Disaster costs fell in the U.S. in 2025. Still, it was the fourth time in five years that extreme weather inflicted more than $100 billion in annual losses. Industry experts say the growing financial toll will make insurers wary of rushing to cut rates.
(Image credit: ALLISON JOYCE/AFP via Getty Images)
We unpack the National Action Plan for School Bus Safety, which sheds light on the non-fatal effects of illegal passing. Plus, transportation directors comment on green buses during a recent EPA Clean School Bus webinar.
Denise Donaldson, the editor and publisher of Safe Ride News Publications and a frequent trainer at STN EXPO and the TSD Conference, previews her STN EXPO East workshop on when to use child safety restraint systems (CSRS) in school buses or alternative vehicles.
Read more about safety.
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, Stitcher and YouTube.
The post (STN Podcast E297) Deep Dive into Safety: Illegal Passing & Child Restraints, Plus Green Bus Funding appeared first on School Transportation News.
The Iowa Department of Education launched its first Iowa School Bus Safety Week Poster Contest, inviting students across the state to showcase their artistic talents while promoting an important safety message.
According to a press release, the inaugural 2025–2026 post contest theme, “Safe Rides, Everyday Heroes,” recognizes the vital role school bus drivers and transportation staff play in safely transporting Iowa students each day.
The poster contest is open to students in four divisions: Kindergarten through second grade, third through fifth grade, sixth through eighth grade, and computer-aided drawing (CAD). All entries must be received by April 17 at 11:59 p.m. CST. Students may submit their posters either by mail or electronically through the official contest entry form.
To be eligible, each poster must display the theme exactly as written, including punctuation, and include at least part of a yellow school bus. Posters that fail to reflect the theme verbatim will be disqualified.
Entries must measure either 11 inches by 17 inches or 12 inches by 18 inches and may be oriented vertically or horizontally. While there is no limit on colors or artistic media, certain materials, including lamination, collage elements, glued-on pieces, stenciled or preprinted lettering, and copyrighted images such as logos, clip art, or stock graphics, are prohibited. All artwork must be original and promote positive school bus safety behaviors.
Mail-in submissions must be delivered flat to the Department of Education’s Bureau of School Business Operations in Des Moines and include a completed entry label securely fastened to the back of the poster with the required student and school information. Digital submissions must be provided as a PDF or high-resolution png or jpg file at a minimum of 300 dpi for proper printing.
Winning artists will receive recognition fn May, and printed copies of the top posters will be distributed statewide ahead of National School Bus Safety Week Oct. 19–23. First-place winners in each division will also advance to national competition. Posters will be judged by professionals in pupil transportation based on safety impact, originality, artistic quality, and overall visual impact.
Related: Is Safety Everyone’s Responsibility?
Related: Pennsylvania Announces Winners of State School Bus Safety Week Poster Contest
Related: (STN Podcast E296) Technology Has Blossomed: School Bus Mirrors & Student Safety
Related: Gallery: National School Bus Safety Week 2025
The post Iowa Launches Inaugural School Bus Safety Week Poster Contest appeared first on School Transportation News.
School bus safety takes many forms and starts many conversations. Take illegal passing. Or lap/shoulder seatbelts. Proper securement of preschoolers and kindergartners on school buses compared to other vehicles. The required training to do so. Driver vetting, coaching and retention.
From the brightest, visibility of school buses to ensuring no student is sleeping on board—and forgotten—at a route’s conclusion, student transportation professionals fill their days planning and conjuring training topics. Emergency response and collaboration with fire, police and EMS departments. Timely, thorough evacuations. The list is endless.
But one of the most important school bus safety and security topics is the national debate on how to cure rising chronic absenteeism in our schools. Everywhere I turn is another headline on the topic.
Research has shown that the school bus ride is one of the best options to ensure students as young as kindergarten age attend classes and ultimately graduate high school. We’ve reported on a study conducted by the University of California, Santa Barbara that found 50,000 fewer kindergartners would miss school if they had access to school bus rides. And that was back in 2017. In the age of universal kindergarten and transitional kindergarten, what could those numbers be now? Put that question into the perspective of decreasing overall student ridership figures nationwide.
Last summer, I reached out to UC-Santa Barbara study author Michael Gottfried—he’s now a professor at the University of Pennsylvania—and asked if there are any new studies he’s working on or aware of. And why is there not so much of a mention of transportation options as a solution when state superintendents call together a committee on chronic absenteeism? Tongue service from a spokesperson after the fact doesn’t cut it.
“You’re absolutely correct that no one is talking about school transportation,” Gottfried told me.
He pointed out a lack of data that connects school transportation to student outcomes. Gottfried asked me to stay in touch and said he will let me know if his research strays back into the area. Fortunately, those in the best position to take up such research or at least strongly advocate for it are reading this column right now. Time and again, the student transportation industry has proactively developed guidelines and best practices when few, if any others were willing, in the position of or knowing how to help.
Certainly, school buses aren’t the only vehicle in town to help with chronic absenteeism. “Alternative vehicles” are trending but school busing has long been supplemented by other options. Transit for the older kids, Mom and Dad or the carpool for the younger. Dare I mention taxis? Even the other national pastime of walking or biking when living within a couple blocks of school.
The school bus traditionalists will argue, “Every child on a school bus.” The safety record is unflappable. Yet putting all children on school buses has never been attainable and is even less realistic today.
But just because a school bus isn’t being or can’t be used doesn’t mean student transporters should wash their hands. I had a recent conversation with a spokeswoman for the National Safe Routes to School Partnership, who told me the organization would welcome collaboration with transportation departments. NASDPTS worked with Safe Routes years ago to push for federal funding of sidewalks, which safe bus stops need just as much as kids walking and biking to and from class.
