Tony, Ryan and Taylor discuss the most-read School Transportation News magazine articles from 2025, which focused on student safety, operational efficiency and technological advancement. STN also recognized outstanding individuals and teams in the industry through programs like Innovator of the Year, Garage Stars, Rising Stars and Transportation Director of the Year.

Read all our digital editions.

This episode is brought to you by Transfinder.

 

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

The post (STN Podcast E287) 2025 in Review: Top STN Magazine Articles appeared first on School Transportation News.

STN EXPO East attendees are looking forward to an energizing new keynote speaker who will be featured during the conference coming up March in North Carolina.

Jim Knight is a best-selling author with a colorful background in “Rock ‘n Roll,” documenting his 21-year-long career as head of global training and development at Hard Rock International. Knight plans to use his business expertise to give STN EXPO East attendees strategies on revitalizing company and organization culture, developing leadership and maintaining excellent customer relations to achieve exceptional results.

On Saturday, March 28, Knight will act as a thought starter for the exclusive leadership sessions at the Transportation Director Summit held at Topgolf Charlotte Southwest. Drawing upon his career start in hospitality and extensive experience in organizational culture, he looks to inspire student transportation leaders with his “Leadership That Rocks” non-negotiable traits to develop a winning team. Regardless of an organization’s history or current culture status, Knight plans to provide concrete strategies for systemic changes.

On Monday, Knight will return to guide all conference attendees through his signature “Culture That Rocks: Set List on How to Amp Up the Company’s Culture (to Eleven) and Deliver Sustainable Results” keynote session.

Knight has been recognized by Training Magazine representing one of the top 125 training companies in the world. His work at Hard Rock International included facilitating corporate training, managing training materials (including creation of training videos), facilitating leadership transitions, and more. His best-seller “Culture That Rocks,” and unique presentation style have earned recognition in multiple national publications, including Forbes, Inc., Entrepreneur and Business News Daily.

In addition to Knight’s keynote session, attendees will have a wide variety of educational sessions, hands-on training and networking events over the course of the entire STN EXPO East conference to gain innovative solutions to transportation’s biggest challenges.

STN EXPO East will be held March 26- 31, 2026 at Embassy Suites by Hilton Charlotte Concord Golf Resort & Spa. Save $200 on main conference registration when registering by Dec. 19. at stnexpo.com/east.

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Related: STN EXPO East Opens Online Registration for March 2026
Related: STN Launches Peer-to-Peer Mentorship Program at 2026 Conferences
Related: WATCH: STN EXPO East 2025

The post STN EXPO East Keynote Speaker to Outline Strategies for Creating Impactful Culture appeared first on School Transportation News.

The BMW iX1 will turn four years old in May, but major changes are in store as a Neue Klasse version is in the works. It promises to be a radical departure that ushers in some new technology we’ve already seen on the iX3.

More: BMW’s 2027 X5 Finally Shows Its Lights And What’s Hiding Inside

Spied at a charging station, the crossover adopts an all-new front end with a slender twin kidney grille. It’s accompanied by lighting units that closely recall those found on the iX3.

Further below, we can see a wide central intake that eschews the vertical element found on its larger counterpart. The bumper also appears pretty curvaceous, which should help to improve the model’s aerodynamics.

Moving down the sides, there are pronounced wheel arches and streamlined bodywork. We can also see flush-mounted door handles and a familiar greenhouse.

The rear end is heavily disguised, but there’s a new liftgate with a license plate recess that has been moved closer to the bumper. The model also sports a flatter spoiler and a more rounded design.

The Neue Klasse design continues inside the cabin, which has been equipped with Panoramic iDrive. It features a pillar-to-pillar display at the base of the windscreen as well as a freestanding infotainment system, which presumably measures 17.9 inches.

Elsewhere, we can see a new center console with a shifter and controls that appear to be lifted directly from the iX3. Additional details are hard to make out, but the crossover has a camera-mounted on the rearview mirror.

While it was initially believed BMW was working on a Neue Klasse facelift for the X1 lineup, this appears to be a redesigned iX1. This suggests the ICE and EV variants will diverge in a similar fashion to the X3 and iX3.

As a result, the connections to the iX3 will be more than skin deep and the two models will likely share a lot in common. This should include an 800V architecture, cylindrical-cell battery packs, and efficient electric motors.

We’ll likely get a better idea of what to expect once BMW rolls out additional versions of the iX3. So far, we’ve only seen the 50 xDrive variant, which has a dual-motor all-wheel drive system producing a combined output of 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque. The model also sports a 108.7 kWh battery pack, which provides a WLTP range of up to 500 miles (805 km).

shproshots

Spy photographers just caught VW’s smallest electric SUV running around almost completely undisguised – it was even wearing a VW badge. And the only thing more obvious than the ID. Cross‘s shape is the fact that Wolfsburg really wants us to think it’s not electric at all.

Related: VW’s Entry EV Packs More Power And Space Than You’d Think

Gone is the heavy swirly wrap. In its place is VW’s favorite optical illusion job where silver and black tape is slapped across the grille, lights and bumpers to impersonate an older gas powered model. It doesn’t work. Under the tape we can clearly see the exact contours of the ID.Cross concept shown a few months ago at the Munich auto show.

C pillars still hiding

The production doors are now almost fully exposed without their earlier cladding, although VW has even tried to hide the black lower plastic trim by covering it with body color tape. The C pillar treatment is also disguised, though only enough to hide the fun ID. Buzz style inserts that we know sit underneath.

Shape-wise nothing has changed. The bluff little nose, the tight overhangs and the tucked tail all match the concept almost panel for panel. Even the light graphics are visible through the tape and they look identical to the Munich show car’s with VW’s latest family face emerging loud and clear.

Tablet touchscreen with AI

Though we can’t see inside on these latest images, we can be sure it will also closely echo what was on display at Munich. That means an 11-inch freestanding rectangular digital gauge cluster ahead of the steering wheel, and a much bigger, 13-inch tablet touchscreen mounted above the console and featuring ChatGPT-powered AI assistance.

Read: VW Has A Plan To Save EVs And It Involves Gas Engines

Under the skin the ID. Cross shares its MEB platform and hardware with the new ID. Polo. The Cross concept had a 208 hp (211 PS / 155 kW) front mounted motor, which is the punchiest of the three launch powertrains VW confirmed for the Polo EV this week.

ID.Cross GTI?

The other two Polo options make 114 hp (85 kW / 116 PS) and 133 hp (99 kW / 135 PS), and you can be sure that the second of those, if not both, will also make it to the ID. Cross.

How about an ID. Cross GTI? It’s theoretically possible, since VW plans to add a 223 hp (166 kW / 226 PS) motor to the Polo down the line to create its first electric hot hatch.

VW never confirmed battery dimensions for the concept, but did reveal a 261-mile (420 km) range. That ties in with the 280 miles (450 km) VW claims for the lighter, more slippery ID. Polo with a 52 kWh battery. Polos will also be available with a 37 kWh pack, though VW might not offer that on the SUV when it debuts in production form in 2026.

