LOS ANGELES, Calif. -HopSkipDrive, a leading technology company partnering with school districts to get kids to school more quickly, safely, and easily than anyone else, today released new data highlighting the impact of its expert-developed CareDriver education and the deep experience of its driver network. Following the launch of the company’s industry-leading driver education program focused on supporting students with neurodivergence, internal data reveals that 94% of surveyed CareDrivers say they feel confident supporting neurodivergent riders, a result that translates directly into greater preparation for students and better experiences for students, families, and school staff. Additionally, 85% of surveyed CareDrivers found these proprietary resources, developed in partnership with nationally recognized child development leaders, essential in preparing for these specialized rides.
Defining the “Caregiver on Wheels”
Unlike traditional rideshare platforms or traditional unlicensed brokers, HopSkipDrive vets the human, not just the paperwork. CareDrivers are highly qualified individuals from the community—often parents, nurses, or educators—who provide a dignified and supportive experience for students.
Reflecting a deep well of expertise within the network, CareDrivers bring a median of 10 years of prior caregiving experience. Every CareDriver is vetted through a rigorous 15-point certification process, which includes fingerprint-based background checks and mandatory video screenings to evaluate empathy and situational judgment before their first trip.
“My son’s driver was patient and understanding with him since he’s a special needs child,” says Andrea O., a parent in Los Angeles. “She always watched him get inside the building before she took off to make sure he got in safely. She provided a safe and calm atmosphere.”
The Differentiator: Education That Empowers Care
School districts often spend 95% of their time solving transportation for the most vulnerable 5% of their students, such as those with IEPs or those experiencing homelessness. HopSkipDrive’s customized curriculum provides CareDrivers with practical skills in:
Trauma-informed care to support students during difficult transitions.
Supporting neurodivergent riders and understanding sensory sensitivities to ensure a calm ride environment.
De-escalation techniques for proactive ride management.
“The integration [of HopSkipDrive] has significantly streamlined our processes, allowing for a smoother and more responsive service for our students,” says Marcy P., Littleton Public Schools in Littleton, Colorado. “It allows me to fully focus as a ride organizer by saving me valuable time.”
The Power of Direct Accountability
This specialized preparation is a primary differentiator of HopSkipDrive, which prioritizes direct accountability and verified oversight for every trip. As a fully licensed and regulated Transportation Network Company (TNC), HopSkipDrive maintains a direct relationship with every CareDriver on the platform. This allows for rigorous, transparent reporting and a level of verified compliance that provides school districts with peace of mind and reduced liability.
“Safety and education are not add-ons; they are the foundation of our entire model,” says Jennifer Brandenburger, SVP of Safety at HopSkipDrive. “Because we maintain a direct relationship with every CareDriver, we can ensure our specialized education reaches every person behind the wheel without a ‘game of telephone.’ This direct accountability ensures drivers are not just vetted, but truly prepared for the students they serve, providing districts with a level of verified compliance and risk reduction that subcontracted models simply can’t guarantee.”
About HopSkipDrive:
HopSkipDrive is a leading technology company partnering with school districts to get kids to school more quickly, safely, and easily than anyone else. The company is modernizing the $30 billion school transportation industry through two core solutions: a care-centered transportation marketplace and an industry-leading transportation intelligence platform, RouteWise AI. HopSkipDrive’s marketplace supplements school buses and existing transportation options by connecting kids to highly-vetted caregivers on wheels, such as grandparents, babysitters, and nurses in local communities. RouteWise AI helps schools and districts address critical challenges, including budget cuts, bus driver shortages, and reaching climate goals. HopSkipDrive has supported over 13,500 schools across 21 states, with nearly 1,300 school districts, government agencies, and nonprofit partners. More than five million rides over 95 million miles have been completed through HopSkipDrive since the company was founded in 2014 by three working mothers.
Pennsylvania Gov. Josh Shapiro speaks with reporters and editors in Washington, D.C., on Jan. 29, 2026. (Photo by Ashley Murray/States Newsroom)
WASHINGTON — Pennsylvania Gov. Josh Shapiro is preparing a response should the Trump administration surge federal immigration agents into the commonwealth, he said Thursday in Washington, D.C.
Recent deadly shootings of two Minneapolis residents by federal agents compelled the Democratic governor “to let the good people of Pennsylvania know my views on this, where I stand, and also let them know that I’m going to protect them,” he said.
Shapiro declined to provide details, saying it would “not be prudent” to share specifics on whether a response would be a law enforcement operation or confined to challenging the administration in the courtroom.
“We’re prepared on every level now. If the president of the United States seeks to impose his will, and the federal will, on our commonwealth, there may be some things that we can’t stop, but I can tell you, we’ve learned from the good example in other states,” Shapiro said, citing actions by other Democratic governors in California, Illinois, Minnesota and Maine.
D.C. stop for presidential hopefuls
Shapiro delivered the comments during an intimate brunch with the Washington press corps hosted by The Christian Science Monitor. The Monitor routinely hosts press events with elected officials and newsmakers, and has historically been a stop on the circuit for presidential hopefuls.
Shapiro brushed aside questions about a possible presidential bid in 2028, instead saying he’s running for reelection this year and believes that “no one should be looking past these midterms.”
“I don’t think we should be thinking about anything other than curtailing the chaos, the cruelty and the corruption of this administration, and the best way for voters to do that is by showing up in record numbers,” Shapiro said.
The Pennsylvania executive also expressed he is “deeply concerned” about the administration’s efforts to undermine the election.
“The administration demanded that I turn over all of the voter rolls for our commonwealth. We have roughly 9 million voters. … I have a legal responsibility to protect that information. I also do not trust this administration to use that for anything other than nefarious purposes, and so I refuse to share that information. They’ve sued us, and we’ll see them in court,” he said.
The Trump administration has sued more than 20 states to date for voter roll data, including personally identifying information, according to the Brennan Center for Justice. The administration has said it plans to share the data with the Department of Homeland Security to search for noncitizens.
Among the states targeted alongside Pennsylvania: Arizona, Colorado, Georgia, Maine, Maryland, Michigan, Minnesota, Nevada, New Hampshire, New Mexico, Oregon, Virginia, Washington and Wisconsin.
New book
Shapiro told reporters he attended Thursday’s event to promote his new book, titled “Where We Keep the Light: Stories from a Life of Service,” which features stories about his faith, the process of being vetted as a potential 2024 vice presidential candidate for Democratic nominee Vice President Kamala Harris, and the “dark moment” in April 2025 when a lone man set fire to the governor’s mansion in an attempt on Shapiro’s life.
“We have to acknowledge political violence has been an issue for generations. I think it is also true that over the last several years, we’ve seen a rise,” he said, citing the recent attack on U.S. Rep. Ilhan Omar, D-Minn., the killings of former Minnesota House Speaker Melissa Hortman and her husband, Mark, and of conservative activist Charlie Kirk, as well as the assassination attempts of President Donald Trump on the campaign trail.
Elected leaders, he said, have a “responsibility to speak and act with moral clarity and to condemn that violence regardless of who’s targeted.”
“I must say, when the president of the United States fails to condemn acts of political violence because they’re targeting someone that he dislikes or disagrees with, that makes us all less safe,” he said.
The governor has been on a media blitz promoting his book, including an appearance on “The Late Show with Stephen Colbert” earlier this week.
He told the host it’s a “sad day in America that a governor of a commonwealth needs to prepare for a federal onslaught where they would send troops in to undermine the freedoms and constitutional rights of our citizens.”
In response to a request for comment, White House spokesperson Abigail Jackson said assaults on federal immigration agents are on the rise because of “untrue smears by elected Democrats.”
“Just the other day, an officer had his finger bitten off by a radical left-wing rioter. ICE officers act heroically to enforce the law and protect American communities and local officials should work with them, not against them. Anyone pointing the finger at law enforcement officers instead of the criminals is simply doing the bidding of criminal illegal aliens,” Jackson said in a written statement.
A voter casts a paper ballot in Virginia. Despite two recent legal setbacks, the Trump administration has sued the Virginia elections commissioner in its quest to obtain sensitive voter data. (Photo by Markus Schmidt/Virginia Mercury)
The Trump administration has sued another state — Virginia — in its quest to obtain sensitive voter data, despite two recent legal setbacks in suits against other states.
The Justice Department on Friday sued Susan Beals, the elections commissioner in Virginia, after months of seeking a copy of the state’s voter registration lists, including individual names, addresses, dates of birth and Social Security numbers.
“Virginia becomes the next state sued for ignoring federal law!” U.S. Assistant Attorney General Harmeet Dhillon wrote on the social media platform X.
