When people think of Colombia, they often picture coffee plantations, pristine beaches, and the vibrancy of Bogotá or Medellín. What truly sets the...
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The Mercedes EQE was introduced at the 2021 Munich Motor Show and followed by the EQE SUV roughly one year later. While both models are still relatively new, they’ll reportedly be killed off next year.
According to Autocar, the move follows an internal reassessment of Mercedes electric vehicle plans and a desire to eliminate overlap. It also goes without saying, sales haven’t been great. In the United States, combined EQE sales plummeted 39% last year to 11,660 units.
More: Mercedes Quietly Pauses EV Deliveries To US While Slashing Prices Behind The Scenes
The move probably shouldn’t be too surprising as previous reports had suggested the automaker would stop producing some US-spec EQ models. Regardless of what happens, the EQE starts at $64,950 and climbs to $96,600 for the AMG variant, which offers a dreadful 220 miles (354 km) of range.
The EQE SUV also starts at $64,950, but its AMG variant is more costly at $97,400. On the bright side, the latter crossover offers 230 miles (370 km) of range.
The report says both models will be “indirectly replaced” by the upcoming C-Class and GLC EVs. However, Mercedes previously confirmed plans for an E-Class EV and this would be a direct successor to the EQE – assuming the program hasn’t been cut. When that model was teased earlier this year, the company said it would ditch its soapy shape and adopt a classic “3-box limousine design” as well as a “very status-oriented wheelbase.”
BMW Motorrad has unveiled the new Vision CE concept, ahead of its debut at the Munich Motor Show on September 8. It’s an electric scooter with a seat and roll cage, which eliminate the “need for a helmet as well as protective clothing.”
While that might be true, the resulting design leaves a lot to be desired as the concept looks like a combination of the CE 04 and a mobility scooter. It features a fairly traditional front end, which is connected to two square-ish bars that encircle the rider.
More: BMW CE 02 x Vagabund Concept Appeals To Your Inner Hipster
The concept also sports slender headlights, roll cage-mounted auxiliary lights, and a small windscreen. The tubular design is echoed further below and they’re accompanied by mid-mounted deflectors. BMW also envisions the scooter could be customized with everything from a removable Bluetooth speaker to a transparent roof and a rear luggage rack.
The rider sits on a unique seat, which features a backrest and headrest as well as a seatbelt. We can also see a metal mesh section above the headrest, which presumably acts as an additional layer of protection.
Sticking with the cockpit, riders will find a large digital display as well as traditional handle bars. They’re joined by pronounced footrests and a covered charging port.
BMW didn’t say much about the concept, but confirmed it’s electric and has a “balancing function, which allows the vehicle to completely balance itself when stationary.” The company also said the Vision CE was designed to give users an “increased sense of freedom” as well as a “casual, carefree riding experience.”
Land Rover is preparing to build on the Defender’s legacy with a new, more compact SUV that trades traditional power for a fully electric setup. Rumored to wear the Defender Sport badge, the model has been caught testing in Europe’s summer heat, showing off a boxy, upright stance that echoes its larger sibling.
More: The Company That Owns Land Rover Is Making A Baby Defender Of Its Own
We first caught a prototype example of the SUV last April, but these latest images give a clearer sense of its shape and detailing. Up front, the design leans more toward the Range Rover side of the family tree, with slim horizontal LED headlights, a closed-off grille, a sturdy bumper, and a flat hood that emphasize its modern yet purposeful look.
Distinctive Proportions
The profile features the characteristic curved shoulders of the Defender leading to an upright tail. The flat roof and the boxy rear end will certainly help with practicality, especially when compared to sleeker crossovers. It will also help the Defender Sport distinguish itself from the sea of similarly-sized SUVs that have flooded the market.
Other highlights include the flush door handles and the five-spoke alloy wheels that look quite large for the size of the vehicle, nicely filling up the wheel arches. Expect a wraparound greenhouse and and a floating roof with bi-tone options. The company could also offer a range of optional accessories, making the baby Defender more suitable for all kinds of adventures.
Electric Underpinnings
The camouflage wrap doesn’t have any openings for cooling intakes up front and there’s no visible exhaust pipe at the back. This all but confirms earlier rumors about a zero emission powertrain. It will most likely comprise dual electric motors with advanced AWD capabilities in order to stay true to Land Rover’s off-road heritage.
More: Land Rover’s New Velar Trades V8 Roar For Electric Muscle
The Defender Sport is expected to ride on JLR’s EMA platform and feature an 800-volt electrical architecture and 350 kW fast-charging capabilities. Land Rover is planning on building its future electric SUVs at the Halewood plant in England, sourcing battery packs from its Somerset facility.
The new member of the Defender family is expected to hit the roads in 2027, but could be unveiled towards the end of 2026. Its biggest rival will be the upcoming baby G-Class by Mercedes-Benz, which is also expected to arrive in 2027.
Both SUVs will feature rugged styling, compact footprints, and EV tech, although the Mercedes might also offer a hybrid option following the sales flop of the electric G-Wagen.
It’s standard practice among car manufacturers to increase, to some degree or another, the prices of their vehicles with each passing year. However, Dodge is doing something different for the 2026 Charger Daytona, and it doesn’t paint a pretty picture for a model that was supposed to usher in an exciting new era of all-electric muscle cars.