Photos Baldauf / Carscoops

Europe’s big plan to end internal combustion by 2035 always seemed a bit like an immovable deadline carved into regulation. Now, that’s over as the European Union is walking back that goal. The European Commission just unveiled a major revision to its automotive regulations, and it adds a lot more flexibility moving forward. 

Read: Looks Like Gas And Diesel Cars Won’t Be Banned In Europe After All

Instead of requiring a 100 percent reduction in tailpipe CO₂ emissions compared to 2021 levels, automakers will now need to achieve a 90 percent reduction from 2035 onward. That remaining 10 percent can be offset using a mix of biofuels, e-fuels, and credits tied to the use of low-carbon steel produced within the EU. 

The full automotive regulation package, formally announced on December 16, will be presented to the European Parliament and Council in 2026 for formal review and approval.

What Happens After 2035?

In practice, this opens the door for pure ICE cars, mild hybrids, plug-in hybrids, and range extenders to continue existing alongside EVs and hydrogen vehicles. Importantly, this revised proposal doesn’t include a new sunset date for combustion engines.

Once the 90 percent target is met, there is no hard legal endpoint for selling ICE-powered vehicles, provided manufacturers can balance their emissions through the approved compensation mechanisms.

Automakers will also benefit from softened 2030 requirements, as emissions targets will now be averaged over the 2030 to 2032 period, offering manufacturers additional flexibility similar to the approach taken with 2025 targets.

Also: Jim Farley Warns Europe It’s Selling Its Future To Chinese Carmakers

Again, all of this is coming in the wake of pressure from industry leaders like BMW, VW, Mercedes, Renault, and Stellantis. Even Ford’s CEO Jim Farley warned the EU that its previous targets were too stringent. It appears as if the corporate powers that be made their voices heard. 

Pressure From the Top

The move follows a year of high-level meetings between EU officials and the auto industry, part of a broader “strategic dialogue” aiming to rebuild trust after years of tension, much of it stemming from the fallout of the VW diesel-emissions scandal.

That said, the EU is not abandoning electrification. The Commission is doubling down on incentives for small, affordable electric cars built in Europe, granting them “super credits” that count more heavily toward manufacturers’ emissions compliance.

A new M1E vehicle category will also simplify regulations for EVs under 4.2 meters (13.7 ft) in length, making it easier for governments to support them with targeted incentives.

Lightening the Load

To give automakers more stability, the Commission is also proposing a 10-year freeze on new vehicle regulations. That pause could significantly reduce compliance complexity and offer clearer long-term planning for product cycles.

In short, the EU isn’t reversing course altogether, but it’s trading the rigidity it once held for a bit more realism. Combustion engines won’t die after 2035; they’ll just be managed more heavily than in the past. 

Alongside the policy update, the Commission is rolling out additional support for European battery production, investment in software-defined vehicles, and new local-content requirements for EVs. These steps are aimed at improving competitiveness, particularly in the face of mounting pressure from Chinese automakers.

While the headlines might suggest an EV apocalypse is underway, with manufacturers pulling back and investments drying up, the reality is a bit more complicated. Sure, some markets are cooling and certain automakers are reconsidering their timelines, but the global picture paints a different story.

At least for now. The coming months could easily tip the scale again, especially in regions where policy and consumer behavior tend to swing fast.

Read: More Buyers Are Ditching EVs And Choosing Gas Again

New data shows that worldwide sales of battery-electric and plug-in hybrid vehicles have actually grown this year, bolstered by steady demand in China and across Europe.

According to figures from Rho Motion, approximately 18.5 million EVs and PHEVs have been sold globally between January and November 2025, representing a 21 percent increase from last year.

Where the Growth Is

Unsurprisingly, China leads the way with reported sales of 11.6 million, a 19 percent rise from the same period in 2024. While Europe remains a far smaller market, with 3.8 million EVs and PHEVs finding new homes, it experienced a higher growth rate with sales jumping 33 percent.

A closer look at Europe reveals that 35 percent more BEVs have been sold this year, and 39 percent extra PHEVs have been delivered. Contributing to this growth was France, where for the first time this year, year-to-date sales rose in November, although only by 1 percent.

EV Sales Jan-Nov 2025

Rho Motion

Italy also experienced a strong November with EV and PHEV sales jump to 25,000 units after an incentive program was launched, encouraging locals to sell their old ICE models.

Still, the trajectory in Europe could change direction quickly. On Tuesday, the European Commission revealed plans to drop the proposed 2035 ban on new combustion-engine vehicle sales, a reversal largely driven by industry lobbying.

What About America?

Things couldn’t be anymore different in North America, in particular in the US. While EV sales increased in November compared to October, the first month without the federal EV tax credit, they are still far below what they were when the $7,500 credit was still available.

Data from Rho Motion notes that sales in North America have fallen 1 percent this year, meaning it’s quickly turned into a global laggard when it comes to global EV adoption.

Following President Trump’s decision to rollback CAFE fuel economy standards, sales of EVs and PHEVs are unlike to grow at a significant rate, and may ultimately decline.

In contrast, the rest of the world, grouped together in the dataset, logged 1.5 million EV and PHEV sales this year, up 48 percent compared to 2024. While the volumes are smaller, the growth suggests that in many regions, electrification is still gaining ground, just not always where the spotlight is aimed.

Given Australia’s long-running affection for off-roaders and the popularity of models like the Ford Ranger and Ranger Raptor, it’s somewhat surprising that the Ford Bronco has never officially made it over there. That may soon change.

But rather than bringing in one of the two American-market Broncos, Ford could instead be planning to import a new, unrelated version just launched in China.

Read: Ford’s Electric Bronco Costs The Same As Ours And Gives You Twice The Power

Known as the Ford Bronco Basecamp, or Bronco New Energy, this model is the result of Ford’s joint venture with Jiangling Motors Corporation (JMC). It’s styled like a mash-up of the full-size US Bronco and the more compact Bronco Sport, yet it’s larger than both.

Importantly, unlike the Bronco sold stateside, Ford will build the Bronco Basecamp in right-hand drive configuration. According to the team from Wheelsboy, it will be exported to markets like Australia, as well as throughout Southeast Asia, the Middle East, and South America.

A New Angle on the Bronco

Unlike the American Bronco, which sits on a ladder-frame chassis, the Chinese version uses a unibody construction. That suggests it won’t be quite as competent in hardcore off-road situations, though it could be more agreeable on sealed roads.

And it’s no small thing, literally, as it measures 5,025 mm in length, or just over 197 inches, which makes it 101 mm longer than the Ford Everest already sold in Australia.

This shift in construction doesn’t just affect handling. It also reflects a different sort of appeal, likely aimed at buyers who want rugged looks with more livable day-to-day driving dynamics. As such, it feels less like a direct rival to traditional 4x4s and more like a large SUV with outdoorsy credentials.