The Trump administration has sued more than 20 states, according to the Brennan Center for Justice, in what the administration frames as a quest to ensure that states are properly maintaining voter rolls, that ineligible people are kept off rolls and that only citizens are voting.
The U.S. Department of Justice is sharing state voter roll information with the Department of Homeland Security in a search for noncitizens, the Trump administration confirmed in September.
While election officials stress that well-maintained voter rolls are important, President Donald Trump and some of his Republican allies have long promoted baseless claims of widespread voter fraud.
In the Virginia case, the Justice Department claims it was reassured by the administration of former Republican Gov. Glenn Youngkin that it would hand over voter rolls. But that did not occur and Youngkin was term-limited. On Saturday, Democrat Abigail Spanberger was sworn in as Virginia’s 75th governor.
Beals, the elections commissioner, was appointed by Youngkin in 2022. The state election department did not immediately respond to a request for comment.
Last week, similar federal lawsuits hit roadblocks in California and Oregon.
U.S. District Court Judge David Carter dismissed a lawsuit by the Department of Justice against California seeking voter information, calling the request “unprecedented and illegal.” Just a day earlier, a separate federal judge said from the bench he planned to dismiss a similar lawsuit against Oregon.
Democratic secretaries of state have criticized the federal government’s data requests, calling them an unwarranted attempt by the Trump administration to exercise federal power over elections. Under the U.S. Constitution, states administer elections, though Congress can regulate them.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
A masked U.S. Immigration and Customs Enforcement agent knocks on a car window in Minnesota on Jan. 12. A new court ruling allows ICE to use Medicaid data, alarming some states and advocates who warn it could have a chilling effect on immigrant families accessing health care. (Photo by Nicole Neri/Minnesota Reformer)
In a win for President Donald Trump’s immigration crackdown, a recent court ruling has cleared the way for U.S. Immigration and Customs Enforcement to resume using states’ Medicaid data to find people who are in the country illegally.
The case is ongoing. But for now, immigrants — including those who are in the country legally — will have to weigh the benefits of gaining health coverage against the risk that enrolling in Medicaid could make them or their family members easier for ICE to find.
Last summer, 22 states and the District of Columbia sued the Trump administration to block information sharing between ICE and Medicaid, the state-federal health insurance program that primarily covers people with low incomes. But at the end of December, a federal judge ruled that ICE can pull some basic Medicaid data to use in its deportation proceedings, including addresses, phone numbers, birth dates and citizenship or immigration status.
The court ruled that in the states that sued, ICE is not allowed to collect information about lawful permanent residents or citizens, nor records about sensitive health information. In the 28 states that didn’t sue, however, the court did not place any limits on the Medicaid information ICE can access.
The U.S. District Court in San Francisco essentially said that government agencies can share some data, including basic identifying information. “That kind of data sharing is clearly authorized by statute,” the decision states.
But the court also ruled that agencies can’t share more sensitive data without adequately explaining why they need it. In his ruling, U.S. District Judge Vince Chhabria wrote that ICE and federal Medicaid information-sharing policies were “totally unclear and do not appear to be the product of a coherent decisionmaking process.” He said the states had shown they would “suffer irreparable harm from these vague and likely overbroad” policies.
By law, federal Medicaid money cannot be used to cover people who are in the country illegally.
But in recent years, nearly half of states, including some led by Republicans, have chosen to use their own Medicaid money to extend coverage to certain groups of people, such as children and pregnant women, regardless of immigration status.
Advocates for immigrants and some state officials worry that ICE’s use of Medicaid data will cause widespread fear among immigrant families, keeping them from seeking the health care that states have said they’re eligible to receive. California’s health department recently called the administration’s actions “a grave breach of public trust.”
“States have constantly reassured people that their health care information won’t be used against them, and that’s changed,” said Tanya Broder, senior counsel for health and economic justice policy at the National Immigration Law Center, an advocacy organization focused on immigrant rights.
Court filings in the lawsuit illustrate the potential impact of the ruling.
In Chicago, for example, a patient at an Esperanza Health Center delayed her first prenatal visit until her third trimester because she worried enrolling in Medicaid could put her husband at risk of deportation, the clinic reported in a December court filing. By the time she received care, she had complications that could have been addressed with earlier health visits. Another patient refused to apply for Medicaid for her child, a U.S. citizen, because she worried that seeking benefits would allow ICE to locate her.
“The expectation of privacy that we all have when we seek to enroll in a health care program has been compromised,” said Broder.
“Not only undocumented immigrants but people who live in families with immigrants and the broader community are going to feel less comfortable in applying for these health programs, over concerns their information is going to be weaponized against them or their family members.”
An about-face
Several months into Trump’s second term, ICE gained access to the personal data of 79 million Medicaid enrollees as part of its efforts to find people who may be living illegally in the United States.
Data on Medicaid enrollees is routinely exchanged between states and the feds, including to verify eligibility to receive federal funding. But the new agreement marked an about-face from past federal policies of not using such information for immigration enforcement.
The effort is unprecedented at the national level, said Medha Makhlouf, a law professor at Penn State Dickinson Law who specializes in health and immigration.
“Previously the federal government has balanced immigration enforcement interests with the protection of health-related interests,” she said. “Now they’re weighing much more heavily the interests of immigration enforcement.”
That puts the federal government at odds with states that have expanded health coverage as a matter of public health and economic policy, she said. Many states have extended coverage to a wider swath of people on the premise that broader coverage helps prevent the spread of disease, prioritizes preventive care over more costly emergency treatment and reduces economic losses when employees miss work because of illness.
The judge’s order will stand until the case is resolved, as the judge considers what kinds of data can be released for use in immigration enforcement.
California Attorney General Rob Bonta, a Democrat, said in a July statement that the Trump administration’s data-sharing move was illegal and “created a culture of fear that will lead to fewer people seeking vital emergency medical care.”
Federal officials say they’re allowed to use lawfully collected information for immigration enforcement purposes.
The Department of Homeland Security and ICE did not respond to requests for comment.
Broder, of the National Immigration Law Center, said it isn’t clear whether the limited information the court has allowed the Department of Homeland Security to use can be cleanly separated from data belonging to citizens and lawful permanent residents. The ruling says that if that basic data can’t be separated from data that’s still protected, Medicaid can’t share it with ICE.
California’s Department of Health Care Services, which administers the state’s Medicaid program, emphasized that concern in a statement updated earlier this month. The department said the feds haven’t provided any information about how they plan to implement the court’s order.
Meanwhile, some states are looking at their options for protecting their Medicaid data. Oregon Health Authority Director Dr. Sejal Hathi called the move to use Medicaid data for immigration enforcement “disappointing, to say the least” in a public board meeting earlier this month.
She said her agency is “committed to doing all that we can within our authority to protect the health privacy of our members” and is working with health providers to “ensure that Oregonians, no matter their background, can continue to seek and receive quick and responsive health care without worrying about the safety of their health information.”
States step up
In recent years, an increasing number of states have used their own money to extend health insurance coverage under their Medicaid programs to some noncitizens, such as people with green cards, refugees and those with temporary protected status.
For example, 14 states and the District of Columbia cover income-eligible children regardless of immigration status, while seven states and the district offer state-funded coverage to some adults with low incomes, regardless of immigration status. Nearly half of states — including a handful of red states — cover income-eligible pregnant women, regardless of their immigration status.
It should be an easy decision for families to accept help, but it’s not easy anymore.
– Medha Makhlouf, a law professor at Penn State Dickinson Law
Makhlouf, of Penn State, directs a legal clinic at her law school where law students assist people who face legal barriers to getting health care and other public benefits. The students have fielded questions from parents — even those who are in the country legally — who have asked if applying for Medicaid for their children, who are U.S. citizens, jeopardizes their own legal status or exposes household members to scrutiny from ICE.
“We see the chilling effects directly,” Makhlouf said. “Folks have many more questions about the risks versus the benefits of applying for government programs. It should be an easy decision for families to accept help, but it’s not easy anymore.”
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
Ryan Patraw processes ballots at the Marion County Clerk’s Office in Salem, Ore., on May 16. Judges in Oregon and California have ruled against the Trump administration’s requests to turn over voter data. (Photo by Ron Cooper/Oregon Capital Chronicle)
The Trump administration hit two major legal roadblocks this week in its effort to obtain sensitive personal voter data from states.
On Thursday, U.S. District Court Judge David Carter dismissed a lawsuit by the Department of Justice against California seeking voter information. The Trump administration has demanded that at least 40 states provide unredacted voter data, which can include driver’s license and Social Security numbers. The department has sued 21 states and Washington, D.C., that have refused to provide the data.
Carter, an appointee of President Bill Clinton, called the government’s request “unprecedented and illegal” in a 33-page ruling.
