Last year, the appetite for electric school buses waned. The reason had a lot to do with President Donald Trump retaking the Oval Office and signing numerous executive orders that changed course on the drive toward zero emissions.

The Clean School Bus Program was shelved until recently, with the U.S. Environmental Protection Agency expected at press time to finally announced it would make good on awarding the final $2.5 billion remaining in the five-year $5 million program. Seemingly it comes the official re-emergence of diesel, which had been obvious across all sectors.

Diesel is 90 percent cleaner than it was two decades ago and, while it still emits harmful particulate matter especially for children’s developing lungs, it remains the fuel type of choice for many fleets due to its workhorse and longevity characteristics. That makes federal subsidies for drop-in biodiesel blends, which many school districts have been using for decades, and renewable diesel especially attractive.

Granted, maintaining diesel systems has become more arduous and expensive. And those costs extend to the fuel pump.

Petroleum prices were already volatile, then the Iran war broke out. The Strait of Hormuz closed, and the price of oil soared well past $100 a barrel. Diesel and gasoline prices followed suit globally. Despite the U.S. opening domestic oil reserves, those prices have stayed high, and there is no end in sight. This has spelled doom for school districts and school bus operators.

The National Association for Pupil Transportation and AASA: The Superintendents Association conducted a survey last month that illustrates the impacts. Of the 188 school districts responding, 22 percent said their diesel fuel costs increased by 11- to 20 percent over their current school year budget. Another 20 percent said they
are 6- to 10 percent over budget.

Scott Lee, the director of transportation for Washoe County School District in Nevada, said diesel costs increased a whopping 89 percent from January of this year to May, rising from $3.01 per gallon to $5.69 per gallon. The Reno-area school district, however, seemingly has it better than a lot of states in terms of actual prices being paid. Outside of Portland, Oregon, the Beaverton School District was paying $6.57 per gallon through April, a 38-percent increase from $4.77 paid last July.

The saving grace for school districts like Beaverton and Washoe is a reliance on electric and propane school buses. Craig Beaver, who retires as director of transportation this summer, said the fleet of electric school buses is closing in on the sweet spot of achieving 1.5 kWh per mile efficiency. In April, the school district’s Type C and Type D electric school buses averaged 1.6 kW per mile, the best mark since last October, when the average was 1.59.

Meanwhile, both he and Washoe County’s Lee are also increasingly relying on propane. Lee shared that propane fueling cost remains relatively flat with an increase of 4 percent for fiscal year 2027, at which point the district also is purchasing another six propane school buses for the 2026-2027 school year.

Beaver said he kept the budget the same for the coming school year, as more electric and propane school buses will be on the road at a cheaper cost. This, he added, will hopefully offset the increase in diesel cost per gallon over the course of the year.

“It’s a good plan, as long as the Strait of Hormuz opens up in the next month or two. We will have minimal diesel usage this summer as well,” he shared. “Only use those buses for long trips. Everything else will be EV supplemented by propane.”

Beaverton’s long-term plan includes transitioning all 140 Type D school buses in the fleet to propane over the next five to eight years, once Blue Bird comes to market with an option.

The writing on the wall, no matter the politics at play, is the TCO of both electric and propane pencil out. Despite higher upfront costs, both options are often surpassing diesel in terms of lifetime fuel and maintenance csts. That story was also told at ACT Expo last month, in the 2026 State of Sustainable Fuels report.

With the Clean School Bus Program relaunching and no matter the assumed new funding mechanism for biodiesel and renewal diesel, millions if not billions of dollars will be spent in the coming years to add more electric and propane school buses to the national fleet.

And that is welcome news in a world where fuel volatility and higher new vehicle purchase prices will continue.

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

---

Related: (STN Podcast E308) Past & Future: Fuel Volatility, 10 Years of School Transportation Trends
Related: (STN Podcast E307) Buy With Confidence: Fuel Price Frustration, School Bus Buying Tips
Related: Survey: Half of School Districts Paying At Least 6% More for Diesel
Related: Survey Shows 87% of Parents Support Low-Emissions School Buses, Yet Diesel Dominates

The post Alternative to Fueling Discomfort appeared first on School Transportation News.

Businesses up north are seeing mixed signals, with some reporting slow Memorial day weekends and others seeing an increase in visitors. However, some business owners believe the high prices will cause Wisconsinites to drop long-distance vacations in favor of staying within the state.

The post Northwoods tourism businesses brace for effects of high gas prices, but have hope appeared first on WPR.

The U.S. Coast Guard is investigating the theft of a navigational beacon at the lighthouse that guides ships into the Superior harbor.

The post Coast Guard investigating beacon stolen from Superior lighthouse appeared first on WPR.

Wisconsin's Joint Committee on Finance voted to sell the former State Human Services Building to Landmark Development Services Company for $10 million.

The post Budget committee OKs sale of state building that’s being eyed for Amtrak station appeared first on WPR.

Many school transportation departments throughout the U.S. are currently engaged in software and hardware upgrades—from exploration to implementation—with goals to make the process as smooth as possible while reaping top-level returns on that investment.

Habersham County Schools in Clarkesville, Georgia transports some 4,000 of its approximately 7,000 students throughout the district’s 350 square miles. Stephanie Walker, director of transportation for the district, noted Habersham is in the final stage of a complete bus radio replacement, which entails all new equipment and installation.

“This upgrade was a result of our 911 emergency services upgrading their radio system, and we wanted to remain on the same system as we have always been,” she said. “This project has been a long process, and we are excited to see our radio coverage increase significantly throughout our school district.

“This has always been a safety concern because our existing coverage included portions of our district that had little or no coverage due to terrain and older equipment,” she continued. “We are thankful to be on the same radio network as our emergency services as it relates to safety and monitoring by our emergency management services.”

Walker noted the district is currently considering new software for routing to replace its existing program. “With this replacement, we are considering the addition of student tracking, parent app and live GPS,” she said. “We have evaluated several options and are moving forward with recommendations soon. I believe the additions of student tracking and live GPS will bolster our continuing efforts to maintain high levels of safety for our students.”

Meanwhile, Lamar Consolidated Independent School District in Rosenberg, Texas, which serves approximately 48,000 students, with an average of a little more than 22,000 students transported daily by school bus. Lamar CISD is also the home of the 2026 AASA Superintendent of the Year Roosevelt Nivens.

“Providing safe, reliable transportation at this scale requires a strong operational foundation supported by technology, communication and collaboration,” said Michelle Summers, the assistant director of transportation at the district’s Rosenberg location.

Regarding software and hardware updates, Summers noted the district currently utilizes student monitoring technology that allows students to scan on and off the bus. “This provides parents with visibility into where their student is and adds an additional layer of safety and accountability,” she added.

The district’s school buses also are equipped with tablets, enabling drivers to operate their routes in a hands-free environment, eliminating the need to handle paper route sheets while driving. “Additionally, we have a parent app that allows families to track their child’s bus in real time and view student scan activity,” said Summers. “Together, these tools enhance communication, situational awareness and overall safety for students, drivers and families.” Newport News Public Schools in Virginia recently completed the RFP process to purchase updated routing software.