The bottom line is, student transportation leaders need to advocate for safety in all forms of transportation, not simply that on and around school buses. And student transporters should involve themselves in public policy debates centering on student outcomes as getting them to and from school by whatever means can be one of the biggest drivers—literally.
School buses can and should be the model of consistency for students in accessing educational services. They are iconic. They are highly visible. They are reliable. But when they are unavailable, those who manage school transportation still play an active role in ensuring options, those that are the safest possible, readily exist.
Editor’s Note: As reprinted from the March 2026 issue of School Transportation News.
Related: (STN Podcast E296) Technology Has Blossomed: School Bus Mirrors & Student Safety
Related: Eagle Eye on Student Transportation Safety
Related: School Zone: Safety Risks Surge
Related: Is Safety Everyone’s Responsibility?
The post The Security of Consistency appeared first on School Transportation News.
A school bus driver is facing dozens of charges after authorities say she drove a bus carrying 54 elementary school children while heavily intoxicated.
An arrest warrant was issued for Kelly Weber, 46, of Boyertown. She is charged with driving under the influence, 54 counts of endangering the welfare of children, 54 counts of reckless endangerment and several summary offenses, according to the office of Kevin R. Steele and Robert B. Evans.
Police said the drunk driving incident with children on board occurred around 4 p.m. Feb. 6 in Douglass Township after authorities received reports of a school bus driving erratically, narrowly missing other vehicles and nearly striking a telephone pole.
An officer located the bus near Second Avenue and Gilbert Road, where it had come to rest in a snowbank.
Investigators said the bus belonged to Quigley Bus Service. Officers reported finding an open 750-milliliter bottle of Tito’s Handmade Vodka on the bus, along with two empty 50-milliliter bottles of the same brand. Police also recovered a receipt showing the alcohol had been purchased at a Fine Wine & Good Spirits earlier that morning.
Authorities said Weber consented to a blood test. Results from NMS Labs showed her blood alcohol concentration was 0.331. Testing also detected Delta-9 Carboxy THC at a level of 6.6.
Investigators determined that 54 children were on the bus during the route, including five under age 6. Authorities said several children contacted their parents during the ride, saying they were frightened by the driver’s behavior. One child got off the bus early and was picked up by parents.
“More than 50 young children were in a dangerous situation created by this defendant, who chose to consume a significant amount of alcohol and then get behind the wheel of a school bus and drive miles while intoxicated,” Steele said in a statement.
Officials said Weber checked herself into a rehabilitation facility shortly after the incident. Police said arrangements are being made for her to surrender to authorities, after which she will be arraigned on the drunk driving and endangerment charges, and bail will be set.
Related: Massachusetts School Bus Driver Charged with Drunk Driving
Related: South Carolina School Bus Driver Charged with DUI While Transporting Students
Related: West Virginia School Bus Driver Faces Sentence After DUI Crash
Related: West Virginia School Bus Driver Accused of DUI, Accepts Guilty Plea
The post Pennsylvania School Bus Driver Accused of Drunk Driving With Students On Board appeared first on School Transportation News.
An informative seminar at the STN EXPO East conference will combine classroom education with hands-on demonstrations to illustrate the importance of ensuring proper mirror placement on school buses and combatting distracted driving.
The “Focused Driver 111: Proper Mirror Adjustment and Distracted Driving” session is scheduled for March 28. Safe School Bus Consulting owner Dave McDonald will start with a classroom session on Federal Motor Vehicle Safety Standard (FMVSS) 111 guidance. This will include the history and subsequent evolution of the standard and then lead into school bus driver responsibilities regarding proper mirror adjustment to ensure that the driver has the required field of view around the bus.
Attendees will proceed to the parking lot and participate in a real-life demonstration of determining blind spots and making sure the mirrors are properly adjusted to cover them. McDonald will use traffic cones to mimic the cylinders called for by FMVSS 111 to conduct a grid exercise developed for testing the mirrors. The purposes is to confirm that the mirrors are mounted and adjustable to a position to see the parts of the grid needed. The placement of the cones will represent where young children could be approaching and walking near the school bus.
McDonald will also discuss distracted driving, including the many distractions that could pull away the attention of a school bus drivers. He will also discuss how to train drivers to take responsibility of reviewing their mirrors before even starting the vehicle. McDonald plans to review video cases of distracted driving, including a recent incident involving a girl in Brooklyn who was struck and killed by a school bus, and engage with attendees to identify what could have been done differently. He said he plans to outline not only distracted driving causes but deterrents, preventions and potential consequences for failing to follow guidelines.
Listen to School Transportation Nation Podcast Episode 296 with Dave McDonald.
McDonald worked for Rosco Vision Systems, the sponsor of the training session, for 26 years in product development of cross view mirror systems as well as in sales and engineering. McDonald said he hopes to empower and equip attendees with information that explains the common mistakes made by transportation departments.
The STN EXPO East conference will be held on March 26-31 at Embassy Suites by Hilton Charlotte Concord Golf Resort & Spa. Main conference registration gives access to five days of educational sessions, hands-on training, unique networking events, product demonstrations and updates on the latest industry happenings. Register at stnexpo.com/east.
Related: Importance of First Responder Coordination for School Bus Emergencies at STN EXPO East
Related: STN EXPO East Addresses Safety Concerns in School Bus Loading Zone
Related: STN EXPO East to Feature Illegal Passing Trends, Safety Recommendations
The post Focused Driver Training at STN EXPO East Features Hands-on Demonstration appeared first on School Transportation News.