Just a day earlier, U.S. District Court Judge Mustafa Kasubhai said he planned to dismiss a similar lawsuit against Oregon. Kasubhai, an appointee of President Joe Biden, said his final written decision may be different.
“The federal government tried to abuse their power to force me to break my oath of office and hand over your private data,” Oregon Secretary of State Tobias Read said in a statement about the tentative ruling, according to the Oregon Capital Chronicle. “I stood up to them and said no. Now, the court sided with us. Tonight, we proved, once again, we have the power to push back and win.”
The Justice Department has framed its demands as necessary to ensure states are properly maintaining their voter rolls. It says it needs the information to ensure ineligible people are kept off rolls and that only citizens are voting. The department is sharing state voter roll information with the Department of Homeland Security in a search for noncitizens, the Trump administration confirmed in September.
While election officials say well-maintained voter rolls are important, President Donald Trump and some of his Republican allies have long promoted baseless claims of widespread voter fraud.
Democratic election officials have criticized the data requests, calling them an unwarranted attempt by the Trump administration to exercise federal power over elections. Under the U.S. Constitution, states administer elections, though Congress can regulate them.
In arguing for the data, the federal government cited the National Voter Registration Act, the Help America Vote Act and Title III of the Civil Rights Act of 1960, all of which were intended to protect elections and the right to vote.
In California, Carter ruled that the federal government — and the court — are not authorized to use civil rights legislation “as a tool to forsake the privacy rights of millions of Americans.”
“There cannot be unbridled consolidation of all elections power in the Executive without action from Congress and public debate,” Carter wrote. “This is antithetical to the promise of fair and free elections our country promises and the franchise that civil rights leaders fought and died for.”
The Justice Department did not immediately say whether it planned to appeal the ruling.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
A police officer uses the Flock Safety license plate reader system. Many left-leaning states and cities are trying to protect their residents’ personal information amid the Trump administration's immigration crackdown, but a growing number of conservative lawmakers also want to curb the use of surveillance technologies. (Photo courtesy of Flock Safety)
As part of its deportation efforts, the Trump administration has ordered states to hand over personal data from voter rolls, driver’s license records and programs such as Medicaid and food stamps.
At the same time, the administration is trying to consolidate the bits of personal data held across federal agencies, creating a single trove of information on people who live in the United States.
Many left-leaning states and cities are trying to protect their residents’ personal information amid the immigration crackdown. But a growing number of conservative lawmakers also want to curb the use of surveillance technologies, such as automated license plate readers, that can be used to identify and track people.
Conservative-led states such as Arkansas, Idaho and Montana enacted laws last year designed to protect the personal data collected through license plate readers and other means. They joined at least five left-leaning states — Illinois, Massachusetts, Minnesota, New York and Washington — that specifically blocked U.S. Immigration and Customs Enforcement from accessing their driver’s license records.
The Trump administration’s goal is to create a “surveillance dragnet across the country,” said William Owen, communications director at the Surveillance Technology Oversight Project, a nonprofit that advocates for stronger privacy laws.
We're entering an increasingly dystopian era of high-tech surveillance.
– William Owen, communications director at the Surveillance Technology Oversight Project
“We’re entering an increasingly dystopian era of high-tech surveillance,” Owen said. Intelligence sharing between various levels of government, he said, has “allowed ICE to sidestep sanctuary laws and co-opt local police databases and surveillance tools, including license plate readers, facial recognition and other technologies.”
A new Montana law bars government entities from accessing electronic communications and related material without a warrant. Republican state Sen. Daniel Emrich, the law’s author, said “the most important thing that our entire justice system is based on is the principle against unlawful search and seizure” — the right enshrined in the Fourth Amendment to the U.S. Constitution.
“It’s tough to find individuals who are constitutionally grounded and understand the necessity of keeping the Fourth Amendment rights intact at all times for all reasons — with minimal or zero exceptions,” Emrich said in an interview.
ICE did not respond to Stateline’s requests for comment.
Automated license plate readers
Recently, cities and states have grown particularly concerned over the use of automated license plate readers (ALPRs), which are high-speed camera and computer systems that capture license plate information on vehicles that drive by. These readers sit on top of police cars and streetlights or can be hidden within construction barrels and utility poles.
Some cameras collect data that gets stored in databases for years, raising concerns among privacy advocates. One report from the Brennan Center for Justice, a progressive think tank at New York University, found the data can be susceptible to hacking. Different agencies have varying policies on how long they keep the data, according to the International Association of Chiefs of Police, a law enforcement advocacy group.
Supporters of the technology, including many in law enforcement, say the technology is a powerful tool for tracking down criminal suspects.
Flock Safety says it has cameras in more than 5,000 communities and is connected to more than 4,800 law enforcement agencies across 49 states. The company claims its cameras conduct more than 20 billion license plate reads a month. It collects the data and gives it to police departments, which use the information to locate people.
Holly Beilin, a spokesperson for Flock Safety, told Stateline that while there are local police agencies that may be working with ICE, the company does not have a contractual relationship with the agency. Beilin also said that many liberal and even sanctuary cities continue to sign contracts with Flock Safety. She noted that the cameras have been used to solve some high-profile crimes, including identifying and leading police to the man who committed the Brown University shooting and killed an MIT professor at the end of last year.
“Agencies and cities are very much able to use this technology in a way that complies with their values. So they do not have to share data out of state,” Beilin said.
Pushback over data’s use
But critics, such as the American Civil Liberties Union, say that Flock Safety’s cameras are not only “giving even the smallest-town police chief access to an enormously powerful driver-surveillance tool,” but also that the data is being used by ICE. One news outlet, 404 Media, obtained records of these searches and found many were being carried out by local officers on behalf of ICE.
Last spring, the Denver City Council unanimously voted to terminate its contract with Flock Safety, but Democratic Mayor Mike Johnston unilaterally extended the contract in October, arguing that the technology was a useful crime-fighting tool.
The ACLU of Colorado has vehemently opposed the cameras, saying last August that audit logs from the Denver Police Department show more than 1,400 searches had been conducted for ICE since June 2024.
“The conversation has really gotten bigger because of the federal landscape and the focus, not only on immigrants and the functionality of ICE right now, but also on the side of really trying to reduce and or eliminate protections in regards to access to reproductive care and gender affirming care,” Anaya Robinson, public policy director at the ACLU of Colorado.
“When we erode rights and access for a particular community, it’s just a matter of time before that erosion starts to touch other communities.”
Jimmy Monto, a Democratic city councilor in Syracuse, New York, led the charge to eliminate Flock Safety’s contract in his city.
“Syracuse has a very large immigrant population, a very large new American population, refugees that have resettled and been resettled here. So it’s a very sensitive issue,” Monto said, adding that license plate readers allow anyone reviewing the data to determine someone’s immigration status without a warrant.
“When we sign a contract with someone who is collecting data on the citizens who live in a city, we have to be hyper-focused on exactly what they are doing while we’re also giving police departments the tools that they need to also solve homicides, right?” Monto said.
“Certainly, if license plate readers are helpful in that way, I think the scope is right. But we have to make sure that that’s what we’re using it for, and that the companies that we are contracting with are acting in good faith.”
Emrich, the Montana lawmaker, said everyone should be concerned about protecting constitutional privacy rights, regardless of their political views.
“If the government is obtaining data in violation of constitutional rights, they could be violating a whole slew of individuals’ constitutional rights in pursuit of the individuals who may or may not be protected under those same constitutional rights,” he said.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
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A Tennessee voter casts his ballot in Nashville during a special election this month. The U.S. Department of Justice has sent confidential draft agreements on voter data sharing to more than a dozen states, including Tennessee — part of the Trump administration’s effort to obtain unredacted voter rolls from states. (Photo by Jon Cherry/Getty Images)
The U.S. Department of Justice has sent a confidential draft agreement to more than a dozen states that would require election officials to remove any alleged ineligible voters identified during a federal review of their voter rolls.
The agreement — called a memorandum of understanding, or MOU — would hand the federal government a major role in election administration, a responsibility that belongs to the states under the U.S. Constitution.
A Justice Department official identified 11 states that have expressed an interest in the agreement during a federal court hearing in December, according to a transcript reviewed by Stateline. Two additional states, Colorado and Wisconsin, have publicly rejected the memorandum of understanding and released copies of the proposal.
The 11 states “all fall into the list of, they have expressed with us a willingness to comply based on the represented MOU that we have sent them,” Eric Neff, the acting chief of the Justice Department’s Voting Section, said at the hearing. He spoke at a Dec. 4 hearing in a federal lawsuit brought by the Justice Department against California, which has refused a demand for the state’s voter data.
