Tony and Ryan discuss takeaways from the ACT EXPO this past week in Las Vegas, which took a deep dive into clean fuel choices, autonomous vehicles, robotics in manufacturing, electrification interest and more.

Director of Transportation Anthony Jackson joins us to discuss the operational, cost and health benefits of propane usage at Bibb County School District in Georgia.

Read more about green buses.

This episode is brought to you by Transfinder.

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The post (STN Podcast E306) Sci-Fi School Bus? ACT EXPO Takeaways on Tech, Robots, Propane & More appeared first on School Transportation News.

LAS VEGAS — Is there a world for autonomous school buses, after all? This industry might not have a choice, according to Rivian CEO and founder R.J. Scaringe.

Conversations increased at ACT Expo this week around autonomous commercial vehicles, with several experts indicating during sessions that self-driving trucks powered by AI will explode onto the scene over the coming decade. That point was punctuated Wednesday morning by Scaringe.

“We’re going to see changes that are maybe the most significant from [a] societal impact in the history of the adult world, where we’ll have AI capabilities that can do a very large percentage of tasks that today are done by humans, that’ll free up human bandwidth to do other things,” he said during a main stage fireside chat.

“I’m of the view that we as the humans are going to continue to find higher value ways to use our time,” he added.

Scaringe suggested that over the next decade a “significant portion” of both consumer and commercial vehicles will be electric. And they will be “connected, highly intelligent” and drive themselves.

“And when I say that, I think the important thing to consider is, if you don’t have those things, what does that mean?” he asked the audience. “By 2035, if you’re a large-scale vehicle manufacturer, whether it’s on the consumer side or the commercial side, and you don’t have a connected, highly intelligent platform that’s running the software and electronics vehicle, and the vehicle doesn’t have self-driving capabilities, it’s hard to imagine maintaining market share.”

The question remains will school buses be driving themselves? Based on ACT Expo, where the commercial truck and bus industry leaders gathered, it is looking more likely. Many truck innovations eventually work their way onto and into school buses.

Amid more chatter on the role autonomous will play, notably first for heavy-duty trucking and last-mile delivery, fleets have definitively increased the use of data and connected technologies to drive more ROI, as shown by this year’s State of Sustainable Fleets report released at the conference.

Nearly everyone agrees autonomous technology for school buses won’t mean adult-less routes to and from school with rowdy children left to their own devices. But as Scaringe, opined, autonomous school buses could beg the question of how to redeploy school bus drivers as safety aides. Might that improve the driver shortage that the school bus industry has long suffered with? A leading cause of drivers leaving school districts is student on-board behavior and a real or perceived lack of support in addressing challenges.

Scaringe also discussed his new robotics company, Mind Robotics focused on AI-powered robots for industrial automation, launched earlier this year. The venture is using factory data at Rivian to actively explore human-like capabilities for industrial applications. My mind immediately wandered back to the school bus. Humanoids working with the children? What about the potential implications on how school bus data — and that from other motorists in an increasingly connected world — could further train and automate route operations? A robot blocking traffic to allow students safer passage to and from their bus stops, perhaps?

The sky is the limit.

Re-energized Talks About Electric School Buses

Meanwhile, electric vehicles, which had been the main draw for ACT Expo over the last several years, re-emerged on day three with several exhibit floor presentations about V2G deployment following Scaringe’s talk on the mainstage.

V2G is showing gains, as charge management continues to be a must for fleets. This was evidenced by projects stretching from California and Oregon to New Jersey and New England. Challenges remain, presenters OpConnect, The Mobility House and the New Jersey Department of Environmental Quality admitted. The least of which being how utility providers are setting rates for what school districts can earn for feeding the grid. But the presentations also demonstrated the successes and learned opportunities. Those figures are only expected to increase as the EPA Clean School Bus Program is expected to return this spring.

On Monday after the exhibitor floor opened, Zenobe facilitated a discussion about a complex yet successful school bus electrification project in Massachusetts. It relied on a collaborative effort between Zenobe to identify grants and incentives as well as implement the charging infrastructure alongside school bus contractor Beacon Mobility, OEMs Micro Bird and Thomas Built Buses, Mass CEC and National Grid.

Also on Monday, propane school buses continued to show ROI. Anthony Jackson, director of student transportation for Bibb County Schools in Georgia, shared his experiences with the fuel. Savings from using propane rather than diesel has resulted in savings of nearly $3 million over the last several school years and an over 30 percent decrease in cost per mile in fuel alone, to $0.27 per mile when operating propane compared to $0.39 per mile with diesel. The maintenance savings were even better at a nearly 49-percent reduction, to $0.23 per mile with propane from $0.45 per mile with diesel.

Evident at ACT Expo was the wide reach of connected vehicles and data driving AI activity. That realization, after all, spurred an event rebrand by producer TRC Clean Solutions to expand the acronym that originally stood for advanced clean transportation to encompass AI and autonomous, connected and technology.

Eric Neandross, president of TRC Clean Transportation Solutions, on Tuesday asked an OEM panel, which included International Motors CEO Mathias Carlbaum, if in 25 years their companies will be technology providers rather than simply truck manufacturers. But the answers turned attention back to diesel remaining a major player for decades to come, burning cleaner and cleaner while continuing to supplement battery-electric and all the connected software that goes with it.

Things haven’t changed that much, after all.

Related: Intersection of Autonomous Vehicles and School Buses
Related: Autonomous Vehicle Implications
Related: You Can’t Spell Training Without AI

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LAS VEGAS — As fleet operators wrestle with volatile diesel prices, tightening emissions rules and the steep costs of electrification, a group of industry experts said the answer to cleaner, cheaper operations may be a fuel that has been around for a century: Propane.

During the ACT Expo panel, “A Simpler Path to Lower Costs: How Fleets Use Propane and Renewable Propane,” representatives from a major public transit system, a national propane supplier and a leading alternative-fuel vehicle manufacturer argued that propane — and increasingly, renewable propane — can deliver immediate cost savings and emissions reductions without the infrastructure headaches of electric or compressed natural gas options.

Moderator Mike Finnern, who leads the alternative fuels fleet and facilities group at global engineering firm WSP, framed the Monday session as a reality check for fleet leaders who feel locked into a diesel vs. electric debate.

“In my job, I help a lot of clients convert their fleets from diesel to something else,” Finnern told attendees. “Oftentimes the conversation is around electrification, but that’s hard in a number of different ways. Infrastructure is a big part of it, vehicle costs are a big part of it. One of the things we talk about a lot is: What’s your base goal? Why [do] you want to electrify? Because there are other options, and some of those options can be remarkably compelling.”