Rivian is gearing up to launch the highly anticipated R2 on March 12, but it looks like they’re also planning to trim the R1 lineup. This is unfortunate, but the company sent out a rather ominous e-mail announcing the “Dual Standard is ending.”
The R1S Dual Standard starts at $76,990 and offers 270 miles (435 km) of range. The R1S Dual, on the other hand, begins at $83,990 and has a larger battery pack that enables owners to travel 329 miles (529 km) on a single charge.
More: For $50 A Month, Rivian Will Make You A Passenger In Your Own EV
The R1T Dual Standard also has 270 miles (435 km) of range, but it’s even cheaper as pricing starts at $72,990. Its death will force people to get the R1T Dual, which begins at $79,990.
The automaker isn’t saying much, but confirmed “we have changes coming to our vehicle lineup later this year.” They then suggested customers get an R1 Dual Standard “while you can.”
Rivian went on to promote leases starting at $749 per month for 36 months with a $3,000 incentive on R1T and R1S Dual Standard models ordered by March 19. While there’s enough fine print to call in a lawyer, the company suggested customers could get a new vehicle for only $5,644 due at signing – although that appears to exclude a $1,895 destination fee.
While Rivian didn’t say why they’re apparently discontinuing the R1 Dual Standard, it’s likely in response to the R2. The model is slated to begin around $45,000 and this will undoubtedly pull some customers away from the R1. Eliminating the entry-level R1 helps put some distance between the vehicles, while also simplifying production at the company’s plant in Normal, Illinois.
Mercedes-Benz has introduced the new 2028 VLE, which is being billed as a “grand limousine.” Marketing hyperbole aside, it’s essentially a luxurious electric minivan that should appeal to everyone from families to executives when it goes on sale in the United States in 2027.
Looking sleek and modern, the model has a bold grille with an available illuminated surround. It’s flanked by starry lighting units and a power dome hood with a tri-star ornament. Customers can also opt for an AMG package that adds a sportier bumper as well as a revised grille with a star emblem in the center.
More: Mercedes Confirms Plans For Ultra-Luxury VLS Van
Moving down the sides, we can see streamlined bodywork and flush-mounted door handles. They’re joined by power sliding doors with fully retractable windows.
Designers also gave the van an expansive greenhouse and wheels ranging in sizes from 19- to 22-inches. Other highlights include a low drag coefficient of 0.25 and an upright rear end with arc‑shaped taillights that are integrated into the van’s spoiler. The model also has an opening rear window and an odd charging port that opens downward.
It’s pretty big too. The minivan measures 209.0 inches (5,309 mm) long, 78.7 inches (1,999 mm) wide, and 76.5 inches (1,943 mm) tall. The wheelbase spans 131.6 inches (3,342 mm). A longer version arriving later will stretch to 215.9 inches (5,484 mm) overall and ride on a 138.5-inch (3,517 mm) wheelbase.
For some perspective, the standard Cadillac Escalade measures 211.9 inches (5,382 mm) long with a 120.9-inch (3,071 mm) wheelbase, while the Chrysler Pacifica minivan is 204.3 inches (5,189 mm) long and rides on a 121.6-inch (3,089 mm) wheelbase.
Fancy Seats And Screens Galore
The interior is luxurious and high-tech as it offers an optional MBUX Superscreen, which consists of a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display. Customers can also get a rear entertainment system that has a 31.3-inch panoramic screen that deploys from the headliner. It echoes the one found in the BMW 7-Series and features 8K resolution, split-screen functionality, and an eight-megapixel camera for use with teleconferencing software.
Other highlights include a 22-speaker Burmester 3D surround sound system and a Sky View panoramic fix glass roof with an ambient lighting surround. The van also has folding tables and an assortment of consoles that offer wireless smartphone chargers as well as heated/cooled compartments.
The VLE will be offered with six to eight seats as customers can get second- and third-row captain’s chairs, second-row captain’s chairs, and two rear benches. Mercedes is particularly proud about the seats and manually operated ones have four integrated wheels, which allow them to be moved effortlessly both inside and outside the vehicle.
Higher-end variants have power seats, which can be controlled by the infotainment system or a smartphone app. Mercedes said adjusting them is “almost like choreographing a ballet.”
Speaking of higher-end variants, the company offers Premium Comfort and Grand Comfort seats. The latter are worthy of a private jet as they have a foot rest, lumbar support, a massage function, a pillow, and a wireless phone charger.
Two Powertrains And 435 Miles Of Range
Mercedes only released a handful of powertrain details, but confirmed the first model out of the gate will be the VLE 300. It has a 115 kWh NMC battery pack and a front-mounted motor producing 272 hp (203 kW / 276 PS). This setup promises a class-leading WLTP range in excess of 435 miles (700 km).
A VLE 400 4MATIC will follow with a dual-motor all-wheel drive system producing a combined output of 409 hp (305 kW / 415 PS). This will enable the van to accelerate from 0-60 mph (0-96 km/h) in just 6.4 seconds.
When the battery is low, owners will be thankful for the model’s 800-volt technology and 300+ kW DC fast charging capability. It allows the van to get up to 221 miles (355 km) of range in as little as 15 minutes.
Rounding out the highlights are an AirMatic air suspension and a rear-axle steering system, which enables the wheels to turn up to 7 degrees. This enables the VLE to have a turning circle of 35.75 feet (10.9 meters), which is comparable to the CLA.
The van will also have 12 ultrasonic sensors, 10 cameras, and five radar sensors. They provide information to the available MB.Drive Assist Pro system, which allows for hands-free operation in cities as well as on highways.
Mercedes has not revealed pricing yet. Still, considering the technology on board, the lavish interior, and its self-described “grand limousine” positioning, it is unlikely to land anywhere near the affordable end of the spectrum. Expect more details to surface closer to launch next year.