Neff’s courtroom disclosure, which Stateline is the first to report, comes as the Justice Department has sued 21 states and the District of Columbia for unredacted copies of their voter rolls after demanding the data from most states in recent months. The unredacted lists include sensitive personal information, such as driver’s license and partial Social Security numbers.
The states Neff identified are led by Republicans — Alabama, Mississippi, Missouri, Montana, Nebraska, South Carolina, South Dakota, Texas, Tennessee, Utah and Virginia.
The administration’s lawsuits mostly target Democratic states, where election officials refused initial requests for voter data and allege the demand is unlawful and risks the privacy of millions of voters. They have also voiced fears that the Trump administration could use the information to target its political enemies.
Neff said four states with Republican secretaries of state — Arkansas, Indiana, Kansas and Wyoming — have “complied voluntarily” with the Justice Department’s demand without memoranda of understanding.
What the DOJ is trying to do is something that should frighten everybody across the political spectrum.
– David Becker, executive director of the Center for Election Innovation & Research
The Justice Department says it needs voters’ detailed information to ensure ineligible people are kept off state voter rolls and that only citizens are voting.
Federal officials say they will follow federal privacy laws, but critics fear voter data is being shared with the U.S. Department of Homeland Security, which operates a powerful citizenship verification tool known as SAVE. The Trump administration has previously confirmed the Justice Department plans to share voter data with Homeland Security.
“What the DOJ is trying to do is something that should frighten everybody across the political spectrum,” said David Becker, executive director of the nonpartisan Center for Election Innovation & Research. “They’re trying to use the power of the executive branch to bully states into turning over highly sensitive data: date of birth, Social Security number, driver’s license — the holy trinity of identity theft.”
Becker, who worked as a senior trial attorney in the Justice Department’s Voting Section during the Clinton and George W. Bush administrations, told reporters on Dec. 8 that several states received the memorandum. But Neff’s identification of 11 states wasn’t widely available until the judge in the California lawsuit on Tuesday ordered the transcript of the Dec. 4 hearing immediately posted to the lawsuit’s public docket, where Stateline accessed it.
A transcript of a Dec. 4 federal court hearing showing Eric Neff, acting chief of the Justice Department’s Voting Section, listing states that he says are willing to comply with a request for voter data based on a proposed memorandum of understanding (MOU). (Screenshot by Jonathan Shorman)
The draft memorandum of understanding, which is labeled “confidential,” outlines the terms of the proposed agreement between each state and the Justice Department. After a state provides its voter roll, the federal department would agree to test, analyze and assess the information. The department would then notify states of “any voter list maintenance issues, insufficiencies, inadequacies, deficiencies, anomalies, or concerns” found.
Each state would agree to “clean” its voter roll within 45 days by removing any ineligible voters, according to the memorandum. States would then resubmit their voter data to the Justice Department for verification.
While the Justice Department has demanded states’ voter rolls since this summer, the memorandum of understanding offers the most detailed picture to date of how the Trump administration plans to use the data.
“It lays out in a way that we haven’t seen in any other context their plan for one of the things, I will say, that they plan to do, which is disturbing,” said Eileen O’Connor, a senior counsel and manager in the voting rights and election program at the Brennan Center for Justice at New York University, a progressive think tank.
O’Connor was a trial attorney in the Justice Department’s Voting Section during the Obama, first Trump and Biden administrations. “I think with each passing lawsuit, they are clearly trying to create a national database of every voter in the country,” she said.
The Justice Department didn’t answer questions from Stateline about how many states had been sent the memorandum and whether any had signed it.
Assistant U.S. Attorney General Harmeet Dhillon, who leads the Justice Department’s Civil Rights Division, wrote in a statement to Stateline that the department has a statutory mandate to enforce federal voting rights laws. Ensuring the voting public’s confidence in election integrity is a top priority of the Trump administration, she wrote.
“Clean voter rolls and basic election safeguards are requisites for free, fair, and transparent elections,” Dhillon wrote.
Federal involvement in elections
The Justice Department memorandum, if implemented, would mark a significant departure from how election officials typically maintain voter rolls.
States, often in coordination with local election officials, check lists for changes in address, deaths and other reasons for ineligibility, such as a felony conviction. States typically perform this task with little to no federal involvement.
Some states participate in voluntary programs that allow election officials to share voter information with other states for the purposes of looking for voters who may have moved or who are registered in multiple locations. But those don’t include the federal government, which plays a limited role in election administration under the United States’ decentralized approach to elections.
Matt Crane, executive director of the Colorado County Clerks Association, said clerks continually look at death records and other sources of data to update voter lists. He said the United States’ localized election system is a strength that guards against election interference.
“The federal government has no role in list maintenance,” Crane said.
But that has begun to change under the Trump administration, as President Donald Trump has made removing noncitizen voters a priority.
Earlier this year, Homeland Security overhauled the SAVE program into a tool that can scan millions of voter records against government databases for evidence of citizenship. The program was previously used for one-off searches to check whether noncitizens were eligible for government benefits.
Some Republican secretaries of state have agreed to upload their voter rolls into SAVE. Democratic secretaries of state object to using the program and say they are wary of what will happen to the voter information once it’s provided to the Trump administration, including its potential use by the Department of Homeland Security.
While SAVE can flag voters with potential eligibility issues, the onus now is still on state officials to investigate whether those voters are actually ineligible and decide whether to initiate a process to remove them from the rolls.
By contrast, the Justice Department memorandum would empower federal officials to take a more active role, allowing them to check the work of state election officials as they remove — or don’t remove — voters.
“We have a system that allows Americans to voice their opinions and to hold government accountable, and that is so fundamentally central to the way our system works,” Oregon Democratic Secretary of State Tobias Read, who has been sued by the Justice Department, said in an interview. “We should be focused on how to make that better, not on erecting artificial barriers and putting people’s privacy and confidence at risk for no reason.”
Republican interest
Some GOP election officials have welcomed the Trump administration’s interest and have accused the Biden administration of not doing enough to help states vet their voter rolls. In particular, they praise the overhaul of SAVE, which some GOP secretaries of state had requested before Trump took office.
Some secretaries have touted the removal of noncitizen voters after using SAVE. Wyoming Secretary of State Chuck Gray, a Republican, in November announced three voters identified as noncitizens had been removed from his state’s voter rolls. Gray has also provided the Justice Department with full access to Wyoming’s voter roll.
“The voter list maintenance that we have been conducting is extremely important for election integrity,” Gray said in a news release.
But as of early December, nearly all states hadn’t provided the Justice Department access to their unredacted voter rolls, with Neff identifying only four that had shared their lists. It also remains unclear whether any state has signed the memorandum of understanding. No state has told Stateline it signed the document.
Nebraska Secretary of State Robert Evnen, a Republican, has received a memorandum of understanding and plans to comply with the Justice Department request, pending the outcome of an ongoing lawsuit, Evnen spokesperson Rani Taborek-Potter wrote in an email to Stateline. A voting advocacy group has sued to block the release of the data.
In an interview with Kentucky Lantern, Kentucky Republican Secretary of State Michael Adams said that his office was “going back and forth a little bit” with the Justice Department over what federal law requires.
“We’ve not really figured out exactly where that line is of what-all they’re entitled to,” Adams said. “What’s not in dispute is they’re entitled to the vast majority of information — people’s names, addresses, birthdays — and we’ve given them all of that.”
Adams added that many state officials “are in the same boat of trying to figure out what exactly they need to do their job and what our obligations are legally.”
Utah Lt. Gov. Deidre Henderson, a Republican, confirmed in a statement to Stateline that her office received a proposed memorandum of understanding from the Justice Department. “We are in the process of reviewing the document with our attorneys and carefully considering our options,” Henderson wrote.
Rachael Dunn, a spokesperson for Missouri Republican Secretary of State Denny Hoskins, wrote in an email that the state hadn’t entered into an agreement with the Justice Department “at this time.”
DOJ ‘contractor’ could get voter data
The draft agreement would give the Justice Department wide authority to share the voter data of states that sign on.
The department would be authorized to share the data with “a contractor” who needs access “to perform duties related” to voter list maintenance verification, according to the draft agreement. The agreement doesn’t name any contractors or specify whether they would be inside or outside of government.
Two states have publicly rejected the draft agreement. Colorado Democratic Secretary of State Jena Griswold announced Dec. 3 she would refuse to sign the memorandum. The Justice Department later sued Colorado.
The Wisconsin Elections Commission also rejected the draft agreement that week. In a Dec. 11 letter to Neff, the Justice Department official, the commissioners wrote that state law prohibits them from releasing certain personally identifiable information, such as date of birth, Social Security numbers and driver’s license numbers.