EV And Range-Extender Power

The powertrains are particularly interesting. All-electric versions of the Bronco Basecamp are equipped with a sizeable 105.4 kWh battery pack and two electric motors that combine to deliver 445 hp and 424 lb-ft (575 Nm) of torque. This gives it more horsepower than the ICE-powered Bronco Raptor, and almost as much torque.

In China, the Bronco Basecamp is also available as a range-extender, featuring a 1.5-liter turbocharged four-cylinder engine with two electric motors and a 43.7 kWh battery pack. It delivers a combined 416 hp and 442 lb-ft (600 Nm), all while being able to travel up to 220 km (137 miles) on a single charge.

It’s not yet clear if Ford could bring both of these powertrain options to Australia, or if it’ll limit the range to just one. While this won’t be the American Bronco that many locals have been clamoring for, it could be the next best thing.

This year's Arctic Report Card from the National Oceanic and Atmospheric Administration finds that the northernmost part of the Earth is warming faster than the global average, leading to melting glaciers, shifting fish populations, and rivers running orange.

(Image credit: Josh Koch)

Miriam Manary, the lead research engineer at the University of Michigan, provided Transporting Students with Disabilities and Special Needs (TSD) Conference attendees an overview of crash-testing standards for wheelchairs in motor vehicles.

The Nov. 8 session emphasized why proper securement, crashworthy equipment and correct belt usage use are essential for occupant safety. She explained that testing is based on WC19, voluntary industry standards that establish minimum design and performance requirements for wheelchairs used as passenger seats in moving vehicles. It requires the wheelchairs to withstand a 30-mph frontal impact (30 mph delta-V)—a severity greater than 96 percent of real-world crashes. She explained that frontal impacts are the priority because they account for nearly half of crash events. Although side-impact testing methods have been developed, they are not yet incorporated into the standards.

Manary explained that side-facing and rear-facing wheelchair transport consistently fails crash tests because wheelchairs lack structural strength in those directions. Early tests demonstrated catastrophic failures, including seatback collapse and occupant head strikes on the vehicle interior. Only forward-facing transport currently offers a predictable, test-validated protection environment.

Manary added that the vehicle mass matters. Larger vehicles, such as school buses, experience lower delta-V in similar crash scenarios, thus reducing injury risk for all occupants. Still, correct equipment use remains essential, she said.

WC19 wheelchairs provide crash-tested securement points, stronger frames and accessible hook paths designed to allow all four tie-downs to be attached in under 10 seconds. Yet, many school transportation issues arise from insufficient space within the vehicle.

She added that poor securement remains a major challenge. Common mistakes include attaching tie-downs to removable parts such as footrests, armrests and quick-release wheels, Manary said. A securement point must always be a strong, welded portion of the main frame. Plus, using fewer than four straps dramatically increases rotation and instability, she added, noting a significant portion of injuries stems not from wheelchair movement but from improper or absent occupant restraints.

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Related: Funding Among Potential Impacts of U.S. Education Department Dismantling on School Transportation
Related: BraunAbility Says New Wheelchair Lift Addresses Customer Needs
Related: Texas Team Takes Home Roadeo Award at TSD Conference
Related: School District Directors Share Strategies for Transporting Students with Disabilities

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Riders in wheelchairs must wear crash-tested seatbelts because they lack the protection of compartmentalized seating, Manary continued, adding that a good fit is essential.

Lap belts must rest low on the pelvis, “If it’s not on the thigh, it’s too high,” angled 30–70 degrees from vertical. Shoulder belts must cross mid-shoulder, avoiding the neck but staying far enough inboard to prevent sliding off, she said.

Additional hazards come from loose equipment such as ventilators, trays or oxygen tanks. In crash tests, even an 11-pound device can become a dangerous projectile at high speeds.

Emerging research focuses on future mobility, including universal docking systems that allow wheelchair users to independently secure their chairs in autonomous vehicles and, potentially, aircraft. Early prototypes show promise, offering independence while meeting crash performance comparable to four-point tie-downs, Manary said.

The post Breaking Down Wheelchair Crash Testing at TSD Conference appeared first on School Transportation News.

The landscape of student transportation is constantly evolving, but are your district’s strategies adapting with it? Get powerful takeaways to keep pace with the industry’s changes and stay resilient by attending this webinar.

Across four trends, you’ll learn:

• How to get a 360-degree view of operations by integrating on-bus technology.
• Tech-driven methods to overcome the driver shortage, empower your team and cut turnover.
• Budget-friendly strategies to navigate differing electric school bus priorities.
• Practical ways to implement AI for safer, more efficient student transportation.

Save your spot now. 

Brought to you by Geotab

REGISTER BELOW:

 

Presenters:

Alfred Karam
Former Director of Transportation (Retired)
Shenendehowa Central School District

Alfred is a Master Gunnery Sergeant of Marines (retired), an award-winning Director of Transportation and a published author. Following 25 years of service in the U.S. Marine Corps, he led transportation operations for two of New York’s largest school districts for 24 years. His leadership has been recognized with multiple top honors, including the School Bus Fleet Magazine Administrator of the Year (2013) and the National Association for Pupil Transportation Larson Quality Award (2017).

Keba Baldwin
Director of Transportation and Central Garage
Prince George’s County Public Schools

Keba Baldwin serves as the Director of Transportation & Central Garage for Prince George’s County Public Schools, one of the nation’s largest school districts. He leads operations for more than 1,200 school buses and 700 fleet vehicles, ensuring safe and reliable service for over 85,000 students each day.

Mr. Baldwin brings a unique perspective that bridges the classroom and operations. His scientific background has shaped his analytical approach, while his educator’s mindset informs his commitment to equity, safety and service. He has led initiatives in routing optimization, safety training for transporting students with disabilities and the adoption of clean-energy fleets.

Craig Berndt
Business Segment Manager, People Transportation
Geotab

With 15 years in telematics, Craig brings to the table extensive experience in passenger transportation, public works and vehicle sharing. In his current role at Geotab as the Business Segment Manager for People Transportation, Craig is responsible for leading a cross-functional team to ensure success in this rapidly growing area of the business. He earned an MBA in 2020 and his community engagement includes volunteering with Scouting America (formerly BSA) and his non-profit animal rescue.

The post (Free Webinar) Building Resiliency: Hot Trends in Student Transportation For 2026 appeared first on School Transportation News.

WASHINGTON, D.C. — BusPatrol, the leading school bus safety technology company in North America, last week convened the first-ever National School Bus Safety Summit, bringing together more than 400 national leaders in government, public safety, technology, law enforcement, education, and child advocacy for a landmark discussion on the escalating dangers children face around school buses. The Summit, supported by the Governor’s Highway Safety Association (GHSA) and Safe Kids Worldwide, marked the first coordinated national effort to accelerate solutions that address the millions of illegal school bus stop-arm violations occurring each year.

In the months ahead, GHSA, in collaboration with BusPatrol, will develop a comprehensive national blueprint for action—a strategic framework for policymakers, law enforcement, educators, and transportation leaders to strengthen school bus safety nationwide and build on the momentum generated at the Summit.