The European market Ford Explorer EV hasn’t lived up to expectations, but it’s getting better with age as the company has announced an updated powertrain and a new special edition. The automaker has also updated the infotainment system and added several new driver assistance systems.
Starting with performance, the Explorer Standard Range adopts a new lithium iron phosphate battery and an “enhanced” electric motor that produces 188 hp (140 kW / 190 PS) and 258 lb-ft (350 Nm) of torque. Thanks to these changes, the model offers a WLTP range of up to 276 miles (444 km), which is an increase of more than 37 miles (60 km).
As for the motor, the output appears to climb by 20 hp (15 kW / 20 PS) and 30 lb-ft (40 Nm). This lowers the 0-62 mph (0-100 km/h) time from 8.7 to 8.0 seconds.
New Driver Assistance Technology
Besides powertrain updates, the Explorer gains an improved Intelligent Adaptive Cruise Control system with Traffic Light Recognition. It can automatically slow or stop the crossover if it detects a red or amber light ahead.
The model also receives Reversing Assist, which automatically records the vehicle’s last 164 feet (50 meters) of travel and can replicate the steering in reverse. The system is designed for backing out of tight quarters, such as alleys, and drivers need to operate the accelerator and brakes.
More: Ford Turns VW ID.4 Into Explorer EV For Europe
It’s accompanied by Trained Park Assist, which enables owners to program a parking maneuver that is up to 164 feet (50 meters) long. Once learned, the vehicle can automatically park itself while taking care of acceleration, braking, and steering.
The EV also has a new one-pedal driving mode as well as a driver monitoring system known as Driver State Assist. If the driver becomes unresponsive, the Explorer can turn on the hazard lights, come to a controlled stop, unlock the doors, and call emergency services.
Pro Power And Updated Infotainment
Speaking of technology, the 14.6-inch infotainment system is now based on Android for “smoother operation.” The system has also been given a fresh design theme that promises greater clarity and ease of use.
Furthermore, Pro Power Onboard turns the Explorer EV into a big battery pack. An outlet is located in the cargo area and it can be accompanied by an optional adapter that plugs into the vehicle’s charging port. These outlets enable owners to export 2.3 kW of power to other devices such as laptops, lights, or power tools.
Explorer Collection
Buyers looking for something more unique can opt for the Explorer Collection. The special edition features a unique Cactus Grey exterior with 20-inch wheels sporting a Satin Black finish. The model is also notable for having a black roof, black skid plates, and black graphics.
The Black Onyx interior has contrasting orange accents on the seats, seatbelts, and dashboard. Elsewhere, there is black and orange speckle effect trim as well as “2D knit” inserts on the seats. The latter is said to be inspired by the “texture and appearance of high-quality sport clothing.”
Honda’s all-electric Prologue has found itself under legal scrutiny following reports of some rather odd drivetrain noises. Not long after the company warned US dealers that certain 2024–2026 Prologue models might require repairs due to clicking or ratcheting-type sounds from the drive axles, a lawsuit followed. Owners say the noises can linger even after a trip, sometimes more than one, to the dealership.
A class action lawsuit filed in Pennsylvania names two Prologue owners who say their SUVs developed unusual noises from the front axle. One of them, Ashley Custer, leased a 2024 Prologue in May 2025 and soon began hearing the sounds, prompting a trip to the dealer with just 4,039 miles (6,500 km) on the odometer.
Read: She Expected 200K Miles From Her V6, Now She’s Suing Honda
After she reported a creaking noise when turning, the Honda dealer replaced the CV axles. That, however, didn’t solve the problem. Custer returned to the dealership in November, where she was told no repair was currently available. An associated repair order reportedly noted that she was “experiencing the suspension noise that we are familiar with and have seen on other Prologues,” adding that it is a “known issue that Honda is working on.”
She took her Prologue to a dealer last month, but was again told that no repairs were available. Similarly, the second plaintiff, Jorge Santiago, drives a 2024 Prologue and started noticing popping and clicking sounds shortly after taking delivery. Despite the car also being taken to a dealership, it hasn’t been fixed.
What’s The Fix?
In December, Honda issued a Tech Line to dealerships, asking them to verify the noise of faulty Prologue models, inspect for damage, and make any necessary repairs. However, the lawsuit claims that the fix is pointless as Honda is simply using the same defective front axles and components. As such, the noise continues, even after multiple dealership visits.
The lawsuit claims that Honda was aware of the “abnormal and anxiety-inducing noises” when it first started selling the all-electric Prologue.
While there will always be enthusiasts who scoff at Ferrari launching an EV, there’s an inevitability that even the most exotic of car manufacturers would need to venture into all-electric vehicles. Ferrari is doing exactly that with the Luce, and the company has now released a short clip offering a glimpse of its exterior. Well, sort of, because there is not much, if anything, to make out.
Just like the interior, the Luce’s exterior design has been penned by LoveFrom, the firm led by Jony Ive, the designer who helped shape products like the iPhone and iPad.
Read: Ferrari’s Luce EV Has A Glass Key And Buttons That Click Like A Rifle Bolt
In this video, we’re given a brief teaser of the electric car, filmed at night. Don’t expect to see much detail, though, as the car appears to be wearing the same white-and-black camouflage seen on recent prototypes.
What Will Power It?
What we can say with confidence is that the Luce will be a four- or five-seater, slightly smaller and sleeker than the Purosangue. Power will come from four electric motors, combining to produce more than 986 hp, enough to send the car to 62 mph (100 km/h) in 2.5 seconds and on to a top speed of 193 mph (310 km/h), an impressive figure for an EV.