Propane Supplier Pushes Carbon Intensity Metric

For Doug Dagan of Suburban Propane, which has been in the propane business for nearly 100 years, the key to understanding propane’s role in the energy transition is shifting the conversation from technology labels to carbon intensity.

“We’re here to talk about the power of propane as a decarbonization and cost-effective solution for fleet vehicles,” Dagan said. “We really think the distinguishing factor for propane is carbon intensity, and that really should be the metric that everyone uses for making decisions about the climate benefits of a fuel.”

Dagan said traditional propane already offers a significantly lower carbon intensity than gasoline and diesel, and emerging renewable propane pathways drive those numbers even lower. Conventional propane, he noted, carries a carbon intensity score of around 80 in many models. Renewable propane produced from certain waste-based feedstocks can land in the 20 to 40 range and in some cases approach net zero, depending on the production method.

Suburban currently supplies propane, renewable propane and renewable natural gas. It is investing in hybrid solutions as well. But renewable propane faces a structural challenge: Like conventional propane, it is largely produced as a byproduct of refining other fuels, such as renewable diesel and sustainable aviation fuel. To expand supply, Dagan said, Suburban is investing in “on-purpose” production, including biogas-based routes that mirror the way renewable natural gas is made.

Despite questions about long-term feedstock volumes, Dagan argued that propane offers something many alternative fuels cannot – stability. While diesel and gasoline prices have spiked sharply during the Iran war and even prior to that, he said, propane has not tracked those swings as closely, because it is not as exposed to global crude dynamics and is abundant in the U.S.

Medium-Duty Fleets Find Real Savings

After Dagan laid out the fueling story, Todd Mouw of ROUSH CleanTech made the business case. Parent company ROUSH, known for its performance engineering heritage, spun up its CleanTech division in 2010 to focus on propane and other alternative powertrains.

“When we first started ROUSH CleanTech, we quickly saw that the pain point for fleets was in Class 4 through 7,” Mouw said. “That’s where diesel was creating a lot of cost and complexity. So, we shifted our focus to medium-duty diesel displacement.”

Mouw said ROUSH now has more than 55,000 propane vehicles on the road across more than 4,000 fleets, logging millions of cumulative miles. Many of these are the Blue Bird Propane Vision. The message to fleet managers, he said, is that the technology is proven, the infrastructure is mature and the economics are compelling.

“In a lot of these applications, even before recent run-ups in fuel prices, you’re saving on the order of 30 to 35 cents a mile vs. diesel,” he said. “You have infrastructure that’s easy and fast to deploy, no impact on payload, range comparable to diesel and engines that are already certified at ultra-low NOx.”

Mouw pointed to looming 2027 federal NOx standards that will further increase the cost and complexity of diesel engines. Against that backdrop, he said, propane powertrains with very low NOx certification allow fleets to get ahead of the curve without the sticker shock and infrastructure delays that often come with electrification.

Florida County’s Paratransit Program Banks Millions with Propane

The proof point came from Paul Strobis, assistant general manager of transportation in Broward County, Florida. He oversees paratransit services for riders with disabilities, which he described as the most expensive service per passenger in the public transit portfolio.

“When I was looking to implement an alternative fuel system, I needed the lowest cost solution that still improved our environment,” Strobis said.

He operates primarily Class 4 and 5 cutaway buses and some sedans, with service delivered under contracts that turn over every five to 10 years. That created a requirement for fueling infrastructure that could be flexible and movable enough to follow private contractors. Heavy, permanent compressed natural gas installations did not fit that model.

“What I found was propane met all of those needs,” he said.

Since launching propane service in January 2015, Broward County has consumed roughly 12 million gallons of propane, Strobis reported. Over about 10 years, taxpayers have contributed about $16.2 million, or an average of $1.34 per gallon. Comparable gasoline for the same service would have cost approximately $29 million, at an average of $2.84 per gallon, he said.

“We’ve saved over $13 million for our taxpayers just on the cost of fuel,” Strobis said.

When federal alternative fuel tax credits were active, Broward’s net cost dropped even further, to under a dollar per gallon. Strobis said his current price is about $1.45 per gallon for propane, compared to more than $4 for gasoline. Fueling times are comparable to gasoline, he added, and his contracted maintenance facilities did not need the costly ventilation and gas-detection upgrades required for CNG shops.

Related: Report Highlights Propane and Electric TCO for School Bus
Related: Panel Shares How Propane School Buses Deliver Students, Savings
Related: Transportation Director Shares How Propane Buses Benefit Special Needs Routes

Electrification, CNG and Safety

The panelists repeatedly contrasted propane with battery-electric and CNG options, particularly on infrastructure.

Dagan said fleets often discover that the grid simply cannot deliver enough power where and when they need it, or that the electrons they do get are not as clean as advertised. In many U.S. markets, he said, charging vehicles with grid power still relies heavily on fossil generation, undercutting environmental benefits. Taking propane straight to the vehicle, he argued, can be both cleaner and more efficient in many cases.

Finnern noted that a propane station can often be installed and operational within weeks, while some large EV charging projects remain bogged down for a year or more.

Tucker Perkins, president of the Propane Education & Research Council, said the emissions profiles of propane and natural gas are similar. But CNG infrastructure costs can be an order of magnitude higher because of the need for high-pressure compressors and specialized equipment. In contrast, propane stations operate at much lower pressures and can sometimes be installed by fuel providers at their own expense in exchange for a fuel contract.

Strobis said one of his early challenges was “managing fears and misconceptions” about propane safety. He recalled an incident two weeks before Broward’s propane buses entered passenger service, when an electrical fire destroyed one of the vehicles. The local fire chief, hearing propane was onboard, allowed the bus to burn rather than approach it, only to later find that the three-quarter-full propane tank had remained intact.

“These systems are built very, very safely,” Strobis said, noting that his insurance costs did not rise with the switch to propane.

Perkins pointed to the school bus market, where propane has gained significant share, as a strong endorsement. He said long-standing codes, standards and formal training for mechanics and drivers underpin the safety record, while children and operators benefit from cleaner air inside and around the vehicles.

Looking ahead, Dagan said the biggest lever for expanding renewable propane will be state and provincial low carbon fuel standards that reward lower-carbon fuels. Programs in California, New Mexico, Oregon, Washington and parts of Canada are already creating value for renewable propane through carbon credits, he said, which should gradually draw more production into the market.

Finnern closed by urging fleets to focus on fundamentals rather than hype.

“At the end of the day, this is about cost, emissions and practicality,” he said. “Propane offers a remarkably compelling balance of all three, and fleets can do it today.”

This article written with the assistance of an AI transcript.