Photos from the event can be found here.

Throughout the day, attendees heard from leading experts across a series of panel discussions that explored the multifaceted challenges confronting student transportation safety. Panel topics included Aboard the Bus: The Landscape of School Bus Safety; Enforcement Changing Behavior: The Role of Law Enforcement & Courts; Communities Working Together: On/Off the Bus; Public/Private Partnerships: Fueling a Mission, Changing Culture; and Advocacy in Action: Policies That Save Lives.

In addition, two keynote addresses were delivered by Justin Meyers, President and Chief Innovation Officer at BusPatrol, and Karoon Monfared, CEO of BusPatrol, who shared his own emotional story of witnessing a childhood friend struck by a vehicle while disembarking from a school bus—an experience that has shaped his lifelong commitment to student safety.

Featured speakers also included:

Jonathan Adkins, CEO of the Governors Highway Safety Association

Torine Creppy, President, SafeKids Worldwide

Frederick S. Humphries, Jr., Corporate Vice President, U.S. Government Affairs, Microsoft

Michael Hanson, Director, MN Office of Traffic Safety/Chair, GHSA

Kristin Poland, Ph.D., Acting Director, Office of Highway Safety, NTSB

Molly McGee Hewitt, Ph.D., CEO & Executive Director, National Association for Pupil Transportation

Russ Rador, Chief Communications Officer, Insurance Institute for Highway Safety

Sharon Bryson, Director, Delaware Highway Safety Office

Emily Davidson, Director, Ohio Traffic Safety Office

Cathy Chase, President of Advocates for Highway and Auto Safety

Kelly Browning,Ph.D. Executive Director, Impact Teen Drivers

Anthony Baldoni, VP of Strategic Initiatives, Axon

The Honorable Kate Huffman, National Judicial Fellow, ABA

Adam Youssi, Supervisor of Automated Enforcement Howard County (MD) Police Department

Marisa Jones, Managing Director, Safe Routes to School Partnership

Erin Inman, Director, National Traffic Law Center, NDAA

Leah Walton, Transportation Safety Specialist, National Transportation Safety Board

Prisha Shah, National President, Students Against Destructive Decisions (SADD)

Sutton Sherrard, FCCLA National Student VP of Programs

Steve Randazzo, Chief Growth Officer, BusPatrol

Ryan Monell, Executive Vice President, Government Operations, BusPatrol

Rick Birt, Vice President of Government Operations and Safety, BusPatrol

Every day across the United States, thousands of drivers illegally pass stopped school buses—even when red lights are flashing and stop-arms are deployed. With almost 500,000 school buses operating daily, this results in millions of violations each year, placing children in immediate danger. A recent survey by the National Association of State Directors of Pupil Transportation Services found that in a single day, school bus drivers reported over 67,000 illegal passes. When projected over an academic year, that equates to more than 39 million unsafe encounters.

To confront this issue, officials emphasized the importance of implementing the safety roadmap outlined by the National Transportation Safety Board following the 2018 fatal crash in Rochester, Indiana. Those recommendations call for a three-pronged strategy combining education, traditional law enforcement, and automated enforcement technology. Since the release of that report, at least 30 states have passed laws enabling the deployment of camera-based stop-arm enforcement tools, paving the way for companies like BusPatrol and others to assist communities nationwide.

The summit also highlighted how school districts across the country are increasingly adopting AI-powered enforcement tools to monitor and document dangerous driver behavior. BusPatrol, which launched in 2017, has become the largest school bus safety technology provider in North America, with high-definition cameras and AI models installed on more than 40,000 buses across nearly two dozen states. This technology has supplied districts and law enforcement agencies with unprecedented visibility into the magnitude of the danger children face on their way to and from school.

“When a child loses their life, it’s more than any community can bear, it’s more than any of us can bear. And so what do we do when an unspeakable tragedy occurs? We respond and we take action,” said Justin Meyers, President and Chief Innovation Officer at BusPatrol. “Today cannot be the end of the conversation but must be the beginning of a coordinated, relentless push to accelerate school bus safety in every state, every district, and every community. Our commitment to you at BusPatrol is that however you want to show up for this fight we will be there with you — we will team up, we will share data, we will push policy, and we will build partnerships to protect our children and make our communities safer.”

“The data show that even around our most vulnerable population, young kids, people are driving in risky and unsafe ways,” said Jonathan Adkins, CEO of the Governors Highway Safety Association. “We look forward to supporting the State Highway Safety Offices as they implement recommendations that emerge from this important safety conversation.”

“The safety of children as they make their way to and from school should be one of our nation’s top priorities,” said Torine Creppy, President of Safe Kids Worldwide. “No matter how kids travel—riding on buses, in cars, on bikes or walking — we must keep them safe from preventable injuries. We look forward to working with our partners to identify innovative and effective ways to keep kids safe at home, at school, at play, and on the way.”

“School Bus Safety is a crisis on our roadway,” said Jessica Hugdahl, Acting Chief Executive Officer of SADD. “The National School Bus Safety Summit elevated the youth voice in this issue, as millions of students board the bus every day. We thank BusPatrol for their leadership in this space, as SADD is proud to work with this coalition of partners to make our roadways safer for us.”

“The inaugural National Bus Safety Summit created a vital platform for meaningful dialogue and partnership,” said Dr. Kelly Browning, Executive Director, Impact Teen Drivers. “I appreciate BusPatrol’s leadership in bringing national stakeholders together, and I look forward to continuing our work to strengthen school bus safety.”

“Children are our most precious passengers and families rely on school buses to safely transport them to and from school,” said Cathy Chase, President of Advocates for Highway Safety. “To address critical safety vulnerabilities, we support actions aimed at implementing safety recommendations from the National Transportation Safety Board (NTSB) like ensuring each seat has a three-point safety belt and that buses are equipped with technologies like automatic emergency braking. We must do all we can to protect the future of these young people, and we look forward to working with our safety partners to do so.”

About BUSPATROL:
BusPatrol is the most deployed school bus stop-arm safety technology solution in the nation, protecting nearly two million students across 40,000 buses. Using advanced AI, machine learning, and telematics, BusPatrol helps communities reduce illegal passings and make roads safer for every child.

The post BusPatrol, GHSA, and Safe Kids Worldwide Host Inaugural National School Bus Safety Summit, Bringing Together Nation’s Top Safety Leaders to Confront Growing Crisis on America’s Roads appeared first on School Transportation News.

These days there are a lot of questions and institutions, state regulations, and in federal funding. The constructive focus will always be on the “half-full” glass because that is what we can control. However, in my opinion, too much airtime is spent focusing on the “what we don’t have” and “what we don’t know.” This seems to be a preoccupation that serves no purpose and has me continually asking “to what end?”