Integrated into the Luce’s floorpan will be a large 122 kWh battery pack that supports charging speeds of up to 350 kW, giving the Luce a range exceeding 329 miles (530 km). To ensure the first electric Ferrari still delivers some sense of drama from behind the wheel, the company has developed a system that amplifies the powertrain’s mechanical vibrations, producing distinctive tones that vary with speed and torque delivery.
Ferrari has confirmed the Luce will be revealed in full in May, with the first customer deliveries expected to begin next year.
The second-generation iX3 is one of BMW’s most important new models in recent memory. It introduces an all-new design language and becomes the first EV to feature the brand’s sixth-generation batteries and electric motors. Still, like any new car, much of its success will ultimately depend on the price tag.
In the United States, we know it’ll start at around $60,000, but final details have yet to be announced. In Australia, however, pricing has now been locked in. The dual-motor iX3 50 xDrive will start at AU$109,900 ($77,600), which makes BMW’s latest EV look surprisingly competitive.
Read: BMW iX3 Has A 360 Camera, But You’ll Pay Monthly To Use It
It undercuts several key rivals, including the Polestar 3 (AU$116,700 / US$82,500), Audi Q6 e-tron quattro (AU$122,500 / US$86,600), Genesis Electrified GV70 (AU$132,800 / US$93,900), and Porsche Macan 4 (AU$134,400 / US$95,000). It is also just AU$5,000 ($3,500) more expensive than the previous-generation iX3 was in flagship form, back when it used a single electric motor.
The base price, however, is up AU$18,900 ($13,300) compared with the previous base iX3, which admittedly had a smaller battery pack, produced just 281 hp (210 kW) from its rear-mounted motor, and offered a quoted range of 286 miles (460 km).
By comparison, the new iX3 50 is available only with a pair of electric motors delivering 463 hp (345 kW) and 476 lb-ft (645 Nm) of torque. It also features a much larger 108 kWh battery pack that supports DC charging speeds of up to 400 kW and offers a range of up to 500 miles (805 km) on a single charge. The dash to 62 mph (100 km/h) also comes in just 4.9 seconds.
Options Can Quickly Add Up
While the new model’s starting price is very competitive compared to European rivals, it will rise significantly once shoppers start ticking off a few options. For example, any color other than the standard Alpine White paint is a AU$2,000 ($1,400) option, or AU$6,000 ($4,200) for the Frozen Space Silver.
Wheel upgrades add further to the tally. The 21-inch wheels cost AU$2,500 ($1,700), 22-inch aerodynamic wheels add AU$5,300 ($3,700), and 22-inch M light-alloy wheels come in at AU$7,700 ($5,400). Buyers can also add an AU$3,500 ($2,500) M Sport Package Pro, AU$4,000 ($2,800) Black Bicolor or Adelaide Grey Bicolor interior finishes, and even a white leather steering wheel priced at AU$300 ($212).
Alpine has hung its hat on electric power with cars like the A290, A390, and the upcoming A110, but the company isn’t completely closing the door on gasoline just yet. The brand has revealed secrets of its new Alpine Performance Platform that will underpin the next A110 and future models, and it’s reportedly designed to handle both EV and combustion power.
The new platform, which will underpin coupe and spider versions of the A110, as well as a 911-rivalling 2+2, sits at the center of Alpine’s role in Renault Group’s wider futuREady strategy. It’s a super-stiff, bonded, and riveted aluminum structure featuring all-aluminum suspension components to keep weight low, and two separate battery packs to ensure an optimal 40:60 front-rear weight distribution.
Related: Alpine Thinks Driving Got Too Serious, So It’s Building EV Convertibles
A dual-motor rear axle setup provides the power, together with a torque-vectoring function that can adjust power side-to-side every 10 milliseconds to sharpen handling. It should perform well at the charging station, too. The platform uses an 800-volt electrical architecture for fast charging capability. A new central computer, called the Alpine Dynamic Model ECU, will act as the brain of the system, coordinating the motors, battery management, steering, brakes, and even active aerodynamics.
CEO Philippe Krief says he’s confident the finished A110 EV will be “true to Alpine’s DNA and outperform the best of today’s combustion sports cars.”
Keep The Customer Satisfied
But he also knows the majority of Alpine buyers – and sports car fans in general – don’t want an electric A110. And it looks like he’s going to give them a lifeline. Although there’s no mention of a petrol-powered A110 in Alpine’s official strategy drop this morning, Autocar reports Krief confirming that the possibility is there.
“Before you ask, yes the platform is designed to accommodate an internal combustion engine,” the CEO told the British magazine.
Horse Power
No further details were given, but we previously reported how Alpine could use a hybrid powertrain developed by Renault-Geely collab Horse. It’s alleged to pump out 349 hp (354 PS) and 380 lb-ft (515 Nm), which would be plenty in a relatively lightweight car.
Sadly for US fans of the Alpine brand, neither the next ICE-powered A110, its electric sibling, nor any other Alpine model will be heading to North America. Expansion across the Atlantic had been under consideration for a while, but Alpine put those plans on hold last year due to the arrival of Trump’s tariffs and slowing growth in the US EV market.
The Renault Group futuREady plan announced this week also makes clear that Alpine will focus on existing markets for the time being rather than attempting to expand into new ones.
Dacia has revealed its future roadmap as part of Renault Group’s futuREady plan, outlining how the Romanian brand intends to expand its lineup and accelerate electrification. The automaker will launch four new EVs by 2030 while steadily increasing electrification across its entire range.
Furthermore, Dacia is also stepping up its presence in the compact segment. The new Striker crossover wagon will join the Bigster SUV, while the company continues work on the next generation of its best-selling Sandero.