“We are migrating to a new field trip software as our current software by App Garden is being absorbed by Pathwise,” said Sharon L. Moore, transportation operations manager for the district that transports 19,000 of its district’s 25,500 students via school bus. “There are plans to have our student referral process become digital. We are currently exploring different software to assist us in this goal.”

Addressing challenges and lessons learned, Moore noted it can be challenging during the RFP process to identify software that encompasses all district wish-list items.

“There must be concessions made by both sides to come to the point of making a purchasing decision,” she added. “In the past, we have had to understand that proposals put forth by vendors need to be looked at as a used car sales approach, where everything looks shiny and new. But when we get to implementation, that is where the dings and dents come to light and there is more work than anticipated to get the program up and running for the district.”

That has made district staff aware that they need to ask more in-depth questions during the proposal phase to ensure the product being presented will be adequate to meet its needs, she added.

“If we can weed out the programs that would not be able to do what we need them to do during the RFP process, it saves so much more time and energy during the implementation phase,” said Moore. “We had a situation where we had gotten to the implementation training for a major product and had to back out because it simply would not have worked for our district,” she added. “We found that had we asked more in-depth questions during the process, we could have saved both us and the vendor months of work.”

Walker said one of her biggest challenges is finding the best time to perform equipment replacement and/or installation of new software, including training of all staff and
verification of data transfer.

“We are just now reaching the equipment replacement portion of the new bus radio system and are scheduled as soon as we end our normal school year, for which I am thankful,” she continued. “The timing of the radio equipment will allow for a quicker, seamless installation. However, we were prepared to coordinate the best rotation possible if it were to occur during school days.”

Walker added that any upgrades to the routing software and the new addition of the student verification and parent app will likely occur during the next school year. “Part of our current discussions are planning for this to happen and how we feel is the best approach for the transition if we are able to move forward as we hope,” she noted.

Summers noted the challenges associated with implementation occurred prior to her start with the district. She was informed the process was “very rocky during the first few years.”

“As a district, we worked closely with Tyler Technologies to identify errors within the system and received much needed training. As a result of those efforts, the opening of the 2025–2026 school year was very smooth, showing significant improvement,” she continued,
adding some technology challenges remain, especially related to connectivity and RFID issues. “However, we have strong working relationships with Tyler Technologies and CI Solutions, our student badge provider.

Because of these partnerships, we are typically able to address issues before they become larger problems.” Addressing what a successful implementation looks like, Summers said that it can be challenging, as transportation has many moving parts. “Nothing will ever work perfectly 100 percent of the time,” she pointed out. “However, transportation must operate as close to 100 percent as possible because we have zero room for error when it comes to student safety.”

Summers noted a successful implementation includes strong support from district leadership, clear and consistent communication, healthy and responsive relationships with vendors, and systems that reduce stress rather than add to it.

“When these elements are in place, it creates a smoother, less stressful school year for everyone involved,” she said. Moore agreed a successful implementation should encompass a smooth transition from selection to implementation.

“There needs to be a strong implementation plan with a clear training schedule for all users,” she said. “Each user role and responsibility needs to be clearly defined and the training tailored for each user group needs.” There needs to be a realistic timeline between purchase, training and implementation when it goes live, Moore said.

“There may be a need to run dual programs for a period to ensure that as many bumps in the road with the new software can be handled without operational disruption because we still have the support of the old software,” she added.

Moore advised other districts to involve end-users in as much of the implementation process as possible to help with buy-in and comfort level with the new technology, so that when the software does go live, all users feel comfortable using the program.

To ensure a successful implementation, Moore said she makes all attempts to prepare for any scenario during an upgrade or installation of equipment and software. “I want to see the process as seamless as possible,” she shared. “However, I try to have plans B, C and D already laid out just in case. A successful implementation will come from preparing and planning not only at the school district level but with the vendor you are working with.”

Moore suggested that school districts looking to do upgrades should spend time researching and developing the right questions to ask. “Know what features you are looking for, even if some of them seem too outrageous,” she said. “Not all of the pie-in-the-sky features will be available or possible, but you may be surprised that some will be.

“These features will probably not be the shiny new car look that you see in the showroom but could be the hidden under the hood features that makes the software the right fit for your division,” she continued. Summers concurred that the best possible outcome is derived through research.

“Compare and contrast solutions, and seek direct feedback from your transportation team,” she said. “Ask what is working, what is not and what the software or program needs to accomplish. Every district has unique needs, and it is important to address those needs intentionally.

“It is also critical to take your time and avoid rushing implementation simply because of cost. Rushed implementations often result in greater costs later. Phasing in upgrades allows staff time to adapt and increase longterm success.”

Ensure the transportation team understands the why behind the upgrade and is willing to work with the new system, Summers said, adding buy-in from the people using the technology every day is essential.

“Prepare, prepare, prepare,” Walker noted. “Prepare for every possible situation and timing of installation or upgrades. Think about how that will affect the school day, or if it is during the summer, how will you prepare your staff when they return to new equipment or software?”

Prepare for ample training with staff, including the possibility of needing to do additional training based on the outcome of the initial training period, she added.

Logistics play a big part of planning for implementation, Walker pointed out. “Adding implementation and installation during a school day will take much longer and require some distinct phasing in, whether it be by school location, a specific department such as general education or special needs, and a truly thoughtful plan that walks through the school day [that] will serve you best,” she said. “It is very important to make sure your staff is aware of the changes and understand the plan and their role in such plans.”

Summer concluded that technology should support operations, not complicate.“With thoughtful planning, strong communication and realistic expectations, districts can implement solutions that truly improve safety and efficiency,” she said.

The post Planning the Perfect Rollout: Secrets for Successful Software, Hardware Upgrades appeared first on School Transportation News.

MARLBORO, N.Y. – Durham School Services is proud to share that it will continue in the footsteps of its sister brand, Quality Bus, to serve the students at the Marlboro Central School District for the next five years through June of 2031. This partnership builds on Quality Bus’ 11-year, deep-rooted history in the Marlboro community. The transition to Durham School Services from Quality Bus will not result in any local management or employee changes. Durham School Services and its sister brands currently serve over 613 schools in New York.

Together with the current Marlboro team, Durham School Services will run 48 routes for the school district with its fleet of 53 buses, which come equipped with Zonar’s fleet management platform for real-time GPS tracking and pre and post trip safety inspections and Samsara’s AI enabled dash cameras to improve driver responsiveness and safety along each route, as well as to safeguard students and the community.

In addition to its role as a trusted student transportation provider, the Marlboro team is also a proud community partner that has given back on various occasions through the Company’s Partners Beyond the Bus community outreach program. Over the years, the team has hosted a coat drive for local charity Worthy Virtue and also partnered with the school district to host food and toy drives for local students and the community.

“My team couldn’t be more thrilled and honored that the Marlboro Central School District has awarded us with this opportunity to serve their students and community for another five years,” said Region Manager Britt Liotta, Durham School Services/Quality Bus. “Partnerships of this length are rare, which makes this even more meaningful and significant to my team. It speaks volumes about my team’s expertise, success, and excellence-driven efforts over the years and is a significant acknowledgement of a job well done. I want to thank the district for once again entrusting their students to us and also recognizing my team for their dependability and commitment to safety and service.”