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LAS VEGAS — The Trump administration may have the revoked greenhouse gas (GHG) rules, but student transportation fleets are still barreling toward a major emissions change that will reshape diesel engine technology, maintenance practices and purchasing strategies as soon as Jan. 1, 2027.

That was the clear message from engine and truck executives during Monday’s ACT Expo roundtable, “What the Final Rule Means for Fleets, OEMs & Suppliers.” Cummins and International leaders urged fleets to prepare now for the new low nitrogen oxides (NOx) rules — and not be lulled into complacency by headlines regarding greenhouse gas (GHG) rollbacks.

GHG Push Eases, but NOx Crackdown is Full Speed Ahead

David Hillman, vice president of integrated technology sales at IC Bus parent company International, told attendees that many fleets still misunderstand the regulatory landscape. He said fleets often assume that because federal GHG actions were rescinded, tailpipe rules are off the table. That, he warned, is wrong.

He urged fleets to separate climate-focused GHG policy from criteria pollutant rules such as NOx. The federal GHG “endangerment” framework — which effectively pushed manufacturers toward battery-electric vehicles by requiring rapid fuel-efficiency gains — has been set aside.

But the EPA’s low-NOx rule remains, added panelist Andrea Lukas, the director of product management for the North American on-highway business at Cummins

“We’ve heard from high-level officials at EPA that’s sticking, so we need to prepare for that now,” she said.

The upcoming federal standard will tighten heavy-duty NOx limits to 35 milligrams, or 0.035 g/bhp-hr, starting Jan. 1. Hillman described the change as an approximately 80 percent reduction in NOx compared with current levels. That shift is substantial, even though the core diesel technology path of diesel oxidation catalysts, diesel particulate filters and selective catalyst reduction aftertreatment will remain largely familiar.

For school buses, that means diesel is not going away anytime soon, but the next generation of engines will be more complex, more tightly controlled and, almost certainly, more expensive.

“Speaking for International, we’ve been fairly direct that we are we’re very bullish on diesel … it’s hard to beat the efficiency of the diesel combustion cycle … diesel’s got a very enviable track record in position,” Hillman added. “I think it’s reasonable to expect diesel efficiency to still be applicable into the 2040 and beyond realm.”

Costs Less Than Early Numbers but Still Higher

A year to 18 months ago and even at the STN EXPO East conference in March, many fleets heard dire projections about price spikes for 2027-compliant vehicles. Hillman explained those early figures assumed not only new hardware but also much longer federal emission warranty and “useful life” requirements — in some proposals, up to 10 years.

He said roughly half of the anticipated price increase was tied to added hardware and design changes, while the other half came from extended emission warranties and the costly validation work to ensure engines would still meet the 35 mg NOx limit a decade after production.

More recent signals from EPA suggest warranty and useful-life requirements may revert closer to today’s norms, such as five years or 100,000 miles in the heavy-duty space. If that holds in the final rule, Hillman said fleets can roughly “cut in half” some of the largest price increases they heard discussed last year.

Still, the technology required to hit 35 mg NOx rule has its costs. Student transportation directors should budget for higher acquisition costs for 2027 and newer diesel buses, even if the final price tags fall short of the early worst-case scenarios. Exact numbers will not be clear until the EPA’s rulemaking language is finalized.

Fuel, DEF and Performance: Less Disruption than 2007, 2010

On performance, both Cummins and International stressed that fleets should not expect the kind of fuel-economy and drivability disruptions seen in the 2007 and 2010 emission changeovers.

Lukas said the focus is now building on mature architectures rather than introducing unproven concepts. Larger catalysts, new heating strategies to address cold-start NOx, and packaging changes are being paired with redesigned, lighter engine blocks and combustion improvements.

Lukas said Cummins is targeting fuel efficiency improvements on its new platforms and weight neutrality once lighter engine components and larger aftertreatment systems are balanced. She also said the company aims to keep diesel exhaust fluid (DEF) consumption in a similar range to today’s levels.

“We are utilizing a belt‑driven alternator, so pretty simple technology on the engine, and so that powers heaters in the aftertreatment … trying to simplify it as much as possible by using known designs,” she explained.

Hillman said International’s S13 powertrain is engineered to be fuel-economy neutral and weight neutral with the 2027 regulations in most applications. He expects DEF consumption to rise modestly — on the order of one percentage point relative to fuel, rather than a dramatic jump.

For school buses, that could mean routing, refueling infrastructure and gross vehicle weight ratings may not require wholesale redesigns. Instead, DEF logistics and range assumptions should be revisited once final product specifications are known.

Emissions Training and Tools

One message that came through clearly for maintenance managers: Training cannot wait.

Lukas said Cummins will begin rolling out technician training for 2027 products over the next one to two months, with materials pushed through OEM and dealer channels. She urged fleets to take every available opportunity to get technicians trained early, especially around new service tools.

For fleets running Cummins-powered trucks and buses, one major shift will be the retirement of Cummins Insight on the model-year 2027 and beyond fuel-agnostic HELM platforms. Instead, Cummins will rely on Guidanz as its primary diagnostic and service interface, with expanded digital capabilities, including portals, over-the-air diagnostics and remote calibration updates.

International, which carries over roughly 90 percent of the hardware in its S13 powertrain from current products, expects less disruption in its own toolchain. But Hillman echoed Lukas on the need for ongoing technician and driver training to keep pace with more sophisticated electronics and emissions controls.

Don’t Wait on Pre-Buys

Hillman and Lukas also warned that the back half of 2026 is likely to be production-constrained, as fleets across multiple sectors pull forward purchases to avoid first-year 2027 NOx rule pricing and complexity. This year’s State of Sustainable Fleets report unveiled Monday at ACT Expo stated that manufacturers are already selling out new build slots for the third and fourth quarters of 2026.

While the panelists said they do not expect a pre-buy on the scale of 2007 or 2010, both Cummins and International anticipate enough “front-loading” of demand to stress supplier capacity. In practice, that means school bus orders for the 2026–2027 school year could compete with a crowded market, especially for certain configurations.

Article written with the assistance of AI session transcript.

Related: Updated: EPA Seeks to Expand Fuel Scope of Clean School Bus Program
Related: Amid ‘Unprecedented Degree of Uncertainty,’ CARB Proposes Two Pathways for Emissions Regulations
Related: Micro Bird Officially Opens U.S. Manufacturing, School Bus Production Already Underway

The post Tighter 2027 EPA NOx Rules Put Fleets on the Clock appeared first on School Transportation News.

LAS VEGAS, Nev. — Now in its seventh year, the State of Sustainable Fleets 2026 Market Brief, released today, delivers a comprehensive, technology-neutral assessment of an industry building resilience through powertrain and fuel diversification amid an extended period of uncertainty. The Market Brief was unveiled at ACT Expo in Las Vegas, Nevada — North America’s largest fleet technology conference and expo, now in its 16th year. It was authored by TRC Companies, a WSP member company and leading construction, engineering, and consulting firm.