Dodge initially launched the Charger Daytona in R/T and Scat Pack guises. However, after realizing that no one actually wanted to buy a Charger without a V6 or a V8, it ditched the R/T, leaving the $64,995 Scat Pack as the only electric version of the new-age Charger available. It has now been revealed that its price will be slashed to $59,995 for the 2026 model year, which amounts to an 8.3 percent price reduction.
Read: Charger Daytona Owner Says His New Car Is ‘Practically Useless’ After Endless Problems
The price cut means the Scat Pack will soon be just $2,000 pricier than the discontinued R/T, which used to start at $57,995. This comes despite the fact that the Scat Pack delivers an impressive 670 hp, whereas the R/T was capped at “just” 496 hp.
CarsDirect uncovered pricing details for the 2026 Charger Daytona Scat Pack through an official order guide. It made no mention of any major equipment changes for the 2026 model, so it should be largely identical to the current car.
No Tax Credit
Sadly, the price cut will not completely offset President Donald Trump’s return to the White House. Although the Scat Pack had not been eligible for the $7,500 federal EV tax credit when purchased, the rebate was available when leased. This will no longer be the case after the Trump administration axed the long-standing EV incentive program.
In addition, the Scat Pack remains pricier than the recently announced Charger Sixpack. Dodge recently announced that the twin-turbocharged, 3.0-liter inline-six version will start at $54,995. For traditional muscle car enthusiasts, it will likely remain the obvious choice, but given that it is capped at 550 hp, shoppers seeking the ultimate in performance regardless of powertrain would be wise to look closely at the Daytona Scat Pack.
Imagine heading off on vacation, leaving your Tesla parked, and returning to discover the battery has quietly drained itself. It’s a frustrating scenario that owners have dealt with for years, but Tesla is finally rolling out a fix. The new feature is called Low Power Mode, designed to switch off energy-hungry systems when a car is left idle for an extended period.
Read: Tesla Working To Stop Sentry Mode Depleting EVs’ Batteries
Introduced with the 2025.32 software update, Lower Power Mode can be accessed through the main infotainment display, navigating through Controls > Charging, and then enabling it. When toggled on, the system shuts off some of Tesla’s most power-hungry features.
Cutting Back The Power Draw
The most important is Sentry Mode. While this system is handy to capture footage should a Tesla be damaged while parked, it’s been shown to quickly drain the battery pack. In addition to Sentry Mode being disabled, Low Power Mode turns off the Summon Standby system, cabin overheat protection, scheduled preconditioning, camp mode, the climate control, defrost functions, the seat and steering wheel heaters, and the power outputs on the Cybertruck.
Owners will be pleased to know that should they enable Low Power Mode while charging their EV, Sentry Mode will continue to function. The climate control and camp mode systems will also remain active when Supercharging.
Don’t Worry, Your Tesla Will Still Be Connected
Importantly, Low Power Mode does not make a new Tesla feel like an old car, far removed from AI, the cloud, or any of the systems that have become so commonplace in new cars. Instead, Tesla vehicles will still remain connected and accessible through the Tesla app. The car will also continue to automatically manage battery temperature.
Tesla has not specified by how much the new Low Power Mode will reduce battery drain, but it’ll likely vary on a case-by-case basis depending on which systems owners elect to keep active and where they park their vehicle, including the climate.
Either way, it’s good news for owners who would have otherwise been worried about returning from a vacation, only to find their Tesla’s battery had been drained.
Volkswagen’s lineup for the IAA Mobility Show in Munich will include more than just the next-generation T-Roc. Visitors will also get a first conceptual look at an upcoming entry-level electric SUV, previewed in official design sketches that surfaced ahead of schedule.
More: VW’s Final Pure Gas Golf R Could Pack A Five-Cylinder Monster Inside
The images were posted on social media by Andreas Mindt, Volkswagen’s head of design. While the teaser stops short of revealing a name, it describes the model as a “near-production concept car.” Positioned as the zero-emission counterpart to the T-Cross, it will also serve as a smaller sibling to the popular ID.4.
Big presence in a small package
Although it sits in the subcompact SUV class, the sketches give the model a surprisingly imposing presence, helped along by oversized alloy wheels and stretched proportions. It is worth remembering, though, that design drawings often exaggerate these elements, and in this case we are still looking at a concept rather than a finished production car.
The front end sports slim LED headlights and a rugged skid plate on the bumper. The profile features sculpted fenders similar to the ID.Every1 concept, and a wraparound greenhouse. Finally, the rear end sports full-width taillights and a futuristic diffuser with extra LEDs. The latter will likely be toned-down in the final product together with some other details.
Under the skin
The SUV will ride on MEB Entry underpinnings, just like the production versions of the ID.1Every and ID.2All hatchback concepts. Buyers can expect both front- and all-wheel-drive versions, with single- and dual-motor configurations likely in the lineup.
More: Toyota’s Smallest EV Hides Suzuki Roots With A Cheeky Land Cruiser Nod
Volkswagen hasn’t confirmed when the production version will arrive, though a debut next year seems plausible. The EV will be produced at the Pamplona facility in Spain, next to the ICE-powered T-Cross and Taigo crossovers that also occupy the B-SUV segment. The same factory will be home of production for the closely-related Skoda Epiq that was shown in concept form last year.
