nominations must be made by a peer or supervisor who can provide specific examples of why the individual should attend STN EXPO West, held July 11-16.

The scholarship winner will receive funds to cover travel, hotel room accommodations and conference registration costs. The deadline to submit a nomination is May 23, the nomination form can be found at stnexpo.com/west/stn-expo/scholarship.

Save $100 on regular conference registration with Early Bird registration by June 6. STN EXPO West will be held July 11-16 in Reno, Nevada at the Peppermill Resort. Find registration and hotel details and stay tuned for updates on the conference agenda, exhibitor lists & unique experiences at stnexpo.com/west.

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Related: STN EXPO West Keynote Speaker to Uncover Significance in Simplicity
Related: Dick Fischer Wins STN’s Lifetime Achievement Award
Related: STN EXPO Reno Kicks Off with Deep Dive into Accident Investigations

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HUTCHINSON, Kan. – Durham School Services (DSS), a leader in student transportation dedicated to giving back to the communities it serves, has funded the wrapping of two activity buses for Hutchinson Public Schools. The buses will be used to transport students to and from sports events and activities.

The first of the two wrapped buses, adorned with the school district’s signature colors and logo, was unveiled recently, and the second bus is slated to be unveiled later this month. The design, which aims to promote and demonstrate school pride, was designed by Hutchinson High School students.

Durham School Services and Hutchinson Public Schools have been partners since 1997, and as evidenced by their nearly 30-year partnership, have developed a strong, trusting relationship. Over the course of the partnership, the Hutchinson Durham team has supported various community events such as hosting toy and school supply drives, volunteering at local shelters, in-kind transportation services, and more, as part of their Partners Beyond the Bus community outreach program.

“Our school district is fortunate to have such a strong partner in Durham School Services,” said Stacy Goss, Director of Communications, Marketing & Public Relations, USD 308 Hutchinson Public Schools. “When Durham’s General Manager Michael Simmons approached us with the idea, my mind immediately went to our students and how we could involve them. Hutchinson High School students in the Graphic Design Project Management class designed the artwork. They worked closely with the vinyl wrap vendor to design and approve the art. There were a few vents on the bus that the vinyl wrap couldn’t adhere to, so our students in the Collision Repair course at our Career and Technical Education Academy jumped in to paint them. Overall, we are impressed with the outcome! Our students are riding in style and can take pride in the work they’ve put out into the community. We appreciate Durham School Services and their longstanding commitment to students in USD 308.”

“As a long-time partner, we were delighted with this opportunity to give back to the students and community by supporting the bus wrapping project as part of our Partners Beyond the Bus community outreach program,” said Michael Simmons, Hutchinson General Manager, Durham School Services. “Uplifting and giving back to the communities we serve is a Company value we live by and strongly believe in, and it is through our Partners Beyond the Bus program that we are able to showcase this commitment. Our teams do incredible work in their community all year round, so I am glad we were able to highlight a meaningful project such as this one with Hutchinson Public Schools that will benefit the students and community for years to come.”

About Durham School Services: As an industry-leading student transportation provider, Durham School Services is dedicated to the safety of our students and People. For more than 100 years, we have been committed to Excellence and upholding our mission of getting students to school safely, on time, and ready to learn. Through this mission and a grassroots approach to our operations, Durham School Services has earned recognition as a trusted transportation provider among our Customers and the Communities we serve.

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The cover story this month features Charlotte-Mecklenburg Schools superintendent Crystal Hill as she discusses what it takes to drive an entire district towards success. Read more about the new GM and VP of IC Bus as well as articles on technological upgrades, AI & predictive technology, benefits of using a third-party contractor plus more on the unclear future of electric school buses and clean energy funding.

Read the full April 2025 issue.

Cover Story

Breaking Barriers & Navigating Uncharted Territory
Crystal Hill, the superintendent of Charlotte-Mecklenburg Schools in North Carolina, shares how she started her career in education, her perspective on the importance of student transportation, and the potential impacts of cuts in federal funding.

Features

Seeing Into The Future
AI and predictive technology hold many promises for student transportation professionals, especially those in charge of servicing school buses and ensuring optimum uptime.

The Steps To A Technology Upgrade
Upgrading technology comes with many questions such as staying with the same provider and looking at expanded features. Directors weigh in on the items and processes they value most.

Who, What, When, Where and Why?
While contracting operations isn’t for every school district, those that use third-party services discover the benefits of technology and safety equipment adoption, cost savings and vehicle variety.

Special Reports

Passing the Torch
Charles Chilton has big shoes to fill as the new GM and VP of IC Bus. But his experience as a school bus driver and engineer are proof he is more than up to the task.

Clean School Bus Program
School districts are left wading in the deep end of regulatory and funding uncertainty, especially when it comes to purchasing new electric school buses under the EPA’s Clean School Bus program.

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Ad Index

Editor’s Take by Ryan Gray
Moving Target

Publisher’s Corner by Tony Corpin
Building an Elite School Transportation Team

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