As leaders within our organizations, we are tasked with vision casting, strategic planning and daily implementation, irrespective of the questions and the challenges that (we know) will arise. People look to us for support and reassurance that corrective measures are available and will be deployed when necessary. Therefore, it is our responsibility to acknowledge and promote the success stories within our organizations or external examples that can help our journey.

Record Setting Examples
Within the last six years, I have helped two different school districts go from breaking ground to charging electric school buses in less than a year. Prior to these projects, electric charging infrastructure was thought to be at least a two- to three-year process because of COVID-19 shutdowns, supply chain issues, the procurement process, the complexity of utility coordination, and normal construction schedules.

Both districts are in California’s Central Valley. The first was Stockton Unified School District, and the most recent was Modesto City Schools. I realize that everyone is busy and rarely do we have time to add one more project, especially something as complex as EV charging. But I can tell you firsthand that every district that helps to reduce harmful emissions makes their city better for their students, their staff and everyone in their community.

Every successful accomplishment is a building block that generates momentum, creates more opportunities and inspires others. It is important for district leadership to attend workshops and conferences like STN’s to hear positive lessons from other districts. Collaboration with our peers is always valuable. Finding examples with similar fleet size, terrain, weather conditions and funding strategies are most useful.

Transportation Leading the Way
Transportation can (and should) be the leader for innovative efforts at your school district. We get up earlier than most and many times a bus driver is the first district staff that students see and interact with. In January 2022, the board of trustees for Modesto City Schools voted to convert half of its school bus fleet to battery electric with the purchase of 30 Blue Bird buses. The success of our electric school bus conversion was the fulcrum that allowed us to develop and expand sustainability initiatives.

Since then, Modesto City Schools has:

• Started a new Sustainability & Adaptation Department (2022).
• Created sustainability webpages.
• Contracted $61 million in solar carports and sustainability initiatives.
• Secured almost $24 million in state and federal grant funding.
• Received $5.3 million in elective pay for 2024 Investment Tax Credit.
• Paid stipend to teachers for environmental club support at all 34 schools.
• Installed Purple Air Monitors at every school site.
• Contracted with Climate Action Pathways for Schools (CAPS) for paid student internships promoting Green Career Path education.
• Achieved the Green Ribbon Schools District Award in 2024, Gold Level, from the California Department of Education.

Everyone’s path is unique but learning how successful districts chose their team and decreasing timelines helps. Understanding the strengths and roles of specific project partners can save you time (and a lot of headaches).

Strategies that Make a Difference
Zig Ziglar said that “success occurs when opportunity meets preparation.” In my last six years, my greatest results have come from innovative “out-of-the-box ideas.” I think we must dream big and strive for the ideas that make the most impact.

We should trust our project partners and be willing to try good ideas regardless of where they come from. Many people say, “We are doing projects for the kids,” but the end goal should be doing sustainability projects with our students.

An example would be having student reporters attending press events, interviewing administrators, and working alongside the local news stations. (That happened at Modesto.)

I would encourage you to include student voices in transportation messaging, professional development videos and instructional notifications. As a sustainability director, I would love nothing more than to break my job into eight semester modules and create a sustainability certificate program for students. Visit the Modesto City Transportation page at stnonline.com/go/nw.

Focusing Forward
I was an interim transportation director at Stockton Unified for two months in 2021. That means that I have a special appreciation for all that you do for students and the districts you serve. The complexity of this responsibility requires the ability to spin 13 plates at once, be able to put out any situational fires, and make sure all students get to (and from) school safely (and on time!!) All of you are talented, seasoned professionals. You are good at what you do (that’s why you are in charge).

It doesn’t matter what tomorrow brings, we will always show up and we will always do our best. In this month of November, I am thankful that transportation continues to lead the way and I wish you all the best.

Editor’s Note: As reprinted from the November 2025 issue of School Transportation News.

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Gilbert Blue Feather Rosas is the director II of sustainability and adaptation at Modesto City Schools in California. He is a 2022 STN Rising SuperStar and serves
on several boards such as the World Resource Institute, Generation180 (Solar), School Energy Coalition and the California Environmental Literacy Initiative (CAELI). Gilbert can be reached at gr122mmlt@gmail.com.

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Related: Education Leader Challenges Transportation Professionals to Reimagine Compliance and Student Access
Related: (STN Podcast E277) Make the System Better: Safety Leadership Training & D.C. Insider on Disability Supports
Related: Giving Birth to Proper Leadership
Related: School Bus Safety Company Unveils New Leadership Training Course to Elevate Safety Leadership

The post Transportation (Success) Leads the Way to Sustainability appeared first on School Transportation News.

On Dec. 10, I attended a unique event held in Washington, D.C., hosted by school bus stop-arm camera and automated enforcement supplier Bus Patrol. The one-day National School Bus Safety Summit assimilated a wide range of child and school transportation safety stakeholders. The event received support from the Governors Highway Safety Association (GHSA) and Safe Kids Worldwide.

Those of us in the school bus business were by no means a large percentage of attendees. Far different from “our” conferences, where attendees share a common “yellow bus” point of view, this summit included non-profit safety advocate organizations and sectors of government not usually associated with school transportation. In fact, more than one speaker noted that they had never been to a school transportation event.

Attendees included representatives of governors highway safety offices, safe kids and Safe Routes to Schools organizations, law enforcement, Students Against Destructive Decisions (SADD), researchers and more. They even included a few dozen students local to the D.C. area. NASDPTS Executive Director Ronna Weber and NAPT Executive Director and CEO Molly McGee Hewitt (a panelist) were also a part of the school bus audience, along with a handful of school transportation directors and NTSB staff that are well acquainted with school transportation safety issues. (I was disappointed NHTSA was not on the program or in attendance.)

The event format featured information shared by panels of experts followed by interactive tabletop discussions designed to capture takeaways from participants.

I already mentioned that the event was unique and, as such, I’m not sure anyone knew what to expect. I am conditioned to think that events sponsored by vendors and suppliers may be focused on product education or sales. It was a pleasant surprise to see that the 2025 School Bus Safety Summit indeed lived up to its name. With a possible exception of pre-summit activities I was not able to attend, there were no software demos or marketing materials, and my interactions with the Bus Patrol team had nothing to do with sales. It was all about how to improve safety and how best to deal with infractions of highway safety laws.

Kudos to Bus Patrol for delivering on the focus of school bus safety. They made a good effort at getting attendees out of their silos by spreading people out with assigned seating, designed to mix up the crowd.

In his opening remarks, Justin Meyers, Bus Patrol president and chief innovation officer, stated, “We called this summit as a cry for help.” Suggesting the need for a nationwide response, he cited the NASDPTS annual survey as evidence of a large illegal passing problem and implored attendees to brainstorm solutions around the table during the day.

While it’s not realistic to expect a solution to evolve from a one-day discussion, this could be a great first step if the conversation is able to continue.

I’ve been to the annual Lifesavers Conference on Road Safety, where the state highway safety office folks hang out, along with other safety advocates, researchers and law enforcement. School transportation is typically not a part of the focus. A review of a recent conference program confirms that, showing emphasis on occupant protection, distracted driving, law enforcement, pedestrian safety, vehicle technology, driver training and more.