The Market Brief arrives as commercial fleets face a convergence of pressures that industry analysts are calling the most complex operating environment in modern trucking history. A prolonged freight recession now in its third consecutive year has been compounded by sweeping federal policy reversals, tariff-driven cost increases of up to $35,000 per new truck, and geopolitical volatility affecting global supply chains and energy markets. The rollback of federal greenhouse gas (GHG) vehicle standards, the expiration of zero-emission vehicle (ZEV) tax credits worth up to $40,000 per eligible medium- and heavy-duty (MD/HD) vehicle, the cancellation of federal clean transportation funding, and the nullification of California’s clean truck regulations have restructured the policy landscape from a federally driven system to a decentralized patchwork of state policies and market-driven factors.

Yet across all this disruption, the data reveals a picture of an industry in structural adaptation rather than retreat. TRC estimates that more than $5 billion in state, local, and utility program funding remains available annually through 2028 supporting clean fleet investment. Fleet technology markets are maturing across nearly every fuel and drivetrain type. Artificial intelligence has moved from pilot projects to mainstream fleet operations. And the central strategic finding of this year’s Market Brief is clear: fleets managing total cost of ownership (TCO) across a portfolio of powertrain technologies  rather than concentrating on a single solution or waiting out the uncertainty are demonstrating measurably greater resilience. In a freight economy where external shocks can rapidly change the economics of any single technology, including conventional diesel, powertrain diversification has become both a financial strategy and a risk management imperative.

Penske Transportation Solutions and Volvo Trucks North America serve as title sponsors of the 2026 State of Sustainable Fleets Market Brief. Exelon Companies and S&P Global Mobility serve as supporting sponsors. Each sponsor contributes expertise and data that enhances credibility of the findings.

The 2026 Market Brief identifies key findings shaping the sustainable fleets landscape:

Artificial Intelligence and Autonomous Trucking: From Pilot Projects to Commercial Operations

AI-powered fleet management has moved from experimentation to mainstream operations: approximately half of fleets in the annual survey report using AI for route optimization, dispatching, predictive maintenance, and maintenance diagnostics with users reporting measurable cost savings, greater vehicle uptime, and improved fleet utilization.

Fleet AI adoption is expected to accelerate rapidly: survey respondents project that 35% of their fleets will be AI-enabled by 2027, nearly doubling from an estimated 20% across the fleet in 2025. Among respondents, 49% reported that none of their fleet had been AI-enabled as of 2025, signaling a significant near-term adoption runway.

Autonomous freight is advancing from Sun Belt pilots to commercial-scale operations: driverless light-duty vehicles have logged millions of miles, and HD autonomous trucks entered commercial freight service in 2025. Broader heavy-duty rollouts across more routes and regions are expected by end of 2026.

Policy and Funding: Federal Cuts Reshape the Landscape; States, Markets, and New Biofuel Mandates Take the Lead

Federal clean transportation funding has been substantially reduced: zero-emission tax credits of up to $40,000 for eligible MD/HD vehicles expired; DOE’s Vehicle Technologies Office budget was cut approximately 90%; $2.2 billion in hydrogen R&D funding was rescinded, including so-called “Hydrogen Hubs”; and the DOT’s National Electric Vehicle Infrastructure (NEVI) program was suspended for six months.

Despite federal cuts, available funding for clean fleet projects remains well above pre-2022 levels: more than $5 billion in state, local, and utility programs is estimated annually through 2028. California maintained over $1 billion in active grant funding for on-road trucks and buses in 2025. Low-carbon fuel standards (LCFS) in California, Oregon, Washington, and New Mexico continue generating meaningful revenue streams supporting multiple clean technology pathways.

The EPA finalized record-high Renewable Fuel Standard (RFS) volume obligations for 2026 and 2027 in April 2026, requiring approximately a 60% increase in biodiesel and renewable diesel production and use compared to 2025 levels — a major structural tailwind for renewable fuel adoption. Regulatory responsibility for GHG and criteria pollutant standards is also increasingly shifting to the state level, though significant questions remain for fleets and their partners.

Diesel Vehicles: Efficiency Gains and Drop-In Renewable Fuels Displace Conventional Diesel at Scale

New Class 8 tractor registrations declined 16% in 2025 according to S&P Global Mobility data amid the prolonged freight recession, tariff-driven cost increases, and economic uncertainty. Fleets and OEMs have focused on diesel fuel efficiency: more than one-third of survey respondents reported using efficiency technologies, with leading heavy-duty adopters in the logistics sector achieving 8.5+ mpg and best-in-class operations demonstrating 11.5 mpg or higher.

Renewable diesel (RD) and biodiesel (BD) drop-in fuels that work in existing diesel engines and infrastructure are displacing conventional diesel at scale: the two fuels combined to replace 74% of conventional diesel used in California transportation in 2024 and 71% in the first three quarters of 2025. More than half of annual fleet survey respondents now report using RD or BD, with near-100% B99 biodiesel adoption expanding in 2025.

The EPA’s Clean Trucks Plan establishing MY 2027 NOx and particulate matter (PM) standards for MD/HD vehicles remains on track, with incremental per-vehicle costs expected to range from $8,000 to $18,000. Final warranty and useful-life provisions are still pending.

Natural Gas Vehicles: 15-Liter Engine Delivers Diesel-Equivalent Performance; RNG Enables Carbon-Negative Fleet Operations

The Cummins X15N 15-liter natural gas engine completed its first full year of commercial availability in 2025 and delivered diesel-equivalent performance, range, and payload capacity alongside compelling fuel cost savings. The U.S. leads the world in commercial use of compressed natural gas (CNG) and liquefied natural gas (LNG) for trucking — a competitive advantage built on years of fleet adoption and infrastructure investment that no other market has matched.

Total MD/HD natural gas vehicle (NGV) registrations fell 15% in 2025, driven in part by the freight recession and the fleet transition period as the market shifted to 15-liter platform deliveries. Straight trucks comprised 82% of 2025 NGV registrations, followed by transit buses (10%) and tractor trucks (7%) according to S&P Global Mobility data.

Renewable natural gas (RNG) sourced from organic waste enables carbon-negative fleet operations and continues to grow: RNG accounted for 97% of all natural gas fuel used in California transportation in 2025. Among NGV-using fleets in the survey, 65% report RNG use, which they estimate accounts for 78% of their total fueling volume.