About Durham School Services
As a premier transportation provider, Durham School Services provides safe, reliable student transportation that communities trust and families depend on. With operational discipline, local commitment, proven safety standards, and clear accountability, we bring deep expertise to every route we operate. Driven by our five values: Safety, Care, Transparency, Communities, and Culture, we deliver transportation that works quietly, consistently, and without disruption.

The post Durham School Services to Serve Marlboro Central School District for Next Five Years as New Transportation Partner appeared first on School Transportation News.

SCHENACTADY, N.Y. — A new nationwide survey of school transportation professionals revealed that while most districts consider their bus routes moderately efficient, major operational challenges continue to limit optimization.

Key findings show that:

· Most districts rate their routing as only “somewhat efficient,” with clear room for improvement

· Driver shortages are the leading barrier to efficiency, cited across nearly every respondent group

· Between 25 percent and 50 percent of school buses on the road run below capacity in many

· On-time performance and bus utilization are the top metrics used to measure success

The School Bus Routing Efficiency Poll, conducted by Transfinder in April–May 2026, gathered feedback from transportation leaders in more than 30 states, highlighting both persistent pain points and emerging strategies for improvement. The survey was sent to Transfinder clients as well as users of other transportation products or those who manually create routes.

“The challenges transportation leaders are facing are real and in many cases have been longstanding, such as the driver shortage,” said Transfinder President & CEO Antonio Civitella. “But the survey also reveals that transportation leaders have some actions they can take to regain some control and mitigate some of the external forces.”

Districts Balancing Efficiency with Real-World Constraints

While some districts report highly optimized operations, the majority say practical limitations prevent full efficiency.

“Efficiency for us is balancing trip duration, student safety, bus capacity, and trip distance so that neither of the components becomes a parental or school issue,” said Michael Bebko, Transportation & Financial Assistance Coordinator of Hopkinton Public Schools in Massachusetts.

Patricia McGrane, a transportation supervisor at Northport-East Northport Union Free School District in New York, added: “Efficiency is the ability to streamline processes so that work is completed smoothly, on time, and with the best use of available resources, while minimizing unnecessary stress.”

Driver Shortages Continue to Reshape Routing Decisions

The survey underscored that driver shortages are not just a staffing issue but are directly shaping routing outcomes.

Districts report running less-than-full buses, combining routes, or adding complexity to meet service expectations.

“We are meeting our bell times better but we still encounter a driver shortage and we are running half empty buses or more regularly to meet the bell times,” said Lori Smith, transportation coordinator at Bellbrook Sugarcreek Schools in Ohio.

Others noted that consolidating routes, while necessary, can have trade-offs.

“We have combined and eliminated buses. This hurt my company financially but it had to be done due to driver shortage,” said Shae Harkleroad, president of Raystown Transit Service, a transportation contractor in Pennsylvania.

Community Expectations and Bell Schedules Limit Optimization

Beyond staffing, respondents repeatedly pointed to community expectations and school schedules as major constraints.

Requests for shorter ride times, neighborhood stop preferences and strict bell schedules often conflict with efficiency goals.

“Political/community expectations, such as stop locations and ride times, ranked among the most frequently cited barriers to efficiency.

In many cases, districts must prioritize service levels over cost savings or capacity optimization, respondents said.

Technology Widely Used—but Confidence Varies

The vast majority of districts rely on routing software, yet confidence in these systems is mixed. Some respondents expressed strong confidence in their tools, while others said software alone cannot replicate real-world nuances.

“We relied heavily on the Optimize feature to build trips after we set up our general education stops,” said Jack Gershon, a dispatcher at Livonia Public Schools in Michigan. “We then revise those trips based on institutional knowledge and mirror trips.”

Despite Challenges, Districts Are Finding Gains

Even with constraints, many districts are making measurable progress through creative strategies:

· Tiered bell schedules to reduce fleet size

· Double runs and wave scheduling to offset driver shortages

· Route consolidation and redesign to eliminate overlap

“Our routes looked like someone threw a bowl of spaghetti on a map,” said James Graham, financial secretary at Norman Public Schools in Oklahoma. “We had routes crisscrossing, two or three buses in the same neighborhood. With Transfinder tools we solved this.”

Efficiency Gains Could Deliver Immediate Impact

Respondents said a modest 10 percent improvement in routing efficiency would yield significant benefits, including:

· Fewer buses required

· Lower fuel costs

· Easier daily operations

· Shorter student ride times

Summarizing the stakes for school systems, Chris Corder, transportation director at Hardin County Schools in Kentucky, said: “Maximizing taxpayer monies that we are entrusted with to run our department.”

Debbie Schomisch, transportation director at Farwell Area Schools in Michigan, put it this way: “Getting the most bang for the schools money.”

An Ongoing Effort, not a One-Time Fix

The survey makes clear that routing efficiency is a continuous process—not a one-time achievement.

“Efficiency is an evolving target,” one respondent noted, emphasizing the importance of ongoing data analysis, route reviews, and stakeholder collaboration.

For districts nationwide, improving transportation efficiency will require balancing technology, policy, and community needs—while adapting to changing conditions year after year.

About the Survey: The School Bus Routing Efficiency Poll was conducted in April–May 2026 and includes responses from school transportation professionals across the United States and Canada.

Key Results

· Route Efficiency Ratings

o 64 percent — Somewhat efficient (room for improvement)

o 22 percent— Very efficient

o 14 percent — Neutral or inefficient

· Top Barriers to Efficiency (selecting up to two)

o 68 percent — Driver shortages

o 46 percent — Long geographic distances / rural coverage

o 44 percent — Bell time constraints

o 41 percent — Special education routing requirements

o 39 percent — Community/political

· Bus Capacity Utilization

o 49 percent — 25–50 percent of buses run below

o 27 percent — Less than 25 percent under capacity

o 24 percent — More than 50 percent under capacity

· Top Metrics for Measuring Efficiency

o 72 percent — On-time performance

o 69 percent — Bus utilization (capacity usage)

o 51 percent — Student ride time

· Routing Review Frequency

o 58 percent — Multiple times per year

o 28 percent — Once per year

o 14 percent — Only when issues arise or rarely

· Primary Routing Tools

o 72 percent — Routing software

o 18 percent — Institutional knowledge/manual

o 10 percent — Spreadsheets or mapping tools

· Confidence in Routing Technology

o 55 percent — Very confident

o 26 percent — Somewhat confident

o 19 percent — Not confident

· Top Benefits of a 10 Percent Efficiency Gain (Respondents pick top two benefits)

o 63 percent — Fewer buses required

o 52 percent — Easier daily operations

o 49 percent — Reduced fuel costs

o 46 percent — Shorter student ride

About Transfinder: Founded in 1988 and headquartered in Schenectady, New York, Transfinder is a national leader in intelligent transportation systems, providing transportation management systems and services to school districts, bus contractors, police departments and adult care facilities. Transfinder, has been on Inc. magazine’s “fastest-growing company” list for 13 years. The software and hardware company has received numerous awards, including Best Software, Best Hardware and Best Safety Technology. In addition, Transfinder has repeatedly won Best Places to Work, Top Workplace and Best Companies to Work for accolades. Transfinder develops and supports routing and scheduling solutions for optimal transportation logistics. Transfinder also created the award-winning Patrolfinder policing technology to enhance law enforcement. For more information, visit www.transfinder.com.