“I don’t look at the action that we’re taking today to be commentary on the motive of the appropriateness of the Department of Justice’s request,” Commissioner Don Millis, a Republican appointee, said at a virtual commission meeting the same day. “The U.S. DOJ is simply asking the commission to do something that the commission is explicitly forbidden by Wisconsin law to do.”
The Justice Department on Thursday sued Wisconsin for its voter data.
Justin Levitt, who served as senior policy adviser for democracy and voting rights in the Biden White House and is now a law professor at Loyola Marymount University, told Stateline in an email that he expects no states to sign the agreement.
“It’s no surprise that both Colorado and Wisconsin said no — and I don’t think that’s a question of political leadership,” Levitt wrote. “It’s hard for me to imagine any Republican state with faith in its own list maintenance capacity agreeing to outsource that decision to the DOJ.”
Editor’s note: This story has been updated to correct when Colorado refused to sign the memorandum and when the suit was brought against the state. Colorado Newsline’s Lindsey Toomer contributed reporting. Stateline reporter Jonathan Shorman can be reached at jshorman@stateline.org.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
Federal and local law enforcement officers arrest a man in Washington, D.C., in August. The number of arrests nationwide fell sharply in 2020 and have stayed down since then, according to a new report from the nonpartisan think tank Council on Criminal Justice. (Photo by Andrew Leyden/Getty Images)
Arrests in the United States have fallen to levels not seen in decades, according to a new report that reconstructs national arrest trends in the absence of federal data.
The Council on Criminal Justice, a nonpartisan think tank, on Thursday released the first comprehensive national analysis of arrests since federal authorities stopped publishing detailed arrest statistics in 2020.
Arrests plunged during the first year of the pandemic and have remained low, according to the analysis. The national arrest rate in 2024 was 30% below the 2019 level and 71% lower than the peak in 1994.
Drug arrests have fallen even faster, with adult and juvenile drug-offense arrest rates dropping to about half of what they were in 2019.
In 1980, juveniles made up nearly a fifth of arrests nationwide, but by 2018, their share had fallen to 7%. While adult arrest rates declined 7% between 2020 and 2024, juvenile rates rose 14% over the same period.
Gender patterns have shifted as well. With arrests of men falling more steeply over time, women now account for a larger portion of arrests. Adult women’s share nearly doubled between 1980 and 2020, rising from 14% to about 27%. Girls’ share of juvenile arrests grew from 18% to roughly 31%.
Between 2020 and 2024, arrest rates for Black and Asian juveniles surged 48% and 45%, respectively, compared with an 11% increase among white youth. Rates for American Indian and Alaska Native juveniles fell 4%.
Among adults, arrest rates increased by 12% for Black people and 18% for Asian people, but declined by 10% for white adults and 17% for American Indian and Alaska Native adults.
This story was originally produced by Stateline, which is part of States Newsroom, a nonprofit news network which includes Wisconsin Examiner, and is supported by grants and a coalition of donors as a 501c(3) public charity.
After a year of being STN’s Transportation Director of the Year, Craig Beaver of Beaverton School District in Oregon joins us to discuss the ins and outs of running a large mixed-fleet school bus operation, pushing the limits with technology and data, navigating current federal changes, and looking to the future of the industry.
This is Hongyu Liu, Wisconsin Watch’s new data investigative reporter.
If you’ve ever been confused and even intimidated by statistics and other numbers, I feel you.
I was in the same boat three years ago while interning at a newspaper in Quincy, Massachusetts.
Wisconsin Watch data investigative reporter Hongyu Liu (Joe Timmerman / Wisconsin Watch)
When gas prices soared, my colleagues and I made weekly calls to every gas station in town, asking for price updates. It was an effort to help readers who were not familiar with gas price apps to learn where to fill up their cars more affordably. But we were soon drowning in data. Each week, we posted a lengthy list of individual prices, which were already one day old when reaching the readers’ doorsteps. We didn’t quite know how to look at the numbers in a more thoughtful, useful way.
Had I the analysis skills I’ve since developed, I would have approached the assignment differently. I would have looked for trends that may have inspired stories about how the higher gas prices might tighten the budgets of residents.
My eagerness for understanding the world of numbers prompted me to pursue a master’s degree in data journalism at Columbia University. There, I found my niche is where data analysis, web design and journalistic storytelling intersect. I went on to spend almost two years in Charleston, South Carolina, as a data reporting fellow at The Post and Courier, becoming the newsroom “data nerd.” I used data skills to sift through drug prescription records to find evidence of identity theft and understand how loosened regulations led to a surge in sea turtle deaths from dredging near ports.
Now I’m eager to do similar reporting for Wisconsin, using data to provide rich context to our journalism that aims to make communities strong, informed and connected. That includes finding investigative leads rooted in data and producing visualizations that explain the issues we cover, such as through our DataWatch series.
We live in a world with ever-increasing reams of raw data that, if understood and analyzed, can help us better understand our communities. I’m stepping in at Wisconsin Watch to take the lead on how we use data in our journalism — and to understand how actors across the state are representing or even misrepresenting data trends.
I want to hear from you. If you have ideas for data we should analyze and visualize, or if you have questions about data in a government report, email me at hliu@wisconsinwatch.org and share your thoughts.
Wisconsin Watch is a nonprofit, nonpartisan newsroom. Subscribe to our newsletters for original stories and our Friday news roundup.
Now that you’ve made it through the beginning of the new school year, this is the optimal time to tune your transportation operations. Learn how to leverage your live ridership, routing, and call volume data to reduce missed stops, decrease parent inquiries, and enhance on-time performance.
Join Pathwise and School Transportation News on Thursday, October 9, at 10:00 a.m. PT / 1:00 p.m. ET for a live 60-minute session to discover how to convert your early-semester data into concrete mid-year gains without replacing your current routing platform.
In this session, you’ll get practical tips on how to:
Reassess your routes using current ridership signals (scan data, driver logs, parent app activity, no-show patterns)
Improve routing reliability with targeted fixes for tier balancing, stop consolidation, bell-time alignment, and more, instead of major re-routes
Track ridership more accurately using count audits, exception workflows, and reconciliations, and turn these insights into schedule improvements
Operationalize KPIs that matter—on-time percentage, call-center volume, and parent notification latency—so you know where adjustments may need to be made.
Bottom line: This isn’t starting over; it’s making smarter use of tools, data, and processes you already have—to ensure smoother operations throughout the rest of the year.
Who should attend: Transportation directors, routing/dispatch leads, and operations managers.
Brought to you by Pathwise
REGISTER BELOW:
Presenters:
Michael Roche
VP of Customer Engagement and Business Development
EZRouting
With over 13 years of experience as a Director of Transportation for a school district, Roche possesses extensive expertise in overseeing logistical operations and ensuring the safety and efficiency of transportation systems. Transitioning into consulting, he has utilized his knowledge to aid school districts in optimizing transportation operations and implementing software solutions. Currently, Roche is committed to collaborating with school districts across the country, assisting them in maximizing the benefits of the software and providing comprehensive consulting services tailored to their transportation requirements.
Carl Allen
Chief Executive Officer
4MATIV
Carl Allen is an experienced leader in education, transportation, and public policy, currently serving as CEO and founder of 4MATIV Technologies, which he launched in 2018. He previously served as Director of Transportation for Boston Public Schools, Regional Vice President for Transdev in Colorado, and COO/CFO of a charter school network in Minneapolis. Drawing on his training in urban planning and public policy from Harvard’s Kennedy School, and his early experience as a Peace Corps Volunteer teaching high school math in Ghana, Allen supports school districts in tackling complex transportation challenges. He holds degrees in industrial and manufacturing design engineering from Northwestern University and lives in St. Paul, Minnesota with his wife and three children.
Hundreds of thousands of students are on new routes to and from school this month.
While some school districts may still be tracking these numbers manually, many
transportation departments are implementing new technology to take the guesswork out of student ridership.
Luisa Brown is wearing two hats at Zillah School District in Washington, that of an accounts payable supervisor and transportation manager. When she started in the latter role in March 2020, and without a long background in student transportation, she leaned heavily on technology for all the assistance she could get.
Brown said that despite working at a smaller school district that transports approximately 662 students daily, she realized that tracking routing via spreadsheets was not an ideal solution. That’s when she first started using the Tyler Technologies routing software, implemented in December 2020. The student ridership verification
technology via RFID student cards was added in 2023.
A phased approach to implementing new technology was necessary from a budgetary standpoint, she noted, which also was essential for ensuring the technology is utilized correctly and benefitting the student transportation staff.
Tim Ammon, a consultant in the student transportation industry since 2001, said the “Holy Grail” of this kind of technology is the amount of intervention required.