Propane Vehicles: Cost Savings Drive Steady Growth; New Role as EV Charging Power Source Expands Market

The propane vehicle fleet grew 3.1% in 2025, with school bus and upfitter markets continuing as key adoption sectors. The fuel delivered operational cost savings for 39% of propane fleet operators compared to the vehicles they replaced, reinforcing propane’s role as a cost-effective, practical option in a diversified powertrain portfolio.

Renewable propane use surged: 32% of propane-using fleets reported using it in 2025, up from just 10% in 2023 — a nearly threefold increase that reflects fleet demand for low-carbon, drop-in fuel options requiring no vehicle modifications.

Propane is expanding into a new application as a power source for EV charging infrastructure, offering fleets an alternative to or temporary solution while awaiting utility grid connections with installation cost savings of up to 75% — a development that may accelerate BEV adoption in segments where grid access and utility timelines have been barriers to uptake at scale.

Battery-Electric Vehicles: MD Registrations Set Records as Cost Benefits Demonstrated; HD Vehicles Show Signs of 2026 Growth

MD/HD BEV registrations increased in 2025, led by pickup trucks and delivery vans that set a new record in the MD segment. Fleets operating MD BEVs and HD yard electric tractors reported total cost of ownership benefits compared to the vehicles they replaced, confirming that fleet electrification is delivering financial returns in duty cycles where range and infrastructure align.

Global market signals point to long-term BEV competitiveness in heavy-duty applications: BEVs now represent 22% of China’s HD truck market, and battery costs in that market have fallen to $90/kWh — a level widely cited as cost-competitive with conventional powertrains. Battery costs have fallen below $100/kWh in some markets, a leading indicator for future U.S. fleet economics.

Near-term U.S. growth faces headwinds from the expiration of EV tax credits and manufacturer production pivots. However, data from a California funding program and other signals show that Class 8 truck deployments should exceed the 1,000 annual deployments mark for the first time.

Hydrogen Vehicles: Funding Cuts Cloud Long-Term Outlook; Duty-Cycle Fit for Long-Haul and Heavy Payloads Remains Promising

The hydrogen vehicle sector faced its most challenging year in 2025: hydrogen fuel cell electric vehicle registrations dropped 12%, the cancellation of much of the Hydrogen Hub funding removed a critical development resource, and two prominent Class 8 FCEV manufacturers exited the market.

Despite these setbacks, Hyundai, Toyota, Honda, and Cummins continue advancing fuel cell modules and vehicle programs. Real-world fleet operations continue to confirm hydrogen’s operational fit for long-haul, heavy-payload duty cycles where truck weight and range constraints are most acute, with some deployments achieving 400+ miles per day with faster refueling times than EVs.

Long-term hydrogen sector viability for heavy-duty transportation is expected to depend on sustained federal investment in research, development, and fueling infrastructure that private capital alone will not provide at scale. Coordinated government investment remains the defining variable for hydrogen’s commercial future in freight.

“This year’s Market Brief accurately captures the continuing use of AI in fleet technology and how it allows for fleets to drive enhanced fleet and MPG performance and ultimately sustainability.”

— Paul Rosa, Senior Vice President Procurement and Fleet Planning, Penske Truck Leasing

“Volvo Trucks has been clear and consistent in our commitment towards zero emissions,” said Peter Voorhoeve, president, Volvo Trucks North America. “We continue to invest across a broad range of technologies because we believe meaningful progress requires more than a single solution. By investing in multiple solutions, we’re giving fleets the confidence that they can reduce emissions with the solution that makes the most sense for their business.”

— Peter Voorhoeve, president, Volvo Trucks North America

“In a very short time we’ve moved from ‘what’s the best AI-enabled drivetrain’ to ‘how do I utilize each where it works best’ to manage cost and uncertainty. Adoption of multiple advanced, clean technologies for medium- and heavy-duty fleets has emerged as the defining strategy instead of the retreat that many had predicted.”

— Nate Springer, Vice President, Market Development, TRC Companies

To access the full 2026 Market Brief and receive ongoing updates and analysis from State of Sustainable Fleets, visit www.StateofSustainableFleets.com.

About State of Sustainable Fleets
The State of Sustainable Fleets Market Brief is the foremost authority on sustainable technology adoption within America’s on-road fleets. This annual analysis compiles real-world data from early adopter fleets nationwide, offering sector-specific insights into the uptake of battery-electric vehicles, natural gas, propane, and hydrogen fuel cell electric vehicles, alongside renewable fuels, benchmarked against diesel and gasoline vehicles. The annual Market Brief provides essential data and analysis for year-round education on the rapidly developing market via regular webinars, Academy webinar series, fleet guides, and trend briefs. State of Sustainable Fleets is authored by the Clean Transportation Solutions group of TRC Companies.

About Penske Transportation Solutions
Penske Transportation Solutions is the universal brand for Penske Truck Leasing, Penske Logistics, Epes Transport Systems, Penske Vehicle Services, and related businesses. Our businesses provide innovative transportation, supply chain, and technology solutions to keep the world moving forward. Visit GoPenske.com to learn more.

About Volvo Trucks North America
Volvo Trucks North America, headquartered in Greensboro, North Carolina, is one of the leading heavy-duty truck manufacturers in North America. Its Uptime Services commitment is delivered by a network of nearly 400 authorized dealers across North America and the 24/7 Volvo Trucks Uptime Center. Every Volvo truck is assembled in the Volvo Trucks New River Valley manufacturing facility in Dublin, Virginia. Volvo Trucks North America provides complete transport solutions for its customers, offering a full range of diesel, alternative-fuel, and all-electric vehicles, and is part of the Volvo Trucks global organization.

About ACT Expo
ACT Expo is North America’s largest fleet technology conference and expo, bringing together more than 12,000 fleet operators, OEMs, shippers, technology providers, infrastructure developers, energy companies, and policymakers for four days of peer-to-peer education, real-world case studies, and direct

access to the solutions shaping the industry. Now in its 16th year, ACT Expo 2026 takes place May 4–7 at the Las Vegas Convention Center. The 2026 program expands on ACT Expo’s long-standing leadership in clean transportation with increased focus on the digital frontier, including AI, autonomy, connectivity, and software-defined vehicles. More than 500 exhibitors will showcase the advanced vehicles, charging and fueling solutions, equipment, software platforms, and digital tools redefining commercial transportation. For more information, visit www.actexpo.com.

The post State of Sustainable Fleets: As Freight Economy Recession Enters Third Year, Powertrain and Energy Diversification Defines Fleet Resilience Strategy appeared first on School Transportation News.

LAS VEGAS – As the school bus industry awaits the return and final awards of the Clean School Bus Program, propane and battery-electric continue to offer the most consistent operational cost savings.