The post Survey: Driver Shortages, Underutilized Buses and Community Pressures Top Challenges to School Transportation Efficiency appeared first on School Transportation News.

Record-high diesel fuel prices in Wisconsin are starting to come down from their peak in mid-May, but the transportation industry in the state is still feeling the squeeze.

The post Record-high diesel prices squeeze Wisconsin trucking companies appeared first on WPR.

In student transportation, communication is not just an operational tool. It is a safety system. As fleets expand across districts, regions and states, traditional communication models are increasingly unable to keep pace with the demands of real-time coordination, incident response and compliance. Forward-looking transportation leaders are rethinking communication not as a standalone function, but as a foundational layer of a modern, safety-critical operating model.

This shift is redefining how drivers, dispatchers and operations teams collaborate to deliver safer and more reliable service for students and families.

The Growing Gap in Legacy Communication Systems
For decades, school transportation has relied on analog radio systems. While historically effective, these systems now present structural limitations in a modern, distributed operating environment: Limited range across rural, suburban and multi-district routes; channel congestion during peak routing windows; fragmented communication across regions and operating companies; lack of integration with routing, safety and compliance platforms; and ongoing infrastructure and maintenance overhead.

At scale, these constraints are not just inefficient. They introduce risks. When communication slows down, safety responses slow down.

Reframing Communication as Strategic Capability
Leading transportation providers are approaching communication transformation with a different mindset. Instead of viewing it as a device upgrade, they are treating it as a core operational capability that directly impacts:

• Driver confidence and retention.
• Dispatcher effectiveness and workload.
• Incident response times and safety outcomes.
• Cross-regional coordination during disruptions.
• Visibility for leadership and decision-making.

This shift requires strong leadership alignment and a deliberate focus on change management, not just technology deployment. As one operations leader noted, the goal is not to replace radios, but to future-proof communication across the organization.

What Modern Communication Looks Like
Modern communication models in school transportation are defined by a few key characteristics:

1. Real-Time, Nationwide Connectivity
Communication is no longer constrained by geography. Dispatchers can connect with drivers across regions instantly, enabling coordinated responses to weather events, route disruptions, or safety incidents.
2. Seamless Integration with Operations
Communication is increasingly integrated with routing systems, safety platforms and operational dashboards. This creates a unified environment where communication and data work together.
3. Simplicity for Frontline Users
Despite backend complexity, the user experience must remain simple. One-touch communication, intuitive interfaces and minimal training friction are critical for driver adoption.
4. Security and Reliability
As communication becomes digital, encryption, uptime and reliability become essential components of a safety-first architecture.

Execution Matters: The Role of Change Management
Technology alone does not drive transformation. Execution does. Successful implementations typically follow a structured approach: Pilot deployments across diverse operating environments; standardized onboarding and training for drivers and dispatchers; device and workflow standardization to reduce variability; continuous feedback loops to refine usability; and close collaboration between technology, operations and safety teams.

Organizations that invest in change management see faster adoption, higher satisfaction and more measurable outcomes.

Measurable Impact on Safety and Operations
When communication is modernized effectively, the impact is tangible: Faster dispatcher-to-driver response times, often reduced by 30 to 40 percent; improved coordination during emergencies and service disruptions; reduced dependency on physical infrastructure and maintenance overhead; enhanced incident escalation and documentation; and greater consistency across multi-location operations.

More importantly, these improvements translate into better outcomes for students. Faster communication means faster response. And in a safety-critical environment, minutes matter.

Beyond Tech: A Cultural Shift
Perhaps the most important outcome of modern communication is cultural. Drivers feel more connected and supported in the field, dispatchers operate with greater clarity and confidence, and leadership gains real-time visibility into operations. Additionally, organizations move from reactive to proactive decision-making.

This is not just a systems upgrade. It is a shift toward a more connected, responsive and people-centered operating model.

The Road Ahead
As the student transportation industry continues to evolve, communication will play an increasingly central role in enabling: Scalable growth across regions and contracts; compliance with evolving safety and regulatory expectations; integration with AI-driven routing, monitoring and analytics platforms; and a more resilient and adaptive transportation network.

The organizations that lead this transformation will not be defined by the tools they adopt, but by how they integrate communication into the fabric of their operations.

Final Thought
In student transportation, every conversation has the potential to impact
safety. Modernizing communication is not just about efficiency. It is about
ensuring that every driver, dispatcher and operations leader is equipped to
respond, support and protect the students they serve. And that is where technology, leadership and purpose come together.

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

---

Gaurav Sharda is the chief technical officer for student transportation company Beacon Mobility and the 2025 STN Innovator of the Year.

---

---

Related: Ignite Your Leadership
Related: How District Turned a Transportation Crisis into a Communication Win
Related: How Technology Powers Daily Student Transportation Operations
Related: (STN Podcast E296) Technology Has Blossomed: School Bus Mirrors & Student Safety

The post Modernizing School Transportation Communications appeared first on School Transportation News.

Additional passenger rail stations could be up and running in southern Wisconsin by 2029 or 2030, according to the latest plans being pursued by Amtrak.

The post Could Amtrak chug into Madison by the end of the decade? Here are the latest plans. appeared first on WPR.

Across the country, potholes are more than a seasonal nuisance. They are a visible symptom of aging roads and bridges that many state and local governments say they cannot afford to fully maintain.

From local streets in small towns to major urban corridors, transportation agencies are grappling with deferred maintenance, rising construction costs and limited revenue streams. Even as federal infrastructure dollars increased in recent years, some transportation officials and infrastructure experts say the need continues to outpace available funding.

Gas taxes, which historically have largely gone to road repairs, have not kept up with inflation or shifts in vehicle efficiency, including the growing use of fuel-efficient and electric vehicles. The federal gas tax, at 18.4 cents per gallon, has remained unchanged since 1993. President Donald Trump has proposed temporarily suspending the federal gas tax to provide relief from surging fuel prices because of the Iran war.

“What states end up doing, partly because resources are limited, is they’re sort of triaging the system,” said Rocky Moretti, the director of policy and research at TRIP, a nonprofit research group focused on transportation issues.

For drivers, the cost of deteriorating roads often becomes clear only after damage occurs. At a time when many Americans are already feeling squeezed by fluctuating gas prices, tire blowouts, bent rims and suspension repairs can turn potholes into costly and unexpected expenses.

At the same time, some state and local governments are struggling to keep up with repairs while exploring new technologies — including artificial intelligence-powered road monitoring systems, sensors and camera-equipped vehicles — to identify road damage and respond more efficiently.