New Urban Electric Model
Starting with the zero-emission plans, Dacia has confirmed that a new entry-level urban EV priced below €18,000 ($21k) will debut later this year. This model will coexist with the Chinese-built Dacia Spring despite their similar size and positioning.
The yet-unnamed model will ride on the RGEV architecture, which appears to be a new name for the AmpR Small platform used by the Renault Twingo E-Tech. The EV was developed in less than 16 months and is expected to be manufactured at Dacia’s Novo Mesto plant in Slovenia.
The company did not provide specifics about the other three EV debuts, but one is widely expected to be a fully electric version of the next-generation Sandero subcompact hatchback. Another possibility is a production version of the Hipster concept, which could target an even smaller segment.
Next Generation Sandero Plans
The Sandero was Europe’s best-selling passenger vehicle in both 2024 and 2025. It has also remained the “number one vehicle sold to private customers” since 2017. The current generation debuted in 2020 and received updates in 2022 and 2024, followed by a facelift for 2026. Even so, Dacia is already working on its successor.
More: Dacia’s Best Seller Could Be Headed For A Big Transformation
The next Sandero will feature a “multi-energy powertrain range,” aligning with Dacia’s broader electrification roadmap. This points to hybrid and fully electric variants alongside a combustion option compatible with gasoline and LPG. Regardless of the powertrain mix, Dacia says the new generation will remain the value-for-money benchmark in the subcompact segment. Current reports suggest a debut in 2028.
Electrified Sales Mix Target
Dacia has shown notable resilience over the past decades, evolving from a regional player into a major European brand. Last year, the Romanian automaker surpassed 10 million sales since its 2004 relaunch under Renault ownership.
More: Dacia Striker Brings The Budget Wagon Back For Under €25K
As electrification expands across the lineup, Dacia expects its sales mix to shift significantly. The company believes electrified vehicles will account for about 67% of new car sales in the future, up from roughly 25% today. Alongside hybrids and EVs, the brand continues to emphasize LPG-powered models as part of its cost-focused strategy.
As you might expect, Dacia places strong emphasis on cost efficiency. Its business model delivers a 15% cost advantage compared with the rest of the market. According to the company, that edge comes from local integration, high factory utilization rates, and a distribution model that operates at less than half the average cost of Western European competitors.
More: Only 500 Of These Rugged Dakar Dusters Exist And You Can’t Have One
Finally, Dacia highlights the loyalty of its customer base. In Europe, more than 70% of Dacia buyers remain with the brand for their next purchase, while another 10% move up to a Renault. At the same time, roughly 65% of first-time Dacia customers come from outside the Renault Group.
Renault has decided the best way to prepare for the future is to literally name its strategy after it. The company’s new futuREady plan promises dozens of new models, cheaper EVs, and dramatically faster development cycles as the French automaker tries to China-proof its business and become Europe’s “benchmark” carmaker.
The strategy builds on the Renaulution turnaround plan launched in 2021, which helped stabilize the company after several turbulent years. Now Renault wants to turn that recovery into long term growth with a roadmap that stretches through the end of the decade.
Related: Renault’s Making A Jimny, But Even The French Can’t Have It
The headline figure is simple enough. Renault Group plans to launch 36 new models in the next five years, including 22 in Europe and 14 for international markets. Electrification will be a lynchpin, with 16 of those European launches set to be fully electric.
Hybrids will still have a role, though. Renault says hybrid technology will remain in its European lineup beyond 2030 while continuing to expand globally where charging infrastructure isn’t yet ready for a full EV takeover.
Dacia Expansion
Each brand has its own role in the plan. Renault aims to strengthen its European position while expanding internationally, targeting more than 2 million annual sales by 2030 with half delivered outside Europe, including a production version of the chunky Bridger combustion SUV set to do battle with the Suzuki Jimny in India (see gallery below).
Dacia will stick with its familiar value formula but add more electrification. By the end of the decade, about two thirds of its sales are expected to be electrified and the brand will expand further into the larger C segment.
Alpine will carry the performance torch and a new generation of the A110, this time as an EV, is coming alongside newer models like the electric A290 and A390. And the brand’s boss Philippe Krief confirmed that the electric A110’s platform will also be able to handle combustion power. But if you were hoping to buy one in the United States, Renault’s latest strategy rules out a North American adventure for any of its brands.
Compact Upgrade
One of the most important pieces of the plan is Renault’s upcoming RGEV medium 2.0 electric platform destined for its next generation of compact, C-segment vehicles. This architecture brings 800 volt charging technology to the company for the first time and promises some impressive numbers, including a 40 percent reduction in build costs. Renault teased its possibilities, and also the look of the next Espace, with the the R-Space Lab, a slippery EV concept (shown below).
Renault says EVs built on the platform could deliver up to 466 miles (750 km) of range, while a range extender version could stretch that figure to around 879 miles (1400 km). Power won’t be lacking either. The next-generation electric motor is expected to deliver up to 271 hp (275 PS).