That was the verdict of the 2026 State of Sustainable Fleets report produced by TRC Clean Transportation Companies and released this morning at the opening of ACT Expo. The published conclusions are derived from a national survey of light-, medium- and heavy-duty fleet operators across not only the school sector, but transit, refuse, delivery, freight, utility, municipal, and private contractors. The report also relied on industry interviews, market data, policy and funding analysis, and lifecycle and cost analysis.

Propane autogas — including renewable propane, which ACT News and the Propane Education and Research Council previously reported is projected to reach 300 million gallons produced by 2030 — and electric arrive at lower total cost of ownership in different ways, the report highlights.

Propane school buses traditionally cost about 10 percent more upfront to purchase than diesel counterparts. The price of EPA’s new rule expected to be updated next month would have resulted in additional costs of $8,000 to $18,000 for each new diesel vehicle. Discussions at last month’s STN EXPO East provided similar figures. But depending on how the pending 2027 federal NOx regulations update is rewritten, increased costs tied to diesel warranties and end-of-life provisions could be cut in half, according to a panel Monday morning on EPA27, with speakers Andrea Lukas of Cummins and David Hillman of International.

The speakers noted that the low NOx requirement of 0.035 g/brake-hp-hr remains with the effective date of Jan. 1, 2027 still ineffect. The separate issue of GHG and the prior regulation in effect mandating the use of battery-electric in California Air Resources Board states to be addressed with the new rule.

Daily operations are more immediately impacted by fuel prices amid the Iran war. The survey found that Midwest school districts were paying $1.31 to $1.90 per gasoline gallon equivalent, or 47- to 63 percent less than gasoline, to fuel their propane school buses. The U.S. Department of Energy said private propane fueling nationwide averaged $2.91 per GGE in January 2025.

Meanwhile, diesel prices at the pump fell $0.05 to a national average of $5.35 per gallon and gasoline increased by 7 cents to $4.12 per gallon, according to the U.S. Energy Information Administration. The State of Sustainable Fleets report found that propane Autogas delivers 50-percent lower daily fuel costs than diesel and 40 percent lower than gasoline.

Overall, 39 percent of the fleets surveyed recovered operational costs savings compared to vehicles replaced by propane.

In terms of GHG emissions, the responding fleets reported that propane offered a 59-percent reduction in California compared to gasoline. Like battery-electric, propane emits zero pounds of sulfur dioxides, according to the U.S. Department of Energy’s AFLEET data. However, that is where the similarities to propane end.

Electric school buses of course emit nothing from the tailpipe. In fact, they don’t have tailpipes. Electricity for charging in California offered a 59-pecent reduction in lifecycle GHG emissions last year compared to diesel. Propane, while reducing NOx by over 90 percent compared to diesel (including biodiesel blends and renewable diesel), emits nearly 640 percent more CO2. It emits slightly higher PM10 than diesel and same levels of PM2.5, the especially fine particles of soot that are most dangerous to children.

Tips for Making Battery-Electric Work

The report forecasts that medium- and heavy-duty electric vehicle registrations — which set a record last year — will fall in 2026 due to the loss of the EV tax credits and “pivots announced by manufacturers.” Registrations of electric school buses was up 60 percent, despite the absence of EPA Clean School Bus Program funding but with continued state support in California, New York and Maryland among others. And electric school bus registrations were drastically better than anemic growth in electric big trucks.

EVs are showing improved TCO. Fifty-seven percent of the fleets surveyed reported operational cost savings on medium-duty electric vehicles compared to the vehicles they replaced. The biggest savings occur on routes that fit electric duty cycles, managing vehicle charging and limiting maximum loads. For example, the report found that fleets can also save 30 percent by shifting to off-peak charging cycles, and doubling or tripling charging windows can cut capital and fueling costs by more than half.

Additional best practices include right-sizing charging equipment, maximizing charging windows and charging multiple vehicles per station.

Costly charging infrastructure remains a challenge, but funding assistance continues, despite the termination of the federal EV credit. The report cited a $6 billion investment by electric utility member companies of the Edison Electric Institute to support charging infrastructure through consulting services, customer rebates, make-ready infrastructure, and end-to-end charging solutions.

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Overall, 54 percent of the fleets surveyed said the plan is to increase usage of EVs in the next two years. In the school bus sector, the report cites S&P Global Mobility data showing that 2,289 new electric school buses were registered last year, a 59-percent increase from 2024.

The U.S. Environmental Protection Agency had yet to announce the latest and final funding opportunities under the five-year, $5-billion Clean School Bus Program at this writing. But the remaining $2.7 billion to be awarded will result in more electric school bus orders over the coming years, as well as propane and likely diesel. In addition to California and New York, which have large funding programs to try and meet their mandates that school buses be all-electric over the next two decades, the report cites increased state funding elsewhere, such as new programs in Illinois, Michigan, New Jersey and New Mexico.

Despite the Lion Electric bankruptcy and consolidation of operations to solely serve Quebec, the State of Sustainable Fleets reported positive news for electric school bus manufacturing. It cited Blue Bird’s all-time record revenue and profit posted in the fourth quarter and full year of 2025. Thomas Built Buses also announced its first Type D electric school bus, which is now available to order. IC Bus continues manufacturing and selling its CE Series electric and is offering bundled consulting, financing and maintenance services.

Diesel Continues On

The State of Sustainable Fleets report cited an American Trucking Associations blog in November that the EPA Clean Trucks Plan, which was set to reduce NOx by more than 80 percent and PM by 50 percent for 2027 model year engines, will remain largely unchanged.

A final rule was expected this spring but no announcement had been made at this writing.

“All major manufacturers have developed at least one HD engine capable of meeting those requirements,” the report states.

The report at ACT Expo suggests the final rule may remove warranty and useful life provisions that are expected to increase new diesel vehicle costs in the range of $8,000 to $18,000, with the Cummins-International session earlier Monday again indicating those figures could be less. The new final rule from EPA will eventually result in more specific cost figures.

Still, a “pre-buy, no-buy” dynamic is expected this year and next. The report states that manufacturers are already selling out new build slots for the third and fourth quarters of 2026.

As the industry awaits the Clean School Bus Program announcement and its expected incentives for using biodiesel and renewable diesel, the report found 56 percent of fleets used one of these drop-in fuels, more than double the number from 2023. Twenty-one percent reported utilizing both biodiesel and RD.

Benefits of using RD, the report confirmed, are improved cold-weather performance over biodiesel and fewer diesel particulate filter changes while realizing maintenance savings of approximately $0.015 to $0.02 per mile.

Related: Report Highlights Shift in Federal Policy from EVs to Conventional Fuels
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What About CNG, Hydrogen and … Hybrids?