How much will it cost?
With the ID.2all hatchback targeting a €25,000 starting price in Germany (about $27,000), including the country’s 19% Value-Added Tax, this higher-riding SUV is expected to slot slightly above, likely in the €25,000–30,000 range (roughly $27,000 to $32,000).
When it arrives, it will enter a crowded arena of compact electric SUVs, competing with models such as the Kia EV2 and EV3, Toyota Urban Cruiser, Suzuki e-Vitara, Ford Puma Gen-E, Peugeot E-2008, Opel Mokka Electric, Jeep Avenger, Alfa Romeo Junior Elettrica, and Volvo EX30.
A new player is about to join Europe’s compact EV hatchback scene, and it comes from a brand gaining momentum. Leapmotor, backed by Stellantis, has offered a first glimpse of its upcoming Lafa 5 before the official unveiling at the IAA Mobility Show in Munich on September 9. Positioned directly against Volkswagen’s ID.3, it marks the company’s first step into the competitive hatchback segment.
More: I Drove Stellantis’ Chinese Electric SUV That Rivals Tesla For Just $30K
The shadowy teasers reveal a five-door silhouette with clean proportions and a sporty edge. Up front, the headlights carry Leapmotor’s recognizable LED design language, tying the car visually to the rest of its lineup.
Design Cues with a Twist
The front end with the short hood is slightly reminiscent of the pre-facelifted Kia EV6, the pronounced rear shoulders send Renault Megane vibes, while the full-width LED taillights at the back have a hint of Porsche (if you squint…). We can also see a roof-mounted LiDar sensor that hints at advanced driver assistance tech.
The hatchback is expected to sit on the same LEAP 3.5 architecture as the B10 crossover. That platform currently supports a rear-mounted motor with up to 215 hp (160 kW / 218 PS) and a battery pack offering as much as 67.1 kWh, so the Lafa 5 will likely share similar numbers.
A Record Month for Leapmotor
Leapmotor shared the Lafa 5 teasers on its social media accounts, celebrating a new record month in terms of sales. The brand delivered 57,066 units in August, which is an all-time high and represents an 88% increase compared to the same month last year.
More: Stellantis’ Chinese Brand Unveils Its First Sedan
The company’s vice president Cao Li described the Lafa 5 as a car designed for “young people who refuse to settle, conform, or be ordinary.” That ambition will put it directly in competition not only with the VW ID.3 but also with the Cupra Born, Peugeot E-308, Opel Astra Electric, MG 4, BYD Dolphin, and Renault Megane E-Tech.
More details are set to be revealed when the Lafa 5 takes the stage at the Munich Motor Show next week, so stay tuned for mow.
The battle in the battery-electric vehicle segment has never been fiercer. A growing number of brands from China have turned the EV industry on its head, forcing legacy automakers to up their game and invest heavily in the sector.
One of Audi’s first entrants into the electric SUV space was the Q4 e-tron, first launched in early 2021 as a rival to the likes of the Tesla Model Y, Volvo XC40 Recharge, and the BMW iX1 and, in Sportback guise, the BMW iX2. Barely two years after being unveiled, in late 2023, the Q4 e-tron was updated, bringing with it new electric motors, improved range, and more equipment.
Despite being on sale in Europe and the US for quite some time, the Q4 e-tron only recently landed in Australia, providing us with our first opportunity to put it to the test. It’s sold locally in SUV and Sportback guises and in 45 e-tron and 55 e-tron quattro forms. We tested the former in its entry-level trim.
| › Model: | 2025 Audi Q4 45 e-tron |
| › Starting Price: | AU$86,250 (~$55,800) as tested |
| › Dimensions: | 4,588 mm (180.6 in.) Length 1,865 mm (73.4 in.) Width 1,632 mm (64.2 in.) Height 2,764 mm (108.8 in) Wheelbase |
| › Curb Weight: | 2,240 kg (4,938 lbs)* |
| › Powertrain: | Rear-mounted electric motor / 77 kWh battery |
| › Output: | 282 hp (210 kW) / 402 lb-ft (545 Nm) |
| › 0-62 mph | 6.7 seconds* (0-100 km/h) |
| › Transmission: | Single-speed |
| › Efficiency: | 17.4 kWh/100 km as tested |
| › On Sale: | Now |
What Makes Up The Q4 e-tron?
Underpinning the Q4 e-tron is VW’s familiar MEB platform and an 82 kWh gross, or 77 kWh usable, lithium-ion battery pack. As part of the 2023 update, power for the 45 e-tron was upped from 270 hp (201 kW) to 282 hp (210 kW). It also produces a solid 402 lb-ft (545 Nm) of torque through the rear wheels.
Prices kick off from AU$84,900 (~$55,000) for the base 45 e-tron and top out at AU$107,500 (~$69,600) for the 55 e-tron quattro Sportback. Our tester was optioned with the AU$1,350 (~$870) metallic paint, which brought up its price up to AU$86,250 (~$55,800).
With the exception of the massive faux Singleframe grille, which can be divisive, the Q4 e-tron is quite a good-looking SUV. Similarly, the interior has its pros and (of course) its cons.