Ammon explained that in his experience as a consultant and working in the business management of school bus technology (he recently served as VP and GM of passenger services for Zonar Systems and remains a strategic advisor), he sees two main uses of student ridership verification.
“The first is, in the event that something goes wrong, we can track back to where the kid got on and off the bus and at least have a starting point. So, emergency district management applications.”
In Brown’s case, integration was smooth, since she said she was already using Tyler’s routing software and Tyler Drive to connect with the RFID cards. But in Colorado, Denver Public Schools (DPS) ran into challenges as transportation prepared to roll out student ridership technology last month for the first time.
“Samsara has been a very willing and helpful partner in making sure all the components of our project roll-out smoothly and are operational internally,” said Tyler Maybee, director of operations for Denver’s transportation services, who said the district is creating an in-house student ridership technology solution with the GPS provider alongside a smaller technology company.
“We have another vendor that is more of a barrier than opportunistic and has prevented our innovation from raising the bar within their own technology. It has forced us to find many workarounds and begin to search for a better partner that has a similar vision to fully integrate transportation technology.”
With about 5,000 to 7,000 students being transported daily across Denver, Maybee said time will tell the success of the new project.
“But all signs point to a more knowledgeable and connected DPS community and a reduction in the number of calls our dispatchers receive regarding missing students and requests for bus information,” he said.
Keeping Data Secure
On the topic of data security for this type of technology, Ammon noted it’s crucial to have “procedural aspects in place to make sure that you know that information is
protected.” Easier said than done as it’s a process that can have an “enormous number of tentacles into it,” he added.
An Education Week article found that education was the fourth-most targeted sector during the first half of 2025, based on data collected by Comparitech.
“Schools are tempting targets for hackers because they have tons of sensitive data and have become more reliant than ever on digital tools,” the article stated. Amy McLaughlin, the project director for the Consortium for School Networking’s (CoSn) cybersecurity initiatives, was quoted saying that districts are aware of the security concerns but face challenges of funding and staff to ensure that data and cybersecurity issues are adequately addressed.
Brown said she keeps physical security on a tight lockdown as each tablet has a unique PIN that only she and the individual driver has access to.
Bill Westerman, Tyler’s director of integration solutions, confirmed that all Tyler Drive tablets are encrypted and that districts can choose how registration information is shown when student data is being inputted.
Maybee said the Denver IT team has a series of regulations in place to prevent student data from falling into the wrong hands and that vendors are required to sign a data privacy agreement “to make sure their systems meet the same level of security our network has to maintain adequate protections,” he continued. “We limited the amount of personal identifiable information on the ID virtual and physical ID cards to make sure even if a card was misplaced and then subsequently found that a student’s information is not at risk. This also includes encrypting the QR code so that a scan must be tied to our system to make any sense out of the resulting scan data.”
Edulog’s Lam-Nyugen Bull, who serves as the company’s chief experience officer, said the software company maintains SOC 2, Type 2 compliance and that “all data is encrypted at rest and in transit and we regularly undergo third-party penetration testing and evaluation of our overall security posture.”
As a certified risk manager, Ammon encouraged student transportation professionals to find resources or individuals that can assist with being able to “talk to your vendor intelligently about their data security procedures.”
Especially when integrating different vendors’ technology options into one transportation operation, he said that collaboration is crucial with increased risk of
malicious cybersecurity attacks.
“From a vendor perspective, it’s very likely that each district will have its own flavor of how it wants to deal with this, and so like as a vendor, I should know that,
right? Because I should be responding to what your requirements are as a customer, right? To assume that all 16,000 school districts in the country want exactly the same response in the event of it is, I think, a fallacy,” Ammon said. “There should be some collaboration between the district and the vendor in terms of, here’s our expectations around this, here’s the universe of what’s possible. How do we want to narrow that universe so that it fits whatever we’re doing?”
Evolving Technology
RFID cards, QR codes, barcodes and manual checklists are all ways that student ridership can be documented. Most industry experts agree that RFID cards can help keep tabs on the students on the bus without exposing their information, but what are the future possibilities when it comes to this technology?
Ammon noted that video camera facial recognition or biometric scans are trickier territory to navigate as those types of technology naturally raise a high level of privacy concerns with parents.
“There is no technology impediment today that would stop us from doing [options like biometric scanning],” said Zach Moren, Transfinder’s manager of sales enablement and engineering. “But schools need to consider a few things when looking at ridership solutions. What is the most cost effective? What is the most reliable to capture as close to 100 percent of riders as possible? And what technology can be easily adopted and utilized by bus drivers, students and the community? Based on those requirements I’m skeptical we will see a major change in technology anytime in the near future because RFID solves each of those challenges so effectively.”
Moren noted that Transfinder is developing a digital wallet card that students could access on their smartphones, “like they would a credit card or concert ticket,” which Moren said could address the issue of RFID cards being lost or damaged.
“As schools continue to prioritize student well-being, the evolution of ridership verification technology is set to move beyond isolated solutions and adopt a more holistic approach, intertwining safety and health measures with the core mission of ensuring every child’s secure passage to and from school,” said Edulog’s Nyugen-Bull
when discussing the future of this technology.
Brown noted that one Tyler software feature she found to be immensely helpful is the ability to run health reports to make sure drivers were aware of health information for the students on their routes, such as food allergies or other relevant factors such as anxiety. She said this information was historically kept in a folder or backpack on the bus, which was not the best way for drivers to quickly access the information and be aware of important student information or emergency contact details.
She also noted that Tyler is doing “an amazing job of making updates throughout the year, so that it’s not just a dead program and [it’s] improving every year,” she continued. “And I think they do an amazing job in getting the in-user’s input because they are creating something that they feel is going to work for everybody.
Because there [are] different circumstances in small districts versus large districts.”
Integration and collaboration continue to be important factor for companies and districts as they work together to keep student data secure and improve on the implementation of this technology to benefit not only the students but student transportation operational workings.
Editor’s Note: As reprinted from the September 2025 issue of School Transportation News.
Increasingly, the conversation about cybersecurity and data protection includes student transportation. STN addressed the subject of security in the September magazine issue, featuring articles that focused on video camera storage and security as well as data security and routing.
STN spoke with Jake McOmie, the CTO of Confluence Security, a systems integrator company that brings together products from various manufacturers — of cameras, recording devices, servers, networking equipment, and sensors — to create tailored security systems. These systems are designed to address both physical and cybersecurity needs with an emphasis on automation, identity management and analytics. The company, which works with government, school and commercial or enterprise customers, also provides software that unifies all components, enabling features like real-time alerts, video analytics and automated response to security events.
STN: Why is security and cybersecurity important for school districts and transportation departments right now?
McOmie: Security and cybersecurity aren’t new concerns, but in today’s connected world, they are more critical than ever. School districts are rapidly adopting technologies like IP cameras, GPS systems, Wi-Fi routers and student tracking software. These tools improve safety and efficiency, but each device added to the network also introduces potential vulnerabilities.
We call this security of security, a phrase borrowed from our trusted manufacturer partner of open-architecture security software platform, Genetec. The approach ensures a cybersecurity-first posture and it’s critical practice to understand your product choices are being systemically protected by design, not as an afterthought.
How concerned are you about the data security of your student transportation operations?
In the age of the Internet of Things (IoT), everything is interconnected. One unsecure device — whether a camera, HVAC sensor, or access control point — can act as the weak link that compromises the entire system. No matter how robust a network may be, its strength depends on every component being secure. That’s why it’s not enough to harden just the network. Districts must vet the products themselves, hold manufacturers accountable for cybersecurity practices and ensure every piece of technology is built with a “security-first” mindset.
Trust is earned, not assumed. Cybersecurity must be woven into procurement, deployment and management. When one compromised camera or device can become an open door, due diligence isn’t optional. It’s essential.
STN: How can transportation departments ensure their data is protected? What steps should they be taking?
Jake McOmie, CTO of Confluence Security
McOmie: Transportation departments manage highly sensitive data, including student info, vehicle locations, incident videos and operational logs. To protect this data, a comprehensive approach during the initial planning will ensure this sensitive data is not jeopardized from unauthorized access. We can talk about the various aspects end users should keep forefront during the planning phase
Vet manufacturers and integrators. Work only with vendors that prioritize cybersecurity and provide transparent security documentation. Vendors who operate under zero-trust security policies and demand nothing less of their technology partners, should be asked early in the process. It’s a pass or fail question and should be enforced without hesitation.