The report also covered CNG, hydrogen and hybrids. But CNG is no longer manufactured as an option for the school bus sector, and hydrogen as yet to be offered as a viable power plant. The school bus industry did test the applicability of hybrids a decade ago and shortly thereafter abandoned those efforts. But hybrid is showing some promise for tractor-trailer trucks, the report notes.

“Adoption of a new technology is almost always driven by a combination of regulation, economic savings and incentives,” Patrick Couch, senior vice president of technical services for TRC Clean Transportation Solutions, told School Transportation News last week. “For hybrid technologies, OEMs will be focused on high-fuel use applications and applications where they are allowed by regulations and operationally more suitable than alternatives. School buses may be a secondary or tertiary focus for hybrid product offerings.”

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SHARONVILLE, Ohio — ARI-hetra, a leading U.S. manufacturer of heavy-duty vehicle maintenance equipment, will be exhibiting at the 2026 ACT Expo, taking place at the Las Vegas Convention Center, May 4-6. Attendees can visit ARI-hetra in the West Hall at Booth #2101 to experience a range of equipment engineered to support the evolving needs of commercial fleets, including those transitioning to alternative and electric powertrains.

At the show, ARI-hetra will showcase its industry-proven Mobile Column Lifts, designed with hydraulic-free ball-screw technology for dependable, low-maintenance lifting. The company will also feature its EV Battery Lift, purpose-built for the safe and precise handling of heavy electric vehicle battery packs, along with the versatile TT-2000 Lift Table and a range of heavy-duty shop equipment designed to enhance safety and efficiency in the shop.

“As fleets continue to adopt new vehicle technologies, the need for reliable, adaptable maintenance equipment has never been greater,” said Bill Gibson, Vice President of Business Development at ARI-hetra. “ACT Expo is an important opportunity for us to connect with fleet operators and service professionals who are navigating that transition. Our solutions are designed to deliver the uptime, flexibility, and dependability they need to keep operations running smoothly.”

ACT Expo is North America’s largest advanced transportation technology event, bringing together fleet operators, OEMs, and industry leaders focused on clean transportation solutions. ARI-hetra’s presence underscores its commitment to supporting fleets across diesel, hybrid, and electric platforms with equipment that meets the demands of modern maintenance environments in heavy-duty fleet operations.

Attendees are encouraged to stop by Booth #2101 in the West Hall to see ARI-hetra equipment up close and speak with product experts about solutions tailored to their operations.

About ARI-HETRA:
For more than 35 years, ARI-hetra has been a leading manufacturer of heavy-duty vehicle maintenance equipment, including ALI-certified mobile column lifts, platform lifts, wheel service solutions, exhaust extraction systems, and shop equipment that’s built to perform and built to last. With a dedicated team of sales and service experts, ARI-hetra delivers the most comprehensive warranty and preventive maintenance programs in the industry. From tailored system designs and professional installation, to direct distribution and responsive in-shop repairs, ARI-hetra supports your operations every step of the way. For more information, visit www.ari-hetra.com.

The post ARI-hetra to Bring Hydraulic-Free Mobile Column Lifts and Heavy-Duty Maintenance Solutions to the 2026 ACT Expo in Las Vegas appeared first on School Transportation News.

LAS VEGAS, Nev. – As commercial vehicle programs face mounting pressure from electrification, evolving regulatory requirements, and increasing system complexity, Triz Engineering is introducing its New Engineering model at ACT Expo in response to a growing industry shift: the primary risk in vehicle development is not only technology, it is execution.

Commercial vehicle programs don’t fail in design, they fail in launch. As programs become more complex, with multiple propulsion pathways, increasing software integration, and competitive development timelines, the challenge is no longer only selecting the right technology, but executing it successfully at launch.

“Commercial vehicle programs don’t fail because of a single technical issue,” said Dion van Leeve, Vice President of Engineering, Advanced Technology at Triz Engineering. “They fail because of compounding misalignment, decisions made too late, systems not integrated early enough, and execution that isn’t structured to manage complexity from the start.”

Across the industry, this shift is becoming more visible:

Launch delays driven by late-stage performance challenges.

Increasing rework due to early misalignment.

Cost overruns at both program and product levels.

As complexity increases, these factors are driving execution risk, not just technical risk.

New Engineering: A Structured Model for Delivery
Triz Engineering’s New Engineering model is a structured execution model designed to address these challenges at the program level.

The model is built on:

Specialization in commercial vehicle systems, enabling system-level integration and faster decisions.

Full-system ownership from concept through integration, compliance, and production.

Disciplined delivery with clear accountability for cost, timing, and performance.

Right-first-time decision-making grounded in application and production reality.

This replaces fragmented execution with focused delivery, reducing variability, minimizing rework, and protecting launch timelines.

Engineering Certainty: The Outcome
Triz does not sell engineering hours, they sell Engineering Certainty on launch-critical programs through disciplined execution, clear accountability, and right-first-time delivery.

“Technology uncertainty is something every OEM has to manage,” van Leeve added. “What they can control is how their programs are executed. Engineering Certainty is about removing execution risk, so outcomes become predictable, even in highly complex environments.”

Applied Across Launch-Critical Programs
Triz Engineering works with leading commercial vehicle OEMs and specialty vehicle manufacturers across North America, supporting programs in heavy- and medium-duty trucks, fire and emergency vehicles, last-mile delivery platforms, and commercial chassis systems.

These engagements are delivered at vehicle or system level but always with vehicle level understanding, with responsibility from concept through integration, compliance, and release. They reflect Triz Engineering’s ability to deliver predictable outcomes on complex, launch-critical programs.

Reframing the Industry Conversation at ACT Expo
At ACT Expo, Triz Engineering is highlighting the shift from technology-driven risk to execution-driven risk as complexity increases across commercial vehicle programs. Execution discipline, not just engineering capability, is becoming the defining factor in successful vehicle development.

About Triz Engineering:
Triz Engineering Solutions provides engineering to commercial vehicle OEMs, supporting the development, integration, and launch of vehicle systems and platforms. Focused exclusively on the commercial vehicle sector, Triz works across heavy- and medium-duty trucks, delivery and vocational vehicles, bus and coach, fire and emergency, and other specialty and off-highway applications. Triz supports programs at the system level, taking responsibility from concept through integration, compliance, and release. The company delivers Engineering Certainty on launch-critical programs through disciplined execution, clear accountability, and right-first-time delivery. Built with OEM DNA, Triz embeds within governance structures while preserving internal ownership. Its New Engineering model replaces fragmented delivery with focused execution and early, decisive decision-making. The result is predictable delivery, reduced execution risk, and improved product success at launch.