A Quirky Cabin
One thing I immediately appreciated about the cabin was the dashboard. Having spent plenty of time behind the wheel of new cars coming out of China, it was nice to step inside an SUV that has some personality, rather than a bland dash, a big screen, and not much more.
A 10.25-inch digital gauge cluster comes standard across the range, as does an 11.4-inch infotainment system supporting wireless Apple CarPlay and Android Auto. The screen is nice and responsive, and the menus are easy to understand, as with other Audi models. The software feels a little dated, but it’s usable, and the screen is handily tilted towards the driver.
Positioned below the screen are buttons for the climate control system. While plastic and rather cheap, they’re much nicer than HVAC controls in the infotainment screens of some competitors. Some flashy silver trim on the dash adds to the striking looks, as does the four-spoke steering wheel. However, there are some rather odd features.
Interior Oddities
The most notable feature is the floating console. Finished in piano black, it houses the electronic shifter and drive mode buttons, and while functional, it’s suspended over a weird array of storage cubbies. There’s a small shelf big enough for a pair of sunglasses, two vertical slots where you can put a phone, and then a separate wireless charging pad. But the charger is vertical, so you have to rest your phone on its side to charge it and secure it in position with a plastic clip that, unfortunately, may scratch a phone’s screen. A single, large storage area would have been a more elegant solution.
The haptic buttons on the steering wheel can also be infuriating. You can press the buttons individually, or swipe across them for various functions, but it’s easy to mess up. On several occasions, I accidentally hit the telephone icon while trying to skip tracks, making inadvertent phone calls. I’m also not a fan of the piano black around the door handles, which are prone to scratching.
Additionally, for an AU$86,250 (~$55,800) SUV, there are a few too many cheap black plastics spread throughout.
Space at the front is good. The seats are appointed in lovely leather trim and include heating and 4-way lumbar support. Sadly, the front passenger seat is not electrically adjustable, which is a shame at this price point. Our tester also had some worrying signs of wear on the driver’s seat, despite only being driven a few thousand kilometers.
Review: The 2024 Audi RS e-tron GT Will Warp Your Sense Of Reality
Included among the (welcome) features is an ambient lighting system and an eight-speaker audio system with a subwoofer.
The second row is just big enough for tall adults, but headroom is lacking, as is toe room. It would have also been nice if Audi added a panoramic glass roof, as you’ll find in many other electric SUVs, some of which are significantly cheaper than this. Cargo space sits at 520 liters (18 cubic feet), or 1,490 liters (52.6 cubic feet) with the rear seats folded down.
The Drive
Jump into the Q4 e-tron and you can set off in one of two ways. The simplest one is to press the brake pedal, select Drive or Reverse, and set off, just like a Tesla. Perhaps to cater to more traditional buyers, Audi has also added a physical Start/Stop button.
At low speeds, produces a more noticeable hum for pedestrian safety than some other EVs, but it goes away once you build speed. Speaking of speed, I was pleasantly surprised by how rapid the 45 e-tron felt. It’ll run to 100 km/h (62 mph) in 6.7 seconds, which isn’t far off some proper hot hatches, and pulls strongly to highway speeds.
Much like a Hyundai or Kia EV, Audi has positioned paddle shifters on the steering wheel to adjust the level of brake regeneration on the fly. However, there’s no full one-pedal driving mode.
The ride quality is exceptional. The Q4 e-tron suits Australian roads perfectly, providing the right amount of support while ironing out any significant imperfections in the road. And yet, it still manages to retain a slightly sporty edge, so it is quite enjoyable to drive.
Read: New Entry-Level Audi Q4 E-Tron Promises To Go The Distance
A handful of different drive modes are available, including a configurable Individual mode where you can adjust the powertrain and steering. You can also up the brake regen by driving in ‘B’ rather than Drive, which is what I did most of the time during my week with the SUV.
The Q4 e-tron is reasonably efficient. I averaged 17.4 kWh/100 km while I had it, matching the Polestar 4 and Leapmotor C10 I recently tested. This brings the real-world range closer to 450 km (280 miles). The Audi supports both 11 kW AC charging and 175 kW DC fast charging, meaning the battery can be charged from 10-80 percent in 28 minutes. That’s not class-leading, but it should be adequate for most buyers.
All Q4 e-tron models sold in Australia include adaptive cruise control with active lane-centering. Like most other EVs on the market, the Q4 45 e-tron excels on the daily commute. It’s whisper quiet, the steering is light yet direct, and it’s well insulated from outside intrusions.
Verdict
The entry-level Q4 e-tron is a solid option for those in the market for an all-electric SUV of this size. But it comes with a premium price tag and doesn’t feel up to scratch in some areas, mainly due to some shortcomings with the interior and the fit and finish.
While not a traditionally shaped SUV, the Polestar 4 we recently drove feels a fair bit more premium, and yet is slightly cheaper. Then there’s the matter of the army of EVs emerging from China that are becoming increasingly compelling for new car buyers across Australia.
After more than two decades of working with Transfinder’s Pro software, Frank Gunn, a seasoned transportation consultant at Greenburgh Central School District, made a pivotal decision that would reshape the district’s student transportation system.
Gunn, who initially joined Greenburgh for a 45-day consulting stint and has now been there for six years, led the district’s transition to Transfinder’s browser-based routing solution, Routefinder PLUS, and its companion tool, Viewfinder.