Network segmentation. Isolate transportation and security systems from general-use school networks. Implementing advanced enterprise segmentation through Federations allows for controlled third-party access while maintaining autonomous and isolated authorization. Preferably utilize SaaS-hosted federation services so partner agencies, such as between schools and 911 centers, can connect their networks for data sharing without actually connecting to anything except the mediary cloud-hosted federation server. This method adds the benefit of permission-based access at the most minute level of data, like allowing access to a video feed only if three independent trigger points have verified.
Multi-factor authentication (MFA). Implement MFA at all levels — application logins, device portals and cloud platforms — to prevent account takeovers, especially when passwords are compromised.
Zero-trust approach. Assume no device or user is secure by default. Require verification and limit access by role. To maximize the effects of this policy, utilize automations and/or integrations to minimize the number of touchpoints when permission changes occur.
Encryption & updates. Use end-to-end encryption for data in motion and ensure firmware/software is routinely patched. If available, consider using SaaS products to perform all or some tasks, which can help protect systems from becoming outdated, even if only for a short duration.
Automation & alerting. Leverage tools that can automatically identify patterns or anomalies and escalate issues to the right personnel. Open-architecture systems allow for a larger variety of inputs, and with proper configuration, the sensors can be associated with other sensors or events to help qualify any given scenario before notifying personnel, and ensure the correct personnel are the ones being notified.
Protecting data is not just about prevention. It’s about building resilience and ensuring your team can respond quickly and effectively when an event occurs.
STN: How do you advise school districts to work with their technology department?
McOmie: One of the most common challenges we see is operational silos. Safety and security departments know the problems they need to solve, but IT departments hold the keys to implementation. Successful projects require early and continuous collaboration between these teams.
At Confluence Security, we provide end-to-end IP-based solutions, which means we’re deeply engaged with IT teams during planning, design and deployment. While safety leaders define the why, IT ensures the how is executed securely and effectively. The IT team is critical in achieving a successfully hardened system and should include these three key points:
Designing the network architecture to limit exposure.
Setting access controls and firewall rules.
Validating compliance with cybersecurity policies.
In today’s world, a zero-trust model is no longer optional. Every actor, internal or external, must be authenticated and authorized. School districts can support this by standardizing processes like MFA and ensuring IT reviews any new connected hardware or software before it’s deployed.
STN: Where do you see AI in security?
McOmie: AI is transforming security in two important ways — behind the scenes and in front of the user.
Behind the scenes, AI helps devices self-optimize — learning traffic patterns, refining video compression, or detecting performance anomalies before they become problems. This isn’t flashy, but it’s foundational to deliver faster, smarter, more reliable systems. The increased accuracy and performance is generally appreciated by end users but in today’s world of tech, the continual improvements are more or less expected.
Video Analytics engines, where video streams are computer-analyzed for specific behaviors, have used AI to improve their intelligence for more than a decade in some cases. In this method, software developers gain tremendous assistance with perfecting their analytical algorithms. In recent years, advancemnts have been made so far as to providing users with the ability to generate their own behavior definitions and AI creates the behavior analysis, delivering a DIY approach to video analytics.
From the user perspective, AI enhances how we interact with security systems. Instead of digging through hours of video, users can issue simple commands: “Show me anything unusual at Bus Lot A last night,” or “Search for students wearing red backpacks on buses 12 thru 15 last week.”
AI enables faster investigations and richer situational awareness. Rather than responding to noise (e.g., constant motion alerts), users receive qualified insights based on anomalies — events that stand out from the norm, like a student jumping out of an open bus window, or a person loitering in an atypical location.
But AI doesn’t stop at behavioral detection. It fundamentally supports action through automation. Systems can support users through if/then/else conditional logic decision making to promote accuracy in the users actions and response. Ultimately, the preferred outcome can be guided by digitized SOPs, allowing for a newbie operator to respond the same way a well-seasoned operator would.
These layers of logic ensure that when serious threats arise, escalation to law enforcement or 911 is intentional, not a false alarm, and delivers real actionable video, data and evidence.
School bus operations rely on technology to address the complex requirements of transporting students. Properly identifying your organization’s operational, functional, technical and financial needs will enhance its capabilities as well as your satisfaction with your choices—but how to start?
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On May 6, MIT AgeLab’s Advanced Vehicle Technology (AVT) Consortium, part of the MIT Center for Transportation and Logistics, celebrated 10 years of its global academic-industry collaboration. AVT was founded with the aim of developing new data that contribute to automotive manufacturers, suppliers, and insurers’ real-world understanding of how drivers use and respond to increasingly sophisticated vehicle technologies, such as assistive and automated driving, while accelerating the applied insight needed to advance design and development. The celebration event brought together stakeholders from across the industry for a set of keynote addresses and panel discussions on critical topics significant to the industry and its future, including artificial intelligence, automotive technology, collision repair, consumer behavior, sustainability, vehicle safety policy, and global competitiveness.
Bryan Reimer, founder and co-director of the AVT Consortium, opened the event by remarking that over the decade AVT has collected hundreds of terabytes of data, presented and discussed research with its over 25 member organizations, supported members’ strategic and policy initiatives, published select outcomes, and built AVT into a global influencer with tremendous impact in the automotive industry. He noted that current opportunities and challenges for the industry include distracted driving, a lack of consumer trust and concerns around transparency in assistive and automated driving features, and high consumer expectations for vehicle technology, safety, and affordability. How will industry respond? Major players in attendance weighed in.
In a powerful exchange on vehicle safety regulation, John Bozzella, president and CEO of the Alliance for Automotive Innovation, and Mark Rosekind, former chief safety innovation officer of Zoox, former administrator of the National Highway Traffic Safety Administration, and former member of the National Transportation Safety Board, challenged industry and government to adopt a more strategic, data-driven, and collaborative approach to safety. They asserted that regulation must evolve alongside innovation, not lag behind it by decades. Appealing to the automakers in attendance, Bozzella cited the success of voluntary commitments on automatic emergency braking as a model for future progress. “That’s a way to do something important and impactful ahead of regulation.” They advocated for shared data platforms, anonymous reporting, and a common regulatory vision that sets safety baselines while allowing room for experimentation. The 40,000 annual road fatalities demand urgency — what’s needed is a move away from tactical fixes and toward a systemic safety strategy. “Safety delayed is safety denied,” Rosekind stated. “Tell me how you’re going to improve safety. Let’s be explicit.”
Drawing inspiration from aviation’s exemplary safety record, Kathy Abbott, chief scientific and technical advisor for the Federal Aviation Administration, pointed to a culture of rigorous regulation, continuous improvement, and cross-sectoral data sharing. Aviation’s model, built on highly trained personnel and strict predictability standards, contrasts sharply with the fragmented approach in the automotive industry. The keynote emphasized that a foundation of safety culture — one that recognizes that technological ability alone isn’t justification for deployment — must guide the auto industry forward. Just as aviation doesn’t equate absence of failure with success, vehicle safety must be measured holistically and proactively.
With assistive and automated driving top of mind in the industry, Pete Bigelow of Automotive News offered a pragmatic diagnosis. With companies like Ford and Volkswagen stepping back from full autonomy projects like Argo AI, the industry is now focused on Level 2 and 3 technologies, which refer to assisted and automated driving, respectively. Tesla, GM, and Mercedes are experimenting with subscription models for driver assistance systems, yet consumer confusion remains high. JD Power reports that many drivers do not grasp the differences between L2 and L2+, or whether these technologies offer safety or convenience features. Safety benefits have yet to manifest in reduced traffic deaths, which have risen by 20 percent since 2020. The recurring challenge: L3 systems demand that human drivers take over during technical difficulties, despite driver disengagement being their primary benefit, potentially worsening outcomes. Bigelow cited a quote from Bryan Reimer as one of the best he’s received in his career: “Level 3 systems are an engineer’s dream and a plaintiff attorney’s next yacht,” highlighting the legal and design complexity of systems that demand handoffs between machine and human.
In terms of the impact of AI on the automotive industry, Mauricio Muñoz, senior research engineer at AI Sweden, underscored that despite AI’s transformative potential, the automotive industry cannot rely on general AI megatrends to solve domain-specific challenges. While landmark achievements like AlphaFold demonstrate AI’s prowess, automotive applications require domain expertise, data sovereignty, and targeted collaboration. Energy constraints, data firewalls, and the high costs of AI infrastructure all pose limitations, making it critical that companies fund purpose-driven research that can reduce costs and improve implementation fidelity. Muñoz warned that while excitement abounds — with some predicting artificial superintelligence by 2028 — real progress demands organizational alignment and a deep understanding of the automotive context, not just computational power.