But wait! Aren’t those topics relevant to school transportation, too? Absolutely!

I’m not suggesting that school bus safety should be a core topic of discussions at Lifesavers. (Or am I?) What I am suggesting is that there is a lot to be learned from the knowledge and energy of safety professionals working in similar safety areas. It seems that’s why they were brought together to discuss school bus safety.

The experiences and lessons are not that different. Here are a couple of points made from the podium that resonated with me.

Judge Kate Huffman of the Ohio 2nd District Court of Appeals noted that research indicates fines do not change behavior, and that judges want to change behavior. She noted there are resources for judges in dealing with drunk driving offenders such as curriculum aimed at changing behavior. But there is nothing out there for illegal passing.

“School bus safety is pedestrian safety.” That point was made by Marisa Jones, managing director of the Safe Routes to School Partnership. This is a core concept in NHTSA’s Planning Safer Stops and Routes Toolkit, which notes that every student is a pedestrian before they board the bus or after the disembark, and they need to learn to be safe pedestrians.

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Related: WATCH: West Virginia Releases Illegal Passing Awareness Video
Related: Parents Speak Out After Motorists Target Son with Disabilities at School Bus Stop
Related: Combatting Illegal Passing with Awareness, Technology

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An unexpected piece of advice was shared by Anthony Baldoni of AXON, a public safety technology company. “Don’t lead with the tech. Lead with the objective.” This advice really resonated with me, having spent a lot of time with technology through the years. Whether the topic is using cameras to prosecute stop arm violators or GPS to let parents know where their child’s bus is, gaining support for an initiative comes first by getting support for the objective and then applying the technology.

These are just a few of the points made through the course of the six-plus hour summit. But the points were made by speakers and audience members that don’t typically operate in the school transportation space. (NTSB, NAPT and, of course, Bus Patrol are the exceptions to that statement.) Bus Patrol and GHSA brought this group together to have important conversations and my hope is that this can serve as a model for other collaborations at the national, state or local level to bring school bus safety to the table when other highway safety issues are being discussed, or at least foster relationships that allow for collaboration aimed at improving safety for students as they travel to and from school.

Closing the summit and implying that it would be an annual event, Justin Meyers, said that GHSA will be “memorializing” the events of the day, preparing a national blueprint, moving the attendees from awareness to action. GHSA CEO Jonathan Adkins noted a historical emphasis on “drunk, drugged and distracted driving” but stated that there is now support to add school bus safety to the list, and GHSA will make it a priority going forward.

I’m looking forward to seeing the blueprint derived from the collective thoughts of the attendees that we can use to improve school transportation safety.

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Derek Graham is the retired state director of student transportation for the North Carolina Department of Public Instruction and is currently an industry consultant. He will present on the topic illegal school bus passing at STN EXPO East in Concord, North Carolina, on March 27.

The post A Unique Gathering and a Cry for Help appeared first on School Transportation News.

Ford’s bad bet on electric vehicles continues to have brutal repercussions, so they announced plans to rationalize their “U.S. EV-related assets and product roadmap.” This will come with a steep price tag as the automaker announced plans to record about $19.5 billion in special items on their financial results.

Aside from wasting a ton of money, Ford revealed they no longer plan to “produce select larger electric vehicles where the business case has eroded due to lower-than-expected demand, high costs and regulatory changes.” This likely references today’s decision to axe the F-150 Lightning EV and eventually revive it as a range-extended pickup truck.

More: The F-150 Lightning Is Dead, But It’s Coming Back As A Range-Extended EV

The company also announced they will no longer build a previously planned electric commercial van for Europe. Plans for an electric van in North America have also been dropped, but they’re being replaced by an affordable commercial van that will offer gas and hybrid engines. This model will be built at Ford’s Ohio Assembly Plant in Avon Lake starting in 2029.

Ford previously abandoned three-row EVs, but they’re still committed to new electric vehicles based on the Universal EV Platform. These will be small and affordable, with the first variant arriving in 2027 for around $30,000.

Besides hitting the brakes on most BEVs, Ford confirmed they’ll “expand powertrain choice” by offering more hybrids and range-extended electric vehicles. The company expects the mix of these three powertrains will be approximately 50% of its global volume by 2030, which would be up from 17% this year.

To help fuel this projected jump in demand, Ford is planning a range of different hybrids. Some will focus on fuel economy, while others chase performance. We can also expect hybrids with exportable power, which has become popular with customers.

On the range-extended side of things, Ford implied the second-generation F-150 Lightning will be joined by range-extended versions of their larger SUVs. This likely means we can expect to see electrified versions of the Expedition and Navigator.

Ford went on to say that by the end of the decade, nearly every vehicle will offer a hybrid or “multi-energy powertrain choice.”

Given the shift away from EVs, Ford is renaming the Tennessee Electric Vehicle Center as the Tennessee Truck Plant. It will build new, affordable gas-powered trucks starting in 2029. This is a departure as the plant was originally supposed to build the next-generation F-150 Lightning.

Ford Battery Business

Despite throwing in the towel on most EVs, Ford announced plans to launch a battery energy storage system business. It will provides sales and service to support the electric grid and growing demand from data centers.

The pivot can partially be explained by the transition away from EVs as Ford has a lot of excess battery manufacturing capacity. As a result, they’re repurposing their Glendale, Kentucky plant to manufacture 5 MWh+ advanced battery energy storage systems. As part of the change, the facility will build “LFP prismatic cells, battery energy storage system modules, and 20-foot DC container systems.”

Ford also announced their BlueOval Battery Park in Marshall, Michigan will make residential energy storage solutions. They’ll be built alongside LFP prismatic battery cells for models based on the Universal EV Platform.

In a statement, Ford CEO Jim Farley said “This is a customer-driven shift to create a stronger, more resilient and more profitable Ford.” He added, “The operating reality has changed, and we are redeploying capital into higher-return growth opportunities: Ford Pro, our market-leading trucks and vans, hybrids and high-margin opportunities like our new battery energy storage business.”

Ford had high hopes for the F-150 Lightning, but demand didn’t live up to expectations. As a result, production was indefinitely halted earlier this year so employees could focus on building more profitable and popular pickups at the Dearborn Truck Plant.

This left the fate of the F-150 Lightning up in the air and now we know it’s already dead. In a rather matter of fact way, Ford announced “production of the current F-150 Lightning ends this year.” They then clarified production has already “concluded.”

More: Ford’s CEO Talks Tariffs And New Range-Extended Vehicles

However, this isn’t the end of the story. Quite the opposite as Ford announced a second-generation F-150 Lightning, which will be an extended-range electric vehicle. In effect, Ford is admitting going fully electric was a mistake and they’re now following in the footsteps of the Ram 1500 REV, which used to be known as the Ramcharger.