His story is one of trust, adaptability and a commitment to excellence in student transportation.
It’s also one of loyalty.
Gunn’s journey with Transfinder began long before his time at Greenburgh, a district located in Westchester County, about 30 miles north of New York City.
“I’m 20-plus years with you guys,” he said of his relationship with Transfinder. “I was a Pro user for the longest time,” he said, “and it really didn’t give me any problems.”
He admits he wasn’t eager to make the move to Routefinder PLUS.
“I’m 63 years old and things scare me that are new,” Gunn said. But he knew that Transfinder’s award-winning routing solution Routefinder PLUS was the future and recognized his own need to adapt.
“So, I said, ‘Let’s take the plunge.’” What made the decision easier to make was knowing “the customer service I’ve always known you guys to have.”
The move paid off. Gunn describes the transition as smooth and well-supported, thanks to Transfinder’s training team.
“They walked,” he said of the implementation team. “We didn’t run. They knew I was apprehensive, and we just went through it step by step. It was never a rush thing. That’s what made this the easiest.”
That’s a good message for anyone looking to move to Transfinder’s technology, whether moving from Pro to PLUS, manual routing or leaving one vendor to partner with Transfinder: Transfinder’s support and implementation teams come alongside clients and put them at ease.
As a one-man transportation department, Gunn handles everything from routing to communication with contractors. Greenburgh Central transports approximately 2,380 students, including 360 special education and private school students going to more than 70 schools.
With 85 vehicles and 78 drivers, the logistics are complex—but PLUS has made it manageable.
Gunn highlights several features of PLUS that have streamlined his workflow:
One of the most impactful additions to Greenburgh’s transportation toolkit has been Viewfinder, which Gunn describes as a game-changer for contractor communication. The district contracts with Royal Coach Lines for 90 vehicles. Viewfinder allows Royal Coach to access the same routing data Gunn uses, enabling real-time responses to parent inquiries.
“If a parent calls the bus company, they have the exact same information I have at their fingertips,” Gunn said.
This transparency and accessibility have improved service and reduced confusion.
Looking ahead, Gunn is interested in expanding Greenburgh’s use of Transfinder technology. Gunn is enthusiastic about Stopfinder, Transfinder’s award-winning parent app.
“We have to walk before we run,” he said, acknowledging the importance of a phased approach.
Support from Transfinder has been a cornerstone of Gunn’s positive experience. “Support from Transfinder is second to none,” he said. “I’ve never had a bad dealing in over 20 years.” Noting even receiving calls at 5:30 in the morning to resolve issues.
“They treat you like family,” Gunn said. “That’s the easiest way to sum up Transfinder—from the top down.”
For districts considering the switch to PLUS, Gunn offers heartfelt advice: “If you’re a Pro client afraid to take the plunge to PLUS, I’m living proof it’s idiot-proof. It would be the best decision you ever made in your life,” he said, adding, other than marriage.”
Gunn’s story is more than a testimonial—it’s a blueprint for how thoughtful leadership, trusted partnerships and innovative technology can transform student transportation. At Greenburgh Central School District, Transfinder isn’t just a vendor—it’s part of the family.
“I’m not a client,” he said. “I’m part of your family.”
Take your plunge for improvement and work with the best software and safety product as voted by the industry multiple years running. To learn more about Transfinder technology and support, visit Transfinder.com, email getplus@transfinder.com or call 800-373-3609.
The views expressed are those of the content sponsor and do not reflect those of School Transportation News.
The post How Greenburgh CSD in New York ‘Took the Plunge’ with PLUS appeared first on School Transportation News.
This month’s issue features the 2025 Technology Superusers, transportation directors that are embracing technology to not only address today’s needs at their operations but also the future. Read articles about efficient routing, data security, student ridership verification, how new technology is going to affect school bus maintenance and AI usage, safety risks during the back to school season and more.
Check out the magazine for more details on the upcoming Transporting Students with Disabilities and Special Needs (TSD) Conference, coming to Texas on Nov. 6-11.
Read the full September 2025 issue.
Cover Story
Future-Focused Technology
Transportation directors this month discuss why they embrace technology that helps their district not only address today’s needs but also tomorrow’s.
Features
Routing for Results
Besides getting students from Point A to Point B, experts share that creating efficient routes saves time as well as money.
Under Surveillance
No one wants to experience a data breach. Student transporters and industry vendors share the secrets to keeping data secure and accessed properly.
Special Reports
Transforming Student Ridership
Regardless of how districts choose to implement student ridership technology— RFID card, QR code, or barcodes—many agree that streamlining the process can improve student safety.
Editor’s Take by Ryan Gray
Feeling Super About Technology?
Thought Leader by Robert Pudlewski
School Bus Maintenance Process Recommendations Influenced by Technology
Thought Leader by Gaurav Sharda
Why AI in School Transportation Must Start with Empathy, Not Efficiency
Publisher’s Corner by Tony Corpin
School Zone: Safety Risks Surge
The post September 2025 appeared first on School Transportation News.
Choosing the right technology to manage student transportation can be overwhelming. Whether you’re starting fresh or upgrading existing systems, the landscape is constantly evolving—and keeping up can be a challenge.