Turning the focus to consumers, a collision repair panel drawing Richard Billyeald from Thatcham Research, Hami Ebrahimi from Caliber Collision, and Mike Nelson from Nelson Law explored the unintended consequences of vehicle technology advances: spiraling repair costs, labor shortages, and a lack of repairability standards. Panelists warned that even minor repairs for advanced vehicles now require costly and complex sensor recalibrations — compounded by inconsistent manufacturer guidance and no clear consumer alerts when systems are out of calibration. The panel called for greater standardization, consumer education, and repair-friendly design. As insurance premiums climb and more people forgo insurance claims, the lack of coordination between automakers, regulators, and service providers threatens consumer safety and undermines trust. The group warned that until Level 2 systems function reliably and affordably, moving toward Level 3 autonomy is premature and risky.
While the repair panel emphasized today’s urgent challenges, other speakers looked to the future. Honda’s Ryan Harty, for example, highlighted the company’s aggressive push toward sustainability and safety. Honda aims for zero environmental impact and zero traffic fatalities, with plans to be 100 percent electric by 2040 and to lead in energy storage and clean power integration. The company has developed tools to coach young drivers and is investing in charging infrastructure, grid-aware battery usage, and green hydrogen storage. “What consumers buy in the market dictates what the manufacturers make,” Harty noted, underscoring the importance of aligning product strategy with user demand and environmental responsibility. He stressed that manufacturers can only decarbonize as fast as the industry allows, and emphasized the need to shift from cost-based to life-cycle-based product strategies.
Finally, a panel involving Laura Chace of ITS America, Jon Demerly of Qualcomm, Brad Stertz of Audi/VW Group, and Anant Thaker of Aptiv covered the near-, mid-, and long-term future of vehicle technology. Panelists emphasized that consumer expectations, infrastructure investment, and regulatory modernization must evolve together. Despite record bicycle fatality rates and persistent distracted driving, features like school bus detection and stop sign alerts remain underutilized due to skepticism and cost. Panelists stressed that we must design systems for proactive safety rather than reactive response. The slow integration of digital infrastructure — sensors, edge computing, data analytics — stems not only from technical hurdles, but procurement and policy challenges as well.
Reimer concluded the event by urging industry leaders to re-center the consumer in all conversations — from affordability to maintenance and repair. With the rising costs of ownership, growing gaps in trust in technology, and misalignment between innovation and consumer value, the future of mobility depends on rebuilding trust and reshaping industry economics. He called for global collaboration, greater standardization, and transparent innovation that consumers can understand and afford. He highlighted that global competitiveness and public safety both hang in the balance. As Reimer noted, “success will come through partnerships” — between industry, academia, and government — that work toward shared investment, cultural change, and a collective willingness to prioritize the public good.
Car design is an iterative and proprietary process. Carmakers can spend several years on the design phase for a car, tweaking 3D forms in simulations before building out the most promising designs for physical testing. The details and specs of these tests, including the aerodynamics of a given car design, are typically not made public. Significant advances in performance, such as in fuel efficiency or electric vehicle range, can therefore be slow and siloed from company to company.
MIT engineers say that the search for better car designs can speed up exponentially with the use of generative artificial intelligence tools that can plow through huge amounts of data in seconds and find connections to generate a novel design. While such AI tools exist, the data they would need to learn from have not been available, at least in any sort of accessible, centralized form.
But now, the engineers have made just such a dataset available to the public for the first time. Dubbed DrivAerNet++, the dataset encompasses more than 8,000 car designs, which the engineers generated based on the most common types of cars in the world today. Each design is represented in 3D form and includes information on the car’s aerodynamics — the way air would flow around a given design, based on simulations of fluid dynamics that the group carried out for each design.
Each of the dataset’s 8,000 designs is available in several representations, such as mesh, point cloud, or a simple list of the design’s parameters and dimensions. As such, the dataset can be used by different AI models that are tuned to process data in a particular modality.
DrivAerNet++ is the largest open-source dataset for car aerodynamics that has been developed to date. The engineers envision it being used as an extensive library of realistic car designs, with detailed aerodynamics data that can be used to quickly train any AI model. These models can then just as quickly generate novel designs that could potentially lead to more fuel-efficient cars and electric vehicles with longer range, in a fraction of the time that it takes the automotive industry today.
“This dataset lays the foundation for the next generation of AI applications in engineering, promoting efficient design processes, cutting R&D costs, and driving advancements toward a more sustainable automotive future,” says Mohamed Elrefaie, a mechanical engineering graduate student at MIT.
Elrefaie and his colleagues will present a paper detailing the new dataset, and AI methods that could be applied to it, at the NeurIPS conference in December. His co-authors are Faez Ahmed, assistant professor of mechanical engineering at MIT, along with Angela Dai, associate professor of computer science at the Technical University of Munich, and Florin Marar of BETA CAE Systems.
Filling the data gap
Ahmed leads the Design Computation and Digital Engineering Lab (DeCoDE) at MIT, where his group explores ways in which AI and machine-learning tools can be used to enhance the design of complex engineering systems and products, including car technology.
“Often when designing a car, the forward process is so expensive that manufacturers can only tweak a car a little bit from one version to the next,” Ahmed says. “But if you have larger datasets where you know the performance of each design, now you can train machine-learning models to iterate fast so you are more likely to get a better design.”
And speed, particularly for advancing car technology, is particularly pressing now.
“This is the best time for accelerating car innovations, as automobiles are one of the largest polluters in the world, and the faster we can shave off that contribution, the more we can help the climate,” Elrefaie says.
In looking at the process of new car design, the researchers found that, while there are AI models that could crank through many car designs to generate optimal designs, the car data that is actually available is limited. Some researchers had previously assembled small datasets of simulated car designs, while car manufacturers rarely release the specs of the actual designs they explore, test, and ultimately manufacture.
The team sought to fill the data gap, particularly with respect to a car’s aerodynamics, which plays a key role in setting the range of an electric vehicle, and the fuel efficiency of an internal combustion engine. The challenge, they realized, was in assembling a dataset of thousands of car designs, each of which is physically accurate in their function and form, without the benefit of physically testing and measuring their performance.
To build a dataset of car designs with physically accurate representations of their aerodynamics, the researchers started with several baseline 3D models that were provided by Audi and BMW in 2014. These models represent three major categories of passenger cars: fastback (sedans with a sloped back end), notchback (sedans or coupes with a slight dip in their rear profile) and estateback (such as station wagons with more blunt, flat backs). The baseline models are thought to bridge the gap between simple designs and more complicated proprietary designs, and have been used by other groups as a starting point for exploring new car designs.
Library of cars
In their new study, the team applied a morphing operation to each of the baseline car models. This operation systematically made a slight change to each of 26 parameters in a given car design, such as its length, underbody features, windshield slope, and wheel tread, which it then labeled as a distinct car design, which was then added to the growing dataset. Meanwhile, the team ran an optimization algorithm to ensure that each new design was indeed distinct, and not a copy of an already-generated design. They then translated each 3D design into different modalities, such that a given design can be represented as a mesh, a point cloud, or a list of dimensions and specs.
The researchers also ran complex, computational fluid dynamics simulations to calculate how air would flow around each generated car design. In the end, this effort produced more than 8,000 distinct, physically accurate 3D car forms, encompassing the most common types of passenger cars on the road today.
To produce this comprehensive dataset, the researchers spent over 3 million CPU hours using the MIT SuperCloud, and generated 39 terabytes of data. (For comparison, it’s estimated that the entire printed collection of the Library of Congress would amount to about 10 terabytes of data.)
The engineers say that researchers can now use the dataset to train a particular AI model. For instance, an AI model could be trained on a part of the dataset to learn car configurations that have certain desirable aerodynamics. Within seconds, the model could then generate a new car design with optimized aerodynamics, based on what it has learned from the dataset’s thousands of physically accurate designs.
The researchers say the dataset could also be used for the inverse goal. For instance, after training an AI model on the dataset, designers could feed the model a specific car design and have it quickly estimate the design’s aerodynamics, which can then be used to compute the car’s potential fuel efficiency or electric range — all without carrying out expensive building and testing of a physical car.
“What this dataset allows you to do is train generative AI models to do things in seconds rather than hours,” Ahmed says. “These models can help lower fuel consumption for internal combustion vehicles and increase the range of electric cars — ultimately paving the way for more sustainable, environmentally friendly vehicles.”
“The dataset is very comprehensive and consists of a diverse set of modalities that are valuable to understand both styling and performance,” says Yanxia Zhang, a senior machine learning research scientist at Toyota Research Institute, who was not involved in the study.
This work was supported, in part, by the German Academic Exchange Service and the Department of Mechanical Engineering at MIT.
In a new dataset that includes more than 8,000 car designs, MIT engineers simulated the aerodynamics for a given car shape, which they represent in various modalities, including “surface fields.”
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