Federal transportation data shows that U.S. road conditions have changed little over the past three decades. Nationwide, the share of roadways rated in acceptable condition peaked at about 91% in 1999, but has since declined and averaged around 80% in recent years — leaving roughly 1 in 5 roadways in poor condition.

In 2024, the latest year with available data, the share of road miles rated in poor condition ranged from 34% to 89% in the five states or jurisdictions with the worst roads: the District of Columbia, Rhode Island, Hawaii, California and New Mexico. By comparison, the share of roads rated in acceptable condition ranged from 94% to 97% in the five best-performing states: Kansas, Tennessee, Indiana, Wyoming and Vermont.

With spring bringing warmer weather and heavier traffic, many transportation agencies have ramped up seasonal repair efforts by launching “pothole blitzes” aimed at rapidly filling road damage ahead of the busy summer driving season.

Just last month, West Virginia Republican Gov. Patrick Morrisey pledged to have potholes across the state filled by the end of May, saying road crews had already patched more than 18,000 miles of potholes since January.

New York City also hit a milestone in April, filling 100,000 potholes in the first 100 days under Mayor Zohran Mamdani. New Yorkers called in at least 19,406 reports flagging potholes in fiscal 2026 through April, up roughly 88% from at least 10,297 reports during the same period in fiscal 2025, according to the city’s 311 data.

In Baltimore, crews filled at least 32,000 potholes from late February through mid-March, and the city aims to fill another 25,000 potholes and resurface 10 lane miles by mid-July, according to Veronica McBeth, the director of the Baltimore City Department of Transportation. The agency repaired more than 134,000 potholes in 2025, she said.

“(Potholes are) one of those things that is a real pain,” McBeth said. “City services are out here trying to get the work done, and we are actively trying to grow deeper partnerships with the state to get larger pots of money to do bigger and more robust infrastructure investments.”

A growing maintenance gap

Potholes form when water seeps into cracks in pavement, freezes and expands, then melts and leaves gaps beneath the road surface. As vehicles repeatedly drive over those weakened areas the pavement breaks apart, creating potholes. The cycle is especially common in regions with frequent freeze-thaw weather swings.

“Years of that combination of traffic and climate action will cause you to have to do maintenance. Things will break down,” said Bill Buttlar, a professor of civil and environmental engineering at the University of Missouri.

Poor drainage is also a major factor, Buttlar said, as moisture and stormwater can significantly weaken pavement over time. The aging transportation systems in many parts of the country can make the problem even worse, as older roads are often more vulnerable to cracking and deterioration.

Responsibility for repairing potholes depends on who maintains the roadway. Local streets are often maintained by city or county public works departments, while state departments of transportation typically oversee highways and major roads.

Many agencies rely heavily on resident complaints submitted through 311 systems or online reporting tools to identify new potholes, alongside routine inspections and maintenance crews.

State and local governments increasingly rely on a patchwork of federal funding and local revenue sources to cover maintenance costs. Research from The Pew Charitable Trusts found that state roadways face a combined maintenance and repair shortfall of $86.3 billion over the next decade.

“(Transportation agencies) don’t have the budget to do proper maintenance practices and stay out ahead of things, just with the increase of costs and the lack of funding that we’ve been putting into the roads as a nation over the last 30 years,” said Richard Willis of the National Asphalt Pavement Association. Willis is the industry group’s vice president for engineering, research and technology.

The lack of funding often creates a cycle of reactive maintenance, according to experts. Delaying repairs can worsen deterioration as water continues penetrating cracks and weakening pavement foundations, leading to more costly reconstruction later.

“The last thing you want to do is try to save a buck here and there, kind of kick the can down the road, and pushing the maintenance back,” Buttlar said. “It turns out, it’s less expensive to do light maintenance more often.”

Innovative tools

Some states and cities are turning to technology to stretch maintenance dollars further.

In Worcester, Massachusetts, City Councilor Satya Mitra said he wants the city to become the “city with no potholes.” Since joining the council earlier this year, Mitra said he has heard repeated concerns from residents about road safety and infrastructure conditions and is pushing for the city’s transportation officials to explore whether artificial intelligence could help detect potholes earlier.

“It is not only the damage to our vehicle that happens, but also it is a potential health risk,” Mitra told Stateline. To underscore how seriously he takes the issue, Mitra even made a T-shirt that reads, “Proud to live in Worcester, a city with no potholes,” which he said he would like to distribute to residents if the city reaches that goal.

Worcester is far from alone. Transportation agencies across the country are increasingly experimenting with AI-powered cameras, sensors and predictive software to identify road damage before it worsens. Supporters say the technology can help agencies prioritize repairs, respond faster and potentially reduce long-term maintenance costs. But for many cities already struggling with limited budgets, the systems can also come with significant upfront costs.

Last week, Chicago announced a partnership with tech company Samsara to test artificial intelligence tools designed to improve road operations. The system will use sensors and video technology to detect and log potholes.

Similar technology is also being tested in more than a handful Massachusetts communities through a pilot program using pothole detection software.

In Hawaii, the state Department of Transportation has expanded its “Eyes on the Road” initiative, which relies on volunteer drivers equipped with free dash cameras to collect roadway footage statewide.

Last year, San Jose, California, released results from an AI-powered road safety pilot project that found the technology identified potholes with 97% accuracy and roadway debris with 88% accuracy. The pilot, launched in 2023, uses cameras mounted on city vehicles to detect potholes, illegal dumping and other infrastructure problems.

In recent years, some municipalities have upgraded their 311 systems with mobile apps, photo uploads and GPS-based reporting tools aimed at making them easier and faster to use.

But some researchers warn that complaint-based systems can leave behind communities that are less likely to engage with local government reporting tools. A 2024 study published in the Policy Studies Journal found that in Houston, lower-income neighborhoods and communities with larger Black and Hispanic populations submitted fewer 311 pothole complaints despite often having worse road conditions.

Rather than waiting for roads to deteriorate into major reconstruction projects, focusing on preventive measures such as crack sealing, resurfacing and rapid pothole patching could help more. Experts say addressing smaller problems early can extend the lifespan of roads, reduce long-term repair costs and help prevent more dangerous driving conditions.

“If we invest in maintaining what we have, that’s the most effective way to preclude the formation of potholes,” said George Conner, the deputy director for operations at the Alabama Department of Transportation. Conner also serves as the chair of the committee on maintenance with the American Association of State Highway and Transportation Officials.

“A prioritized overall preservation is probably the best starting point. But there is no single fix for potholes, especially if you want the repair to last,” Conner said.

Stateline reporter Amanda Watford can be reached at awatford@stateline.org.

I received an email from an industry colleague challenging me to tackle the topic of world-class safety. That seemed like a daunting task, but I am always up for a challenge.

Why are minimum standards the baseline for many school transportation operations? Why is it the minimum that we strive to meet as an industry? If someone came to me and said we meet the minimum safety standards, I wouldn’t be confident that my child was safe.

Let’s face it—The minimum means you cannot do any less. It is the bare minimum that is required. Almost every parent takes for granted that everything possible is being done to transport their children safely. They have no idea of the many factors that lead to the wide variation of safety practices and equipment that result in a wider variation of safety levels being delivered.