Safe Fleet’s School Bus Technology Buyer’s Guide makes it easier to choose the right solutions – step by step – so you can boost safety, cut costs, and make smarter decisions with confidence.
What you’ll Get Inside this Guide:
From onboard safety to protecting students in the Danger Zone, this guide helps you invest in the right tools to keep students safe at every point of their journey.
Download the Buyer’s Guide now and take the first step toward smarter, safer school transportation.
Fill out the form below and then check your email for the white paper download link.
The post (Free White Paper) Your Step-by-Step Guide to Smarter, Safer Student Transportation Technology appeared first on School Transportation News.
School bus operations rely on technology to address the complex requirements of transporting students. Properly identifying your organization’s operational, functional, technical and financial needs will enhance its capabilities as well as your satisfaction with your choices—but how to start?
Download our complimentary white paper for fresh perspective into choosing a partner who provides good value, not just a good price.
Fill out the form below and then check your email for the white paper download link.
The post (Free White Paper) How To Choose Your Ideal School Bus Operation Management Partner appeared first on School Transportation News.
Owning a brand-new car is supposed to be a joyful experience. Buying one from a relatively new automaker can heighten those feelings since the product typically offers exciting innovations. For one Rivian owner, though, the whole thing has left a bittersweet taste in his mouth.
His situation, shared in a pair of Reddit posts, highlights the challenges that come with supporting a new automaker. It also points out how shaky service can sour an otherwise stellar product.
Read: Rivian Owner’s Quality And Service Nightmares Expose The Pain Of Being A ‘Beta Tester’
The first issue popped up when the owner in question slipped into his R1T to find that the screens were dead. No reset procedure worked, so the truck was basically a big, shiny, expensive brick. “I love this truck, it’s amazing,” he wrote, “but these damn problems that keep popping up are making it hard to keep loving.”
Service Setbacks
After a tow, Rivian’s service center replaced the 12-volt battery, swapped out a faulty AXM module, and flushed the coolant. The owner picked the truck up days later, hoping his troubles were behind him. To say was he wrong would be an understatement: actually, he had more problems before even leaving the service center, the least of all being that there were ‘greasy fingerprints’ all over and the floor mats were dirty.
The big issue was that his Apple CarPlay no longer worked. He tried logging out and back in, to no avail. Moreover, the driver’s traffic visualization system was non-functional and things like the ‘smart turn signals’ were on the fritz. “This isn’t fun guys, I’m seriously about to give up on this truck,” he wrote in a full follow-up.
To be fair, this sort of story isn’t unique to Rivian. Service mishaps happen at every automaker, including legacy brands. The difference is that companies like Ford, GM, and Toyota have decades-old networks of dealers and service processes to lean on. Rivian is still building its infrastructure from scratch.
You May Love It – But Can You Trust It?
Many owners rave about positive experiences, but enough of them report headaches like this that it underscores how fragile trust can be when the car in question relies heavily on things like complex software and untested support systems to function as it should. One commenter in the thread claims they’ve been in for service between 10-15 times in just two years. In the end, for this particular Rivian owner, the R1T still feels like the right truck – when it works.
If you’re starting to lose count of the number of tech-heavy Tesla-hunting Chinese automakers, then we can’t blame you; it certainly is an extremely competitive space. Many of these brands and have significant backing from major players (many of them even state-sponsored) and are able to react quickly to local customers’ preferences.
But something all of China’s new crop are learning is that wins at home don’t easily translate into the next frontier that’s named “overseas sales”. Having to challenge the likes of established automakers that have become household names across most of the globe is no mean feat.
Read: We Get Up Close To The Avatr 11 And 12 EVs Aiming To Shake Up The Luxury Market
From what we’ve seen so far, Avatr realizes this – or at least their hiring and marketing departments do. Which is why, before getting behind the wheel of the 11 (pronounced “one one”, not “eleven”) I’m presented with a who’s who of European employees that have been brought in to Avatr’s fold. The company’s design center is based in Munich and is headed by Nader Faghihzadeh, who mastered his trade at BMW with an impressive 17-year stint.
What makes up Avatr is just as interesting, too. It was originally developed between Changan and Nio, with the latter exiting as it started to falter financially. But while the latter departed, two important new partners entered: tech giant Huawei and global battery supplier CATL.
| › Model: | 2025 Avatr 11 |
| › Dimensions: | 4,880 mm (192.1 inches) Length 1,970 mm (77.6 inches) Width 1,601 mm (63.0 inches) Height 2,975 mm (117.1 in) Wheelbase |
| › Curb Weight: | 2,180 kg / 4,806 lbs |
| › Powertrain: | Rear-wheel drive with 90 kWh battery |
| › Output: | 190 kW (255 hp / 258 PS) and 370 Nm (273 lb-ft) of torque |
| › Transmission: | 5-Speed Manual, 5-Speed Automated Manual, or CVT |
| › Performance: | 0-100 kmh (62 mph) in 7.4 sec, 200 kmh (125 mph) top speed |
| › Range: | 575 km / 357 miles (NEDC) |
| › On Sale: | Now |
A True Luxury Offering
If you’re not convinced that Chinese automakers have made the jump to true luxury offerings, then the Avatr 11 serves as a rude awakening. The interior is loaded with plush surfaces, thoughtful features, and genuine comfort. My one complaint was the empty central console, as the space left for wireless phone charging looks bare without a device in there and the location is just a touch scratchy compared to the rest of the interior.