Keeping Up With China
Software is another big piece of the puzzle. Future Renault models will move toward software defined vehicle architecture that allows most functions to be updated over the air and eventually managed by artificial intelligence systems. The company also wants to speed things up dramatically. Renault aims to reduce development cycles for new vehicles to just two years, something that will be crucial to keeping pace with Chinese automakers.
| Platform Family | Platforms | Type | Segments / Purpose |
| Electric Passenger Car Platforms | RGEV Small | EV platform | A and B segment small EVs |
| RGEV Medium 1.0 | EV platform | First generation C segment EVs | |
| RGEV Medium 2.0 | EV platform | Next generation C and D segment EVs with 800V tech | |
| Electric Commercial Platforms | RGEV Medium Van | EV platform | C segment light commercial vans |
| Modular Multi Energy Platforms | RGMP Small | Modular platform | B and C segment vehicles with multiple powertrains |
| RGMP Medium | Modular platform | C and D segment vehicles | |
| RGMP Pick-Up | Modular platform | Pickup trucks | |
| Entry Level Multi Energy Platform | RGEP | Multi energy platform | Affordable entry level vehicles |
| Partner Based Platform | RGEA | Adapted Geely GEA platform | Shared platform for some international models |
| Performance Platform | APP | Alpine performance platform | Alpine sports cars |
The Trump administration wants to allow deep-sea mining for critical minerals near the American territories of Guam and the Northern Mariana Islands. Residents are worried about environmental impacts.
Heliox, A Siemens Business (Heliox), a leader in EV charging solutions, will showcase its latest fleet and commercial EV charging innovations at the EV Charging Summit & Expo, taking place March 17–19, 2026, in Las Vegas, Nevada, at Booth 641. The company will feature its versatile Heliox 60 kW DC chargers, including the new dual-port pedestal and single-port mobile units. It will also showcase its next-generation Heliox 44 kW V2G bidirectional DC charger and the powerful VersiCharge Blue 80A AC Series. Together, these solutions underscore Heliox’s commitment to reliable, future-ready infrastructure for fleets, depots, and commercial sites.
Heliox will spotlight its 60 kW chargers, delivering compact, adaptable DC fast charging for cars, buses, and trucks, making it ideal for depots, maintenance yards, and temporary or evolving sites. The lineup now includes the new Heliox 60 kW Dual, which offers two outlets for parallel charging and dynamic power sharing (1×60 kW or 2×30 kW) to optimize CAPEX utilization and serve more vehicles from a single unit. Available in both hardwired and portable configurations, in networked or standalone operation, and in single- and dual-connect variants, the system can be deployed as a single unit or in multiples and mounted on a wall, pedestal, or mobile cart to match each fleet’s power availability and long-term growth plans.
Heliox will showcase its 44 kW V2G DC charger, a next generation bidirectional solution that enables vehicles to both charge quickly and discharge energy back to the grid or facility, helping fleets turn parked EVs like school buses, into flexible energy assets. Designed and manufactured in the United States, the system supports grid services and new revenue opportunities while offering a compact design and intuitive operation to support long term reliability in demanding fleet environments.
Building on this DC fast charging and V2G foundation, Heliox will also feature the VersiCharge Blue 80A AC Series, a powerful Level 2 AC charger engineered for fleets, school buses, and commercial EV applications. Delivering up to 80A and 19.2 kW of power with flexible installation options and connected smart charging features, the VersiCharge Blue 80A AC Series helps operators manage energy use, control costs, and seamlessly integrate AC charging into modern depots, yards, and workplaces.
As part of the event program, Job van Campen will join other industry leaders on a panel session titled “V2G: Harnessing EVs as a Grid Resource for Reliability and Resiliency” on March 19, 2026, at 11:00 a.m. PT. During the session, he will explore how vehicle-to-grid technology can transform EV fleets into dynamic grid assets, enabling operators and utilities to enhance reliability, support the integration of renewable energy, and create new economic value from existing fleet investments. Attendees can visit Booth 641 to continue the conversation with Heliox experts and see how solutions like the Heliox 44 kW V2G can support real-world use cases, from demand response and peak shaving to backup power during outages.
Across its 44 kW V2G, 60 kW DC chargers, and VersiCharge Blue 80A AC Series platforms, Heliox, A Siemens Business, continues to deliver smart, efficient, and reliable charging solutions backed by global expertise and robust local support. With UL compliant, Build America, Buy America ready products, advanced connectivity, and comprehensive service offerings showcased at Booth 641, the company is positioned to help fleets, operators, and commercial customers scale electrification with confidence as infrastructure demands grow.
About Heliox, A Siemens Business:
Heliox, A Siemens Business, delivers world class EV charging equipment, services, and robust solutions for a broad range of EV fleets. Our portfolio encompasses all aspects of smart and efficient AC and DC charging infrastructure, including IoT-connected hardware, software, and a comprehensive service offering. Designed and manufactured in North America, Heliox builds UL and CSA compliant products that also meet Build America, Buy America Act (BABA) standards. Heliox’s high-quality, field-proven charging products are now backed by Siemens’ financial strength, global reach, and long-term stability—delivering the best of both worlds. For more information, visit www.heliox-energy.com.
The post Heliox, A Siemens Business, Showcases Advanced Fleet and Commercial EV Charging Solutions at EV Charging Summit & Expo 2026 appeared first on School Transportation News.
Donut Lab, a small Finnish startup claiming to have developed the first solid-state battery for electric vehicles, has released results from a new test aimed at addressing doubts about its technology. The company says the data shows its battery retains 97.7 percent of its charged capacity after sitting idle for 10 days. Even so, skeptics may still need convincing.
Read: Donut Lab Claims It Verified A 7-Minute Solid-State EV Battery Charge
This third test follows Donut Lab’s recent demonstration of how quickly its solid-state cells can charge. It is intended to counter reports suggesting the company has not built a true battery at all, but rather a supercapacitor. To address those claims, Donut Lab worked with the Finnish Technical Research Centre (VTT) to measure how slowly the cell loses charge while idle.
Measuring Idle Voltage Loss
For the self-discharge test, a cell was charged to approximately 50 percent and then left idle for 240 hours. During the test, temperatures ranged between 22-28°C, and the cell’s voltage was recorded every 10 seconds.