School transportation operations view whatever their states require as the level they need to meet, no more and no less. This is a generalization, as I know many school transportation operators go above and beyond with safety training and safety equipment investment. Still, many others do not.

States have their own requirements, and they are all over the map. California has the highest minimum standard for crossing elementary school students to and from bus stops, for example. Meanwhile, the Federal Motor Carrier Safety Administration Entry Level Driver Training requirement is an effort to raise the minimum standard in every state. Having said that, ELDT simply lists subjects that are to be taught. It does not detail how or to what extent the subjects are to be taught. You can still comply with ELDT but provide minimum training.

What does world-class safety look like? What industry standards are we trying to meet that go beyond the state requirements? We have the National Congress on School Transportation, which will be held every four years starting in 2029. But a lot can change in four years. Plus, it also outlines minimum standards, and most states don’t adopt it in its entirety.

As Senior Editor Taylor Ekbatani reports in this month’s issue, uniformity is key when addressing safety. She writes that laws on when oncoming vehicles stop for a school bus can differ based on divided and undivided roads.

When you compare your first day of the school year to today, is there an improvement in performance, optimization and a reduction in stress? Have any crashes or other safety incidents occurred? School buses have been rolling for many months. As we inch closer to summer, the topic of safety must remain top of mind.

At the end of March, a major crash in Tennessee that resulted in two student fatalities and a half-dozen injuries drew much attention to school bus safety. A lawsuit claims the driver didn’t receive the proper training and the school bus lacked safety technology like seatbelts. The state and federal investigation was ongoing at press time.

Statistically, the school bus is by far the safest way for students to travel to and from school. Still, over the past six school years, at least 62 students were killed in or around school buses or stops, according to STN research.

Six, including the recent Tennessee victims, were passengers in crashes. One choked to death in her wheelchair. Another fell off the wheelchair lift. The rest were hit by the bus in the danger zone, crossing the street as pedestrians, by a passing vehicle, or were shot or beaten to death.

There is no or limited accounting for injuries and other student pedestrians killed or injured around school buses. So, how do we improve safety on and around the school bus? I recommend starting with the parents as they have a vested interest in their child’s safety. The burden of school bus safety can’t fall solely on school transportation and the school bus driver.

Jeff Cassell of the School Bus Safety Company shared recommendations to help mitigate potential tragedy around the school bus. He suggested reducing student crossing as much as possible, teaching the students safe crossing procedures, informing parents of those procedures, ensuring school bus drivers enforce the correct crossing procedures, and installing extended stop arms to make sure passing vehicles stop.

“Safety means you continually do all you can to remove or reduce risk. The required behaviors that remove or reduce risk are a function on the location leadership,” he added. “World-class safety is where an organization follows the safest best practices in every area of their operations. They use the leading practices, processes and training systems to integrate these best practices into every facet of the organization, always, with a structured plan to do so.”

Striving for world-class safety should always be the goal. Keep reinforcing safe behaviors around the school bus with your school bus drivers, kids and parents. As an industry, being 100-percent safe all the time isn’t easy. But removing risk from operations that saves a child’s life is well worth the effort.

The post Meeting the Minimum Standards appeared first on School Transportation News.

intensive investments of its kind, according to the report, with new fueling operations capable of being set up in as little as a single day. This expansion is bolstered by a growing adoption of renewable propane, a true drop-in fuel that 32 percent of propane fleets now use to achieve up to an 80 percent reduction in lifecycle greenhouse gas emissions without investing in new infrastructure, modifying vehicles, or changing driver behavior.

As I continue examining pupil transportation systems around the world, one consistent theme is clear. Italy, like in many other countries we have looked at so far, has an approach vastly different from the American model centered around the iconic yellow school bus.

In the U.S., pupil transportation is highly standardized, centralized and built around dedicated fleets of school buses. In Italy, however, the system is far more decentralized and varied, relying on a mix of municipal services, public transportation, walking, family transport, and in some cases even taxis. It is not uncommon, particularly in certain regions or unique circumstances, for students to utilize taxi services as a means of getting to and from school. This diversity of options highlights a fundamentally different philosophy—one that emphasizes flexibility and integration rather than uniformity.

Italian pupil transportation is not governed by a single national model. Instead, it is managed at the municipal level, meaning each city or town determines whether transportation services are provided, who qualifies and how those services operate. This creates significant variation across the country. In some communities, particularly smaller or rural municipalities, there are dedicated school transport services known as scuolabus. These are typically smaller buses or vans that provide limited routes for students who live farther from school. While these services resemble the American model in function, they are far less standardized and operate on a much smaller scale.

In contrast, many students in urban areas rely heavily on public transportation systems. Buses, trams and regional trains are commonly used by students traveling to and from school. What stands out to me is the level of independence expected of students. It is not uncommon for younger students to navigate these systems on their own, something that would raise significant concern in many parts of the U.S.. In Italy, however, this independence is culturally accepted and supported by the structure of communities and public transit systems.

Walking is also a primary mode of transportation, particularly in densely populated towns and historic city centers where schools are located within close proximity to residential areas. Families may also transport students by car, scooter or bicycle, but the reliance on large-scale, dedicated school bus fleets is minimal compared to the U.S.

U.S., Italy Differ in More Ways

From a safety and security perspective, the differences are equally striking. The U.S. has developed a highly controlled environment around pupil transportation, with strict regulations, specialized vehicles and clearly defined safety procedures such as stop arms, compartmentalization and driver training standards. In Italy, safety is governed more broadly through general traffic laws and community norms rather than a dedicated, uniform system. While some scuolabus routes may include adult monitors for younger children, there is not the same level of standardized supervision or protection that we see in U.S. school transportation.

Cost is another distinguishing factor. In many parts of the U.S., pupil transportation is largely provided at no direct cost to families as part of public education. In Italy, transportation services are often partially subsidized, and families may be required to pay fees depending on the municipality and level of service. Discounts are sometimes available, but the system reflects a shared responsibility between local government and families.

As I reflect on these differences, it is clear that each system is built around its own cultural, geographic and operational realities. The U.S. prioritizes standardization, safety controls and centralized management, while Italy emphasizes flexibility, independence and integration with existing infrastructure. Neither system is inherently right or wrong—each simply reflects different priorities and risk tolerances.

However, from a professional safety and security standpoint, the comparison raises important considerations. The U.S. model provides a higher degree of controlled safety, particularly in managing risk during loading, unloading and transit. Italy’s model, while efficient and cost-effective, places greater responsibility on students and families and relies more heavily on environmental awareness and community structure.

Ultimately, studying systems like Italy’s reinforces the important principle that pupil transportation is not just about moving students from point A to point B. It reflects how a society balances safety, efficiency, costs, independence and responsibility.

As we continue to evaluate and improve our own systems, there is value in understanding how other countries approach the same challenge. Within those differences are insights that can inform better decision-making at home.

---

Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles and has trained audiences around the world. Bret also presents the online series, Third Thursday Training, to school districts across North America. He can be reached at BretBrooks@GrayRamTacticalTraining.com.