But that’s only because the heated, cooled, and massaging seats are trimmed in Nappa Leather and there are brushed aluminum effect trims around the cabin, including a Meridian-branded 25-speaker sound system ala Range Rover. And the steering wheel, of the quadrant variety, features a thick and well-designed rim, again wrapped in premium leather.
All four doors open and close electrically, which is slower than actually using your arms but makes for a cool party trick. Also of note is that, although there are buttons for the door release, there are also easy-to-spot emergency manual releases (Tesla, better take some notes if you will).
Our test car featured space for five, but there’s a four-seater option for that added luxury GT feeling. Front seat passengers are treated to their own 10.25-inch screen (the same size as the driver’s display), which can be used to play media or show other information related to the drive, while there’s a massive screen in the center too. Unlike the Avatr’s Deepal cousin, this central screen doesn’t swivel towards the operator, but at 15.6 inches, it’s large enough to forgo what is, if we’re honest, a bit of a gimmick.
As EVs begin to converge upon each other performance-wise, manufacturers are keen to capitalize on how their tech can be differentiated. Here, Huawei’s HarmonyOS shines as a system that has evidently been designed to complement the driving experience. Rather than offering a basic reskinned Android system, HarmonyOS in the Avatr 11 really offers that fluidity that more ICE systems should aim for.
More: The Hidden Cost Of Owning A New Chinese Car
Which is good and bad. Good, because virtually everything inside the 11 needs to be controlled through the interface, and bad because, well, it means virtually everything inside the 11 needs to be controlled through the interface. Going a step further than just hiding the climate control and fan speed behind a menu, the Avatr 11’s HVAC vent direction needs to be adjusted via the screen, which brings about the kind of infuriation reserved for watching someone hit “Reply All” to a company-wide email.
Those points aside, the interior of the 11 never fails to make you feel special. The Avatr’s party piece includes “zero gravity” mode for the front seats, allowing you to rest while recharging, enjoying that ridiculously elaborate sound system.
Exterior
The exterior of the 11 is an interesting one. The matte grey paint finish on our demo car, perhaps, wasn’t the best to accentuate as a design that actually looks fairly appealing from multiple angles. Regardless of hue, the high waistline, large wheel arches, and arch-filling 22-inch multispoke wheels really make the 11 imposing on the road.
The odd bit of black plastic on the front fenders is ordinarily used for Avatr’s autonomous driving tech, with radar and LIDAR sensors available in other markets. Also available in other models is an electrically deploying rear spoiler — not something you’d expect (or really want) on something that’s essentially a crossover SUV. Staying at the rear, you’ll notice the impractically small rear window is actually adorned by two flying buttresses, ala Jaguar XJS. In fact, it makes for an interesting design, which is less generic than other Chinese EVs that seem to be conforming to a rather dull mold.
Also of note is that, while this is playing in the crossover SUV space, it’s true identity is somewhat confusing. Technically, it could be labelled a sedan because the trunk is actually separated from the interior, with a trunk lid that doesn’t encompass the rear glass. However, people nowadays have fallen out of love with sedans and are totally into SUVs, thus automakers are, naturally, playing to their audience.
On The Road
While our test drive was brief, it was more than enough for us to come up to some pretty solid conclusions. This coupe-like SUV/crossover concoction manages to cocoon you inside, but at the expense of being able to see your extremities. It therefore feels like a big car with almost non-existent rear-view visibility, which makes your rely on the parking cameras a lot.
Speaking of huge, the massive 22-inch wheels are wrapped in Continental rubber – impressive when you consider most Chinese cars ride on cheaper, and much less performance-oriented, domestic market brands.
That’s not the only acclaimed name you’ll see on the 11. Behind those wheels lie painted four-pot Brembo calipers. Avatr likes to make noise about their lengthy list of OE suppliers, and while most names may be known to the nerdiest of nerds (i.e, most of you reading this), having four-pot Brembos on your EV is a flex in its own right to everyone from supercar owners to fast and furious devotees.
Review: We Drive The $7,000 Nissan SUV That’s Taking Asia By Storm
A shame then that the Avatr doesn’t really feel that sporty at all. The steering is numb, and the 22-inch wheels have a tendency to tramline in a way that isn’t what you’d call engaging. That said, despite not riding on air suspension, the ride is comfy, donk-like wheels and all.
There are two battery variants, the standard is a 90 kWh with 575 km of range or a 116 kW battery with 680 km of range on the NEDC cycle. Power is supplied to the rear wheels via a 190 kW motor with 370 Nm of torque. It’s enough to propel this decidedly heavy lump forward to 100 km/h in 7.4 seconds for the smaller battery, and 7.9 seconds for the larger battery.
There’s also a dual-motor all-wheel drive option available in other territories, which features a combined 425 kW of power for a 0-100 km/h time of just 3.9 seconds.
Conclusion
Despite spending less time than we’d have liked behind the wheel of the Avatr 11, it managed to impress us. Not because of drop-dead gorgeous looks, insane performance, or any one outstanding tech feature. But because, combined, it all comes together to offer something that is adequately differentiated from what can only be described as an onslaught of cookie-cutter EVs from the People’s Republic.