The results are interesting. During the first hour, the battery’s voltage dropped by 103 mV, though the company says this is largely due to voltage relaxation rather than true self-discharge. By the end of the 240-hour test, the voltage had fallen by an additional 12 mV, representing a total loss of 2.3 percent over the 10-day period.
While this is a solid result, it’s not incredible. Typical lithium-ion battery cells can lose around 5 percent of their charge within the first 24 hours, after which the self-discharge rate typically slows to between 1-2 percent per month. Donut Lab argues the results still demonstrate that the technology is not a supercapacitor, which would normally lose far more charge when idle.
“Since we unveiled the Donut Battery, there has been a lot of speculation and theories about whether it is a supercapacitor,” Donut Lab chief technology officer Ville Piippo said. “In all its simplicity, this test proves that it is a battery. Supercapacitors charge and discharge quickly, but they also lose their charge quickly when not in use. The Donut Battery behaves like a battery and can maintain a charge for significantly longer.”
Sometimes the most interesting vehicle in a lineup is not the flagship. Porsche understands this well, which explains the broad mix of trims across much of its range. Now the electric Cayenne gains another variant called simply the S.
Unveiled as the third member of the family, it sits between the base model and the Cayenne Turbo Electric. Even so, it still delivers the sort of power and pace normally associated with something far less practical.
More: Porsche Turns Cayenne EV Coupe Into A Hypercar Hunter
On paper, at least, the numbers are strong. The dual-motor all-wheel-drive setup produces 536 hp (400 kW) in normal operation and up to 657 hp (490 kW) when Launch Control is activated. That’s enough to send the large electric SUV from 0–60 mph (0-96 km/h) in just 3.6 seconds, with a top speed of 155 mph (250 km/h). That’s serious oomph for a large family hauler, and Porsche managed it by borrowing a bit from the top trim.
In comparison, the base Porsche Cayenne Electric produces 435 hp. Engage the overboost function and it will run from 0-60 mph in 4.5 seconds, cover the quarter mile in 13.2 seconds, and eventually top out at 143 mph (230 km/h).
Both electric motors are permanent-magnet synchronous units, and the rear one uses direct oil cooling to manage heat under heavy loads. Unlike most EV motor cooling systems, Porsche’s setup extracts heat directly from current-carrying components. That helps the car sustain performance through better efficiency. The rear inverter also uses silicon-carbide semiconductors that can handle a current of up to 620 amps.
Those looking to really make their new Cayenne S shine can add a few different packages, including Porsche Active Ride suspension, Porsche Torque Vectoring Plus, Porsche Ceramic Composite Brakes, and the Sport Chrono Package with push-to-pass. Notably, that last one boosts output by an additional 120 hp (90 kW) for up to ten seconds.
Charging And Design
The Cayenne S is not only quick off the line. It is also fast at the charger. It uses a 113 kWh battery pack that can charge from 10 to 80 percent in under 16 minutes when connected to a suitable high-speed charger, matching the base model.
The system supports charging speeds of up to 400 kW. The vehicle features a NACS-style connector on the driver’s side and a J1772 port on the passenger side, while a a CCS adapter is also provided with each vehicle. The automaker has yet to confirm the driving range.
Visually, the S gets model-specific touches such as Volcano Grey Metallic trim on the front and rear fascias and 20-inch Cayenne S Aero wheels. Buyers can choose from 13 exterior colors along with multiple interior customization options. One new personalization option is the “Interior Style Package,” a curated design from Porsche Exclusive Manufaktur that mixes black leather with green accents and matching stitching throughout the cabin.
How Much Does It Cost?
The new Cayenne S Electric is now available to order, priced from $126,300 before a $2,350 delivery fee, with U.S. deliveries expected to begin in late summer 2026. That’s $17,300 more than the base Cayenne Electric. Porsche has also confirmed the 1,139 hp Cayenne Electric Turbo, which is due to arrive later this summer at a price yet to be announced.
Scout’s relaunch is quickly turning into Schrödinger’s cat as it’s either on schedule or delayed. Now, the company is essentially claiming its both.
That’s absurd, but it follows a report last month that claimed the Traveler and Terra were being delayed by approximately one year due to “technical problems.” Scout lightly pushed back on this without confirming or denying anything, and their website continued to say initial production is targeted to begin in 2027.
More: Scout’s Launch Reportedly Pushed Back As Questions Grow
Fast forward to today and Scout CEO Scott Keogh has revealed customer deliveries likely won’t begin until 2028. The Drive reports the executive also decried the so-called “communication game of ‘What exact day and what hour are you launching the car?’”
That comes across as rather disingenuous as Scout is asking people to place deposits and wait years for the vehicles to be launched. A delay likely means a lot to customers, so dismissing the importance of when the models will arrive is a bad look for the automaker.
However, Keogh went on to suggest people wrongly assumed the vehicles would be launched in 2027. Instead, he said prototypes will roll off the line this year and continue into 2027.
Scout’s own website states initial production is targeted for 2027, but is “subject to change.” The company even throws in a sizable disclaimer saying “All forward‑looking timelines, including development milestones and future production plans, reflect current expectations and are subject to change. Actual production timing, vehicle availability, and final specifications may differ based on various factors.”
As for those rumored technical problems, Keogh said there are “hurdles every minute of every day.” However, he suggested this is business as usual.
Keogh went on to say “The most important thing to me is one, we’re on course, and we’re on plan. Number two, put a killer product in the hands of a customer, that’s an absolute home run, without a doubt.”
Of course, it’s hard to get excited about a product if you’re not sure when it will arrive and the company appears to be playing word games to give itself an escape hatch.
Login