---

Related: Pupil Transportation Around the World: A Comparative Look at U.S., Brazil
Related: Pupil Transportation Around the World: A Comparative Look at U.S., Australia
Related: Pupil Transportation Around the World: A Comparative Look at U.S., Germany
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and Colombia
Related: Pupil Transportation Around the World: A Comparative Look at the U.S. and India
Related: What Differs Between Pupil Transportation in the U.S. and the U.K.?

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

Republicans running for Wisconsin's 7th Congressional District are criticizing fellow GOP candidate Michael Alfonso for his appearance in a reality series featuring his father-in-law, U.S. Transportation Secretary Sean Duffy.

The post 7th Congressional District hopeful Michael Alfonso appears in ‘reality series’ with father-in-law Sean Duffy appeared first on WPR.

WOODRIDGE, Ill. – Hendrickson, a global leader in reliable ride solutions for the commercial transportation industry, is introducing ELECTRAAX, powered by Driventic, a high‑efficiency, lightweight electric drive axle engineered for Class 6–7 school bus and medium-duty truck applications.

Integrated, modular design for Electric Vehicle (EV) efficiency
ELECTRAAX features a fully integrated ePowertrain that combines the axle, single-speed gearbox, motor, and inverter into one system to maximize efficiency. This design helps deliver up to 94% system‑level efficiency, which can extend vehicle range and reduce energy requirements based on internal testing.

The fabricated, modular architecture is designed for ultimate flexibility, with a wide range of track width, gear train, suspension, and brake options to align with diverse chassis platforms and vehicle specifications. This integrated system design combined with a lightweight fabricated axle housing helps address EV weight and efficiency targets by reducing system mass, helping extend range, enabling potential battery reduction, and supporting lower total cost of ownership.

Key design advantages include:

Full motor torque regenerative braking, helping maximize energy recovery
Single-speed gearbox design, reducing friction and weight compared to multi-speed gearboxes

Ride quality, applications, and a new electric milestone
A single-speed gearbox provides a smooth ride without shift‑quality concerns for pickup‑and‑delivery duty cycles, while reducing component count to support increased long‑term reliability. Driventic’s electric drive system adds an efficient motor with a power‑dense inverter to deliver extended peak torque for sustained, consistent power during acceleration, hill climbs, and heavy hauling.

ELECTRAAX is purpose-built for Class 6–7 medium-duty commercial vehicles, focusing on school buses and pickup-and-delivery trucks (including food, beverage, and last-mile). This focus helps OEMs and fleets meet stringent battery and weight requirements, balance route performance and payload, and support more cost‑effective EV adoption by reducing weight and improving efficiency simultaneously.

Co‑engineered with Driventic (formerly Voith), ELECTRAAX combines Hendrickson’s 110+ years of ride solution innovation with Driventic’s 155 years of electric‑drive system expertise. With centuries of combined global engineering leadership, the partnership is delivering cutting‑edge EV technology and accelerating the shift to electrified mobility. ELECTRAAX gives OEMs and customers tangible validation of next‑generation electric drive suspension capability and reinforces Hendrickson’s position as an innovation leader in commercial vehicle systems. ELECTRAAX represents two milestones, one breakthrough: Hendrickson’s first drive axle and first electric axle, marking a new era in Hendrickson innovation for electric commercial vehicle systems.

Built on Hendrickson’s proven suspension heritage and aligned with its Reliable by Design philosophy, ELECTRAAX, powered by Driventic, is built to move what’s next for medium‑duty electrification.

About Hendrickson
Hendrickson, a Boler company, is a leading global manufacturer and supplier of medium- and heavy‑duty mechanical, elastomeric, and air suspensions; integrated and non‑integrated axle and brake systems; tire pressure control systems; auxiliary lift axle systems; parabolic and multi‑leaf springs; stabilizers; bumpers; and other components for the global commercial transportation industry. Based in Woodridge, IL, USA, Hendrickson has served the transportation industry for more than 100 years. Visit www.hendrickson-intl.com.

About Driventic
Driventic is the specialist for efficient drive technologies in commercial vehicles. Whether for use in used in e-mobility or conventional drives, Driventic’s complete systems and digital services are drivers of the mobility transition – because they enable manufacturers and operators alike to sustainably operate their trucks, buses and off-highway vehicles. The company’s 1,400 employees at 26 locations in 18 countries are dedicated to one mission: to combine ecology with technological progress in the service of efficiency. This is what Driventic understands by ‘Mobility beyond today’.

The post Built to Move What’s Next: Hendrickson Introduces ELECTRAAX, Powered by Driventic appeared first on School Transportation News.

At this writing, the U.S. Environmental Protection Agency had yet to announce the final award round for the Clean School Bus Program. At the same time, could the school bus industry be bracing for the end of the Diesel Emissions Reduction Act?

Since 2008, DERA has been responsible for replacing over 8,500 older operating school buses with cleaner alternatives. The Trump administration last month released its fiscal year 2027 budget request and asked Congress to cut over 52 percent of EPA’s discretionary funding. Included is a call on Congress to cancel DERA, which for nearly two decades has funneled hundreds of millions of dollars to the school bus industry via national grants, rebates and Tribal government awards.

Any attempt to end DERA at least in the Oval Office is unlikely. Congress still must pass its own budget appropriations. And a bipartisan DERA reauthorization bill has been in the works for the past year, which would extend the program at $100 million a year through fiscal year 2029. But the attempt demonstrates ongoing scrutiny over fiscal spending and, more aptly, funding alternative energy.

The $5 billion Clean School Bus Program was going to sunset one way or another after this year. But placing DERA funding in the crosshairs is the last headwind the industry needs on school bus replacements, a consultant shared with me. Another consultant noted that about a decade ago at an industry conference he asked the audience how willing they would be to continue to buy electric school buses if DERA funding dried up. Not one hand raised.

The question remains a good one today, since the electric school bus cost discrepancy is still two or three times that of diesel school buses. It was never attractive to pay upwards of $475,000 for a large electric school bus, and that’s before factoring in the charging infrastructure. If the Clean School Bus Program and DERA both end, where is the incentive to go green outside of a handful of states?

The cost of everything has gone up. At STN EXPO East in North Carolina earlier this spring, an attendee told me new diesel school bus purchases were running over $150,000 each. That includes a surcharge of $12,000 to $20,000 to pay for the warranties on the 2027-compliant engines. (The EPA continues to re-evaluate and finalize a new proposed Phase 3 GHG rule, but OEMs have already completed all necessary R&D and manufacturing to comply with the low NOx emissions levels.)

The Iran war and blockage on the Strait of Hormuz have also created substantial uncertainty for district budgets. While locking in bulk diesel prices creates insulation from price volatility, a gallon was selling at 30-percent premium after the war began. Meanwhile, April’s national average at-the-pump price exceeded $5.40 per gallon. In California, it’s well over $7 a gallon.

We also learned at STN EXPO East that the price of propane also increased, but by about 20 cents per gallon, when the fuel was already a fraction of the cost of diesel. Despite that silver lining, the question remains, how many propane school buses can and will be made available to the market?