The Blue Oval hasn’t disclosed much about the new model, but the headline figure is hard to miss: more than 700 miles (1,127 km) of total range. To put that number into perspective, the current F-150 Lightning maxed out at 320 miles (515 km).

Ford went on to say the model will deliver the “pure EV driving experience” that customers love, while eliminating the need to stop and charge during long-distance trips. This will be made possible by an engine, which acts as a generator to recharge the truck’s battery pack.

The new model will presumably have a smaller and cheaper battery, but Ford confirmed the next Lightning will continue to offer “exportable electricity that can power everything from work sites to camp sites to homes during a power outage.” They added the new model “reinforces the F-Series legacy of innovation, giving owners the electric benefits they want with the reliability they need.”

In a statement, Ford’s Doug Field said “Our next-generation F-150 Lightning EREV will be every bit as revolutionary [as the original]. It delivers everything Lightning customers love – near instantaneous torque and pure electric driving. But with a high-power generator enabling an estimated range of 700+ miles, it tows like a locomotive. Heavy-duty towing and cross-country travel will be as effortless as the daily commute.”

The second-generation F-150 Lightning will be assembled at the idled Rouge Electric Vehicle Center in Dearborn. There’s no word on when it will arrive, but it could be a ways off.

Note: Sketch of the current F-150 Lightning pictured in the opening image.

Volkswagen has released a slew of details about the ID. Polo, ahead of its launch next year. The company has a lot riding on its success, as it’s the first of four compact electric models that VW believes will reshape its small car lineup.

Since we’ve already seen camouflaged prototypes at the Munich Motor Show, we’ll simply note the car has a “Pure Positive” design that promises to offer space worthy of the “next higher class of vehicle.”

More: VW Revives Polo Name For EV Era And Teases First Ever Electric GTI

In this case, the car measures 159.6 inches (4,053 mm) long, 71.5 inches (1,816 mm) wide, and 60.2 inches (1,530 mm) tall with a wheelbase spanning 102.4 inches (2,600 mm). Volkswagen noted this is roughly the same size as the MQB-based Polo, but the interior is 0.7 inches (19 mm) longer with a lot of that helping to improve rear seat legroom. There’s also more headroom as well as extra interior width.

Practicality gets a noticeable lift in the boot as well. The ID. Polo offers more cargo room than the ICE-powered model. It holds 15.4 cubic feet (435 liters) of luggage, but that can be expanded to 43.9 cubic feet (1,243 liters) by folding the rear seats down.

Three Powertrains at Launch

When the ID. Polo debuts next spring, it will be offered with three front-mounted motors. They’ll have outputs of 114 hp (85 kW / 116 PS), 133 hp (99 kW / 135 PS), and 208 hp (155 kW / 211 PS). The ID. Polo GTI will arrive one year later with 223 hp (166 kW / 226 PS).

The 114 hp (85 kW / 116 PS) and 133 hp (99 kW / 135 PS) variants will come equipped with a small 37 kWh lithium iron phosphate battery. These versions will also have an underwhelming DC fast charging capacity of 90 kW.

The two range-topping variants up the ante with a larger 52 kWh nickel manganese cobalt battery, which promises to deliver up to 280 miles (450 km) of range.

Volkswagen went on to say the battery uses cell-to-pack technology, which “eliminates the intermediate step via module housings and combines the cells directly into a battery pack – reducing price, installation space, and weight while increasing energy density by about 10 percent.”

It’s also worth mentioning buyers will find an upgraded DC fast charging capability of 130 kW.

New Platform and Tech

The ID. Polo rides on the new MEB+ platform, which is described as a “further developed” version of the existing architecture. It benefits from reduced complexity, higher efficiency, and less weight.

Volkswagen also said we can expect next-generation driver assistance systems including a “significantly enhanced” version of Travel Assist. It provides “assisted lateral and longitudinal guidance” as well as automated lane changes on highways. The system also has traffic light and stop sign recognition.

According to Volkswagen brand CEO Thomas Schäfer, “The ID. Polo marks the beginning of a new generation of Volkswagen: with fresh design, intuitive operation, top quality and first-class driving characteristics – and finally with a proper name again.” He added the company will launch six new electric vehicles next year and the ID. Polo’s €25,000 ($29,388) starting price will make “electric mobility accessible to many people in Europe.”

Bentley’s upcoming electric Urban SUV has stepped out in public again, and this time it has ditched the heavy plastic add-ons and cartoon headlights that made earlier prototypes look like a children’s drawing of a Bentayga. Winter testing is now underway, and the latest sighting gives us by far the clearest look yet at Crewe’s second SUV and first full EV.

Related: Bentley Rewrites Its Future With New Flying Spur Sedan That Breaks The Rules

The overall shape is familiar from previous spy runs, but with the production doors uncovered and the camouflage streamlined into a funky new wrap, the silhouette now reads much cleaner.

We can finally see a hint of the real lighting units peeking through too, rather than the fake circular decals Bentley used to throw us off the scent. They look far more modern, though definitely not as arresting as the ones on the EXP15 concept.

Family Interior Effort

SH Proshots

But equally big news waits on the inside. For the first time, our photographers got a proper shot of the interior, and there is no pretending what inspired the layout.

A sweeping curved OLED display, similar to the Porsche Cayenne’s Flow Display, takes center stage, which makes perfect sense since both models ride on the same Premium Platform Electric.

The hardware is pure VW Group, including the multi-function left-hand column stalk, which we first saw on the Audi Q3, and a right-hand stalk serving as a transmission selector, as on VW’s ID.4. But the materials are unmistakably Bentley.

Even this early prototype shows a mix of rich leather, polished metal, and plush colors, including a steering wheel trimmed in black, red, and chrome.

Porsche-Plus Power

Bentley’s CEO Frank Steffen Walliser has already promised an impressive battery size and the fastest charging the company has ever offered. Meanwhile, Bentley’s own teaser claims the Urban SUV will add 100 miles (160 km) of range in just seven minutes.

Expect performance on par with or even above the Cayenne Electric’s outputs, which currently stretch from the 402 hp (408 PS / 300 kW) for the base Porsche in normal mode to 1,039 hp (1,155 PS / 850 kW) for the top-spec Turbo in launch control configuration.

Our guess is that Bentley’s base powertrain will be the circa-604 hp (612 PS / 450 kW) option that Porsche will add to its lineup when it unveils the Cayenne S EV next year.

We still don’t know the final name, though Bentley has trademarked “Mayon” and “Barnato,” so one of those could make the cut. What we do know is that the Urban SUV will be built in Crewe, revealed at the end of 2026, and reach customers in 2027.

SH Proshots

Small cars often wear cute faces to win us over, but some go all-in with the gimmick. That’s exactly the case with the CAM EV Microvan, a tiny electric cargo hauler built for squeezing through tight city streets with a smile on its face. Literally.

Recently unveiled at a show in Malaysia, the CAM EV Microvan is a rebranded version of the Nextem Vaquita from Hong Kong. Aside from a new badge, the most noticeable change is a set of cheerful stickers, transforming it into what might be the happiest delivery van on the planet.