The post Triz Engineering Introduces New Engineering Model to Address Rising Execution Risk in Commercial Vehicle Development appeared first on School Transportation News.

COLUMBUS, Ind. – Cummins Inc. (NYSE: CMI) offers its customers a broad portfolio of power solutions pursuing many paths forward to meet its customers’ and the planet’s evolving needs today and in the future. For the 2026 Advanced Clean Transportation (ACT) Expo, the company is showcasing its 2027 X15 along with its L9N and X15N natural gas engines. Accelera by Cummins will feature its next generation Advanced LFP batteries and 14Xe eAxle. In addition, the 2027 X10 and 2027 X15 will be featured in the ride and drive, joined by a hybrid simulation truck.

“Our customers depend on Cummins to provide solutions that are dependable, efficient and cost effective. This reputation is rooted in our technical expertise and deep understanding of their business needs and is supported by our global sales and service network,” said José Samperio, Vice President, North American On-Highway Business, Cummins Inc.

Forever Rising with Cummins 2027 X15
The 2027 X15 will be displayed with its integrated transmission and aftertreatment system, advancing the company’s flagship heavy‑duty platform. Built on more than 25 years of X15 architecture, the 2027 engine incorporates familiar components and updated controls that support improved fuel efficiency with similar diesel exhaust fluid consumption. The engine also anchors the company’s Forever Rising Tour fleet, where customers can evaluate drivability, integration and performance in real‑world operation.

Natural Gas Engines Power a Broader Ecosystem
Cummins also will feature the X15N and L9N engines to demonstrate the breadth of its natural gas portfolio. Built for heavy-duty and linehaul applications, the X15N provides power and performance while offering a practical path to reduced fuel costs and lower emissions. The L9N is suited for regional haul, refuse and municipal operations. Together, the engines give fleets multiple options across mixed duty cycles and varying infrastructure conditions.

Cummins Clean Fuel Technologies (CCFT) will highlight its newest product: an internally designed and manufactured all‑composite Type 4 CNG tank with a fully carbon‑fiber‑wrapped polymer liner. The tank is engineered to be light weight and for integration into CCFT fuel delivery systems for heavy‑duty trucks. The product incorporates technology designed and shared by NPROXX, Cummins’ composite pressure vessel design and manufacturing entity based in Europe.

Advancing Commercial Vehicle Electrification
Accelera by Cummins will showcase its next generation 14Xe eAxle, its most versatile electrified axle solution to date. The 14Xe delivers improved energy efficiency alongside increased torque, power and voltage capability to support both heavy- and medium-duty applications. Available with either a 2- or 3-speed twin countershaft transmission or 2-speed planetary configuration, the 14Xe has the ability to reduce the need for wheel-end reductions while enabling greater system flexibility across vehicle platforms. When paired with Accelera’s ELFA 3 high-power inverter, the system can also enhance functional safety and cybersecurity for 6×4 tandem, medium-duty and school bus applications.

Accelera will also feature its highly modular Advanced LFP battery platform, designed to support flexibility, long service life and fast charging. With 102 kWh of energy capacity and up to 840V, the platform leverages advanced LFP chemistry and cell-to-pack architecture to deliver improved energy density, enhanced safety and a strong cost competitiveness for commercial vehicle applications.

Enhanced Digital Experience for the Life of Your Vehicle
Cummins provides a full suite of digital capabilities that connect customers’ day-to-day operations directly to the service and maintenance experience using real-time data.

These features, available in Connected Solutions or via participating OEM portals, include remote diagnostics, predictive service insights, over-the-air software updates and digital maintenance tools that help minimize downtime, optimize fleet maintenance and ensure that vehicles are operating with the latest technology directly from Cummins.

These features and capabilities are enabled by Acumen, Cummins’ advanced computing hardware, or an OEM telematics device.

Ride and Drive: Customer Ready Demonstration Vehicles
In the ACT Expo Ride & Drive, Cummins will feature two vehicles from its Forever Rising Tour: one equipped with the 2027 X15 and another showcasing the new Cummins X10 mid-bore diesel platform designed for vocational, transit, pickup-and-delivery and regional haul operations. The third vehicle, which has been in service with Walmart since November 2025, is a demonstration of both companies’ commitment to advancing hybrid technology development. As part of this effort, Cummins and Walmart have collaborated in evaluating hybrid powertrain configurations under real world operating conditions using a development vehicle that can simulate multiple hybrid architectures without physical hardware changes. The hybrid simulation truck will be showcased publicly for the first time in the ride and drive.

About the Hybrid Simulation Platform
Cummins and Walmart are jointly testing and refining hybrid configurations using engines, components and controls from both Cummins and its zero-emissions business, Accelera by Cummins. Walmart has been operating the vehicle across a range of routes and duty cycles, validating system controls and accumulating mileage to evaluate performance in day-to-day service.

For more information on Cummins’ broad portfolio and the Forever Rising Tour and upcoming stops, visit this site and meet with experts May 4-7 at ACT Expo Booth #2038.

About Cummins Inc.
Cummins Inc., a global power leader, is committed to powering a more prosperous world. Since 1919, we have delivered innovative solutions that move people, goods and economies forward. Our five business segments—Engine, Components, Distribution, Power Systems and Accelera by Cummins—offer a broad portfolio, including advanced diesel, electric and hybrid powertrains; integrated power generation systems; critical components such as aftertreatment, turbochargers, fuel systems, controls, transmissions, axles and brakes; and zero-emissions technologies like battery and electric powertrain systems. With a global footprint, deep technical expertise and an extensive service network, we deliver dependable, cutting-edge solutions tailored to our customers’ needs, supporting them through the energy transition with our Destination Zero strategy. We create value for customers, investors and employees and strengthen communities through our corporate responsibility global priorities: education, equity and environment. Headquartered in Columbus, Indiana, Cummins employs approximately 67,400 people worldwide and earned $2.8 billion on $33.7 billion in sales in 2025. Learn more at www.cummins.com.

The post Cummins Builds on Many Paths Strategy at ACT Expo  appeared first on School Transportation News.

We examine the impact of the war in Iran and Clean School Bus program updates on district fuel choices, as well as a Pennsylvania school bus driver arrested after driving over 50 students while intoxicated.

We are joined by Nate Springer, vice president of market development at TRC Companies, the presenter of the upcoming Advanced Clean Transportation (ACT) EXPO. He unpacks the reasoning behind various fuel choices available to school districts today and funding options amid changes to the Clean School Bus program.

Read more about green buses.

This episode is brought to you by Transfinder.

Message from EverDriven.

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

The post (STN Podcast E298) Green Evolution: Clean Bus, Fuel Choice Updates for Transportation Directors appeared first on School Transportation News.