School districts and bus companies cannot take for granted federal funds to help them purchase new school buses. Instead, already-strapped local and state budgets will be relied upon. School transportation professionals and their leaders need to increasingly make the case with voters that new school buses are necessary to keep up with service levels.

At the same time, however, public school enrollments are falling. The Brookings Institute found that U.S. public schools lost 1.2 million students from 2019 to 2023, and they aren’t coming back. Parents are homeschooling their children. They are sending them to charter and private schools. And increasingly they as well as school districts are using non-school bus vehicles to do it.

How willing will voters be to approve millions of more dollars via bond measures and levies for school bus purchases? Student transportation leaders can make no assumptions.

Simply put, funding is not keeping pace with rising costs. In seeking to proactively understand and manage all these intersecting challenges, student transporters will need to lean heavily into optimizing and rethinking service models, routing and resource allocation to maintain service levels with fewer resources.

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

---

Related: EPA Commences Webinar Series as Clean School Bus Program Returns
Related: ‘Prepare and Pivot,’ Advises Texas Student Transportation Director
Related: EPA ‘Revamping’ Clean School Bus Program
Related: (STN Podcast E295) Something That’s Going to Work: Federal Updates + Future of School Bus Communications

The post A Purchasing Perfect Storm appeared first on School Transportation News.

Despite regional variability in climate, electricity sources, congestion, and the wide variation in individual driving patterns, electric vehicles generate less greenhouse gas emissions and do not cost more than comparable gas-powered vehicles for drivers and vehicle fleet owners in most parts of the United States, according to a new study by MIT researchers.

The team’s approach captures many key factors that contribute to regional and individual differences in the life-cycle emissions and ownership cost of electric vehicles, including meteorological data, the distance and duration of trips, and fuel prices.

To paint a fuller picture of emissions and costs than was previously available, the researchers sourced data from thousands of U.S. zip codes and drilled down to the level of individual drivers within those locations. Their study considers time-averaged fuel prices so as not to be overly influenced by fluctuations in prices at any one point in time. They finalized their analysis at the end of 2024 and early 2025.

Their results indicate that a person’s driving behaviors can matter as much as regional factors like the local electricity mix when it comes to the emissions savings of an electric vehicle, compared to a similar gas-powered vehicle. In most locations, a battery-electric vehicle reduces emissions between 40 and 60 percent, with larger impacts in urban areas. 

They also found that colder climates do not reduce overall emission benefits as much as some media reports assume.

The researchers utilized this detailed analysis to update a public tool they previously developed, carboncounter.com, which enables individuals to compare the life-cycle emissions and total ownership costs of nearly any car on the market. A new version of carboncounter.com is also being released today.

“There are a lot of statements being thrown around, like that electric vehicles don’t reduce emissions very much in cool climates, and we wanted to analyze these factors systematically and evaluate these statements against one another simultaneously. Rather than simply asking, ‘Are EVs better?’, this paper helps answer ‘better for whom, and under what conditions?’” says Marco Miotti PhD ’20, a senior researcher at ETH Zurich who completed this research while a graduate student in the Institute for Data, Systems, and Society (IDSS) at MIT. 

He is joined on the paper by senior author Jessika Trancik, a professor in IDSS. The research appears today in Environmental Research Letters.

A holistic approach

Many prior studies that compare emissions and costs of electric vehicles (EVs) to combustion-engine vehicles cover a few factors, like the amount of renewable energy in the grid and how gas prices impact affordability, Miotti says.

“To our knowledge, there have been few efforts so far that bring all these factors together. But if someone wants to buy a car and have a better understanding of the factors that affect emissions and costs, this holistic approach is important,” he adds.

The researchers focused on two types of EVs: battery-electric vehicles, which only operate on electricity, and plug-in hybrid electric vehicles, which also have a combustion engine that works in tandem with the battery to optimize fuel savings.

The team expanded and improved a set of previously developed vehicle cost and emissions models to incorporate a wider variety of factors and data types.

For instance, they refined an existing model that estimates energy use and gas mileage so it could capture more nuances of local climate variability. 

“But the real effort was not just in extending these different models, but in bringing together all these different data and making them work with the models in a consistent manner,” Miotti says.

The team sourced data on a wide variety of factors for each U.S. zip code, such as typical drive cycles, the amount of traffic, local gas and electricity prices, makeup of the regional electricity mix, meteorological profiles, and more. They used statistical approaches to amalgamate different types of data. 

For example, the team used a probabilistic matching technique to combine data on how often people drive, which was drawn from nationwide travel surveys, with more detailed GPS data that includes factors like drivers’ acceleration patterns and the distance they usually drive on each day of the week.

The researchers designed their analysis to focus on the spatial picture of emissions and costs, based on U.S. zip codes, while simultaneously considering the impact of the size and features of each specific vehicle model.

“At the end of the day, it’s the vehicle and fleet owners who make decisions about vehicle purchases. So, we wanted to make sure to consider their wide-ranging individual perspectives rather than simply performing a region-by-region comparison,” says Trancik.

Lower emissions, comparable costs

In the end, their modeling framework revealed that all factors they analyzed matter about equally in determining emissions-reduction potential of EVs compared to internal combustion vehicles. 

EVs reduce emissions the most in areas with a cleaner electricity mix, denser traffic, higher annual travel distances, and a mild climate, in decreasing order of importance. In each area, emission reductions increase for drivers who drive more often, drive larger vehicles, and are more frequently stuck in traffic. 

In a colder area like North Dakota, fuel economy of battery-electric vehicles might be reduced by as much as 50 percent on a particularly frigid night, but the effect on annual emission benefits is minimal. 

“We even did a sensitivity study to see if the range is reduced in very cold climates, and we found that, even in the most unfavorable conditions, EVs still reduce emissions by a substantial amount,” Miotti says.

On the cost side, the models show that, in most places across the U.S., EVs are competitive with comparable combustion-engine vehicles in terms of lifetime ownership cost, even without clean vehicle tax credits. And in areas where electricity is relatively affordable, battery-electric vehicles tend to cost less than their plug-in hybrid or combustion-engine counterparts.

In the future, the researchers want to expand this analysis to include a temporal dimension, so the framework also considers how changes in vehicle, fuel, and electricity prices affect emissions and costs over time. 

“While we found that the electricity mix is a big driver of the spatial variation in emissions savings of EVs, the electricity grid is decarbonizing everywhere. As that happens, emissions savings across space will become more homogenous for EVs, but the differences across one driver to another will remain,” Miotti says.

They could also use the framework to explore regions outside the United States or incorporate data on hybrid-electric vehicles that cannot be plugged in.

This work was funded, in part, by the MIT Martin Family Society of Fellows for Sustainability.

© Credit: iStock

A ship that’s been part of Superior’s history since 1896 is celebrating a birthday and welcoming everyone aboard — though it isn’t sailing anywhere.

The post Built to lie low in the water, Superior’s SS Meteor still stands out after 130 years appeared first on WPR.

The high price of fuel is worrying the leaders of some local governments across the state. 

The post High fuel prices impacting county, municipal governments across Wisconsin appeared first on WPR.