Cartoon Cues and Branding Tricks

The design tweaks are minimal, limited to a grinning mouth on the charging port and cartoon-style eyelashes over the headlights. It’s unclear whether these decals will be offered as factory options or left up to owners with a roll of vinyl, but they’re a clever bit of theater on an otherwise utilitarian platform.

More: Trump Saw These “Really Cute” Cars In Japan And Now Wants Them On US Roads

If you’re curious about the name, Vaquita refers to a type of porpoise, one that’s critically endangered, with fewer than ten left in the wild, according to Wikipedia. Why a commercial van is named after a marine animal on the brink of extinction is anyone’s guess, but sure, let’s go with it.

The LCV itself is pitched as a low-cost, low-maintenance option aimed at small businesses that don’t mind a little existential irony with their deliveries.

The Specifications

CAM EV

In terms of dimensions, the EV measures 3,695 mm (145.5 inches) in length and just 1,220 mm (48 inches) in width. Inside, it’s strictly business: a central driving position, a single seat, a very basic dashboard, and plenty of hard plastics that prioritize practicality over comfort.

More: Renault’s Smallest And Quirkiest EV Is Dead

Where it gets interesting is the rear. The Microvan can be configured as a box van, pickup, garbage truck, sweeper, coffee truck, and more. Depending on the configuration, cargo volume reaches up to 2.8 cubic meters (99 cubic feet), with a maximum payload of 630 kg (1,390 pounds).

Power comes from a single electric motor driving the rear wheels. Top speed is capped at 80 km/h (50 mph), while the 15.97 kWh battery delivers an estimated 150 km (93 miles) of range per charge.

According to Paultan, the market launch of the CAM EV Microvan in Malaysia is scheduled for the second quarter of 2026.

Pricing is expected to start around 65,000 Malaysian Ringgit, or approximately $15,900 at current exchange rates. That’s not exactly bargain-bin territory for a vehicle of this size, which means the smiling decals may have to work overtime to win over budget-conscious buyers.

Beyond Malaysia, the Nextem Vaquita is expected to enter markets in Hong Kong, Indonesia, the Philippines, Thailand, and Portugal.

Nextem e-Moblity Limited

The future of Porsche’s mid-engined sports cars is taking a more complex turn than originally planned. While the next generation of the 718 Boxster and Cayman was initially envisioned as fully electric, market realities have led Porsche to pivot.

Just a few months ago, the brand confirmed that combustion engines would still feature in the flagship variants of the upcoming models. Now, it appears that internal combustion won’t be reserved solely for top-tier versions.

More: Porsche’s Next 718 To Borrow 911 Power But Purists May Not Approve

Sources within Porsche’s Weissach engineering center suggest the company is actively reworking its EV-specific PPE architecture to support gasoline powertrains. This would give the 718 range a true dual-path approach, blending electric innovation with combustion familiarity.

According to Autocar, the reverse-engineering won’t be limited to successors of the Cayman GT4 RS and Boxster Spyder. The internal combustion option is expected to extend across a broader portion of the next-generation lineup, which is slated to debut later this decade.

Platform Revisions In Motion

The strategy centers on extracting maximum efficiency and scalability from shared components across the 718 lineup. According to the report, it marks “one of the most radical drivetrain reversals in Porsche’s history.”

Porsche’s combustion-powered future isn’t limited to the 718 either. A new gasoline version of Macan is in the works and will be sold alongside the existing fully electric model. Both the Panamera and Cayenne are set to retain their combustion engines as well, leaving the Taycan as the brand’s only EV-exclusive offering

Not An Easy Task

Illustrations: Antoine Brigot / Instagram

Porsche isn’t alone in navigating the complications of reversing from EV-only plans. Stellantis faced a similar challenge when it reworked the Fiat 500’s electric platform to accommodate a mild-hybrid variant. But for performance cars, the stakes are higher. Matching the dynamic character of ICE and EV models presents a far tougher engineering puzzle.

More: Porsche Purists Might Want To Sit Down For This Junior Gas SUV With Front Bias

One major issue is structural: the PPE platform relies on the battery pack as a load-bearing element. Without it, rigidity takes a hit. Porsche engineers have responded by designing a new floor structure, along with significant changes to the rear. That includes a redesigned bulkhead and subframe to house the mid-mounted engine and gearbox.

Baldauf

Furthermore, engineers have to figure out the right packaging for the fuel tank, fuel lines, and exhaust, which are not present in the electric variants.

When it comes to powertrains, Porsche has a few options on the table. One is an upgraded version of the naturally aspirated 4.0-liter flat-six that previously featured in the GTS, GT4, GT4 RS, and Spyder variants. Although this engine was reportedly on the chopping block, it might be reengineered to meet Euro 7 emissions standards.

There’s also speculation around a different solution. Earlier reports pointed to a more compact T-Hybrid system lifted from the updated 992.2 GTS. That setup combines a twin-turbo 3.6-liter flat-six with an electric motor, creating a potential bridge between combustion and electrification.

Source: Autocar

After years of policy wrangling and behind-the-scenes bargaining, the European Union appears poised to walk back one of its most ambitious climate mandates.

The bloc is reportedly scaling down its planned 2035 ban on combustion-powered petrol and diesel cars, a move that follows persistent pressure from industry leaders, particularly in Germany and Italy, and comes despite objections from brands like Volvo and Polestar that had supported the original plan.

Read: EU’s 2035 EV-Only Dream Hits A Hybrid Speed Bump

Following reports last week that lawmakers were softening their stance on the ban, the leader of the European People’s Party, Manfred Weber, told German newspaper Bild that the bloc has agreed to ease its mandate from a full ban on internal combustion engine (ICE) vehicles by 2035 to a 90 percent reduction instead.

Weber also stated that a full ICE ban wouldn’t be coming by 2040 either, though he didn’t clarify whether a new target year is under consideration.

While speaking at a press conference in Germany late last week, Weber said that the European Commission will present its revised proposal on Tuesday.

Plug-Ins Get a Lifeline Too

“The technology ban on combustion engines is off the table,” he told Bild. “All engines currently manufactured in Germany can therefore continue to be produced and sold.” Weber added that the EU can now pave the way for the continued sale of plug-in hybrid models, including those with longer driving ranges.

German Chancellor Friedrich Merz, also present at the press conference, endorsed the decision, saying it now offers the automotive sector “real planning security.”

Earlier in December, Merz had written directly to European Commission President Ursula von der Leyen, urging the body to allow continued production and sale of ICE-powered vehicles past the 2035 deadline.

That letter, according to European Commissioner for Sustainable Transport and Tourism Apostolos Tzitzikostas, was “very well received in Brussels.”

Although the Commission’s revised legislation has not yet been made public, Tzitzikostas recently hinted that alternative fuels may feature more prominently in the new framework, citing “zero- and low-emission fuels, and advanced biofuels” as possible avenues for compliance.

Sources: Bild, The Guardian