And when it comes to genuine luxury, the 11’s key points, such as tech, comfort, and interior ambience, have all been nailed. A European-styled EV with China’s cutting-edge tech doesn’t sound bad at all. In fact, it sounds very enticing. We bet we won’t be the only ones who will feel this way. The established players on the field, however, may start having serious reasons to worry about their own products. Which, in the end, will only benefit the ones that really matter: us.
WASHINGTON – As the new school year gets underway, the majority of students will rely on buses powered by internal combustion engines, according to the Engine Technology Forum (ETF). The following statement is attributable to Allen Schaeffer, Executive Director of ETF:
“Based on our estimates, over 85% of the approximately 540,000 school buses on the road today are powered by diesel engines. Small percentages run on gasoline and propane.
“Nearly three-quarters of the diesel buses in operation today are the newest generation models equipped with the most advanced emissions control systems, including selective catalytic reduction (SCR) and particulate filters. Together, these technologies virtually eliminate emissions of nitrogen oxides and particulate matter.
“Today’s advanced diesel technology achieves near-zero emissions and has an unmatched combination of features that make it the technology of choice for school bus fleets. These include lower cost, greater reliability and durability, ease and access to fueling, nationwide parts and servicing networks, all-weather performance, suitability for irregular routes and contracted busing services, resale value, and the ability to utilize renewable, low carbon fuels.
“School districts recognize that there are many ways to boost their sustainability in addition to electrification. The most accessible and available option is by switching their fleet from diesel to biodiesel and renewable diesel fuels that reduce carbon and other emissions by 50 to 75%. These fuels can be used in any new or existing diesel bus and stored and dispensed without modifications to existing systems. The outlook for these fuels in the U.S. is growing dramatically. In 2024, the U.S. was on pace to surpass 5 billion gallons of biodiesel and renewable diesel consumption for the first time according to Clean Fuels Alliance America.
“Considerable public and philanthropic funding has driven the adoption of electric school buses over the last few years. According to the World Resources Institute, there are now more than 5,100 electric school buses serving students in the U.S. Electric buses offer some school bus fleets another viable option for sustainably transporting students.
“Equally important in understanding sustainability choices is knowing the source of electricity used to charge the buses. According to the Energy Information Administration (EIA), nationwide, 43.1% of electricity is generated from natural gas, 16.2% coal, 16.6% nuclear, and 21.4% renewable sources (wind, solar, hydro, biomass, and geothermal).
“From the classroom to the bus depot, school districts are confronting a myriad of challenges with limited budgets. In many districts shortages of qualified school bus drivers are the main concern confronting fleet managers. Federal and other funding streams that facilitate electric buses and required infrastructure are uncertain or less available, complicating the adoption of these new technologies. That’s one reason we expect diesel-powered buses to remain the top choice for school districts nationwide for years to come.
“Getting the most bang from their transportation buck is the challenge facing every fleet manager. Regardless of the sustainability approach, whether electrification or use of renewable fuels and new diesel buses, retiring older buses and maximizing the number of students transported by newer, cleaner buses should be a top priority. New buses offer many safety features that all students, not just a select few, should benefit from.”
About the Engine Technology Forum
Founded on the principles of fact-based education, science, outreach and collaboration, the Engine Technology Forum is dedicated to promoting a greater understanding of the benefits of advanced engines and the fuels that they use, as well as how these contribute to a sustainable future. Sign up for our digital newsletter and connect with us on LinkedIn, X, Facebook, Instagram, and YouTube.
The post Back to School: Advanced Internal Combustion Engines are a Sustainable Solution for Pupil Transportation appeared first on School Transportation News.
Julie Greene says she didn’t originally picture herself as a school bus driver, but after almost 30 years, she wouldn’t trade her career for anything.
Beacon Mobility announced Greene as its Driver of the Year at the contractor’s “SOAR” Leadership Summit in July. Greene drives for Salter Transportation, a transportation company that has been part of the Beacon Mobility family since 2021. She transports students attending the Pentucket Regional School District, which serves Groveland, Merrimack and West Newsbury, Massachusetts. Lytx, a video management and fleet telematics company, also recognized Green as its Driver of the Year in the Transit/Motor Coach Driver category in March.
“Greene’s recognition was based on her exemplary 2024 driving performance, including detailed telematics and video data that showed consistently safe maneuvering, zero speed violations, and an absence of risky driving behaviors. Judges also considered her impressive mileage record, absence of law enforcement citations, and positive contributions to the community,” stated a press release from Beacon Mobility.
Beacon Mobility also congratulated Greene in a social media post saying, “This award represents the highest level of excellence, and Julie embodies it in every mile she drives. With unwavering dedication, professionalism, and care, she has set the standard for what it means to live our mission and values.”
“Her perfect safety record speaks volumes, but so does the way her students light up when they see her,” continued Maryann Kocur, vice president of operations at Salter Transportation.
Beacon Mobility CEO Judith Crawford echoed the sentiment. “Her professionalism, compassion, and remarkable record set the standard for excellence across our entire organization,” she added. “We are proud to have her on our team and thrilled to see her recognized with such a prestigious honor.”
Greene told STN she had no idea she would be recognized with the Beacon Mobility Driver of the Year award before her name was announced.
“I’m honored, humbled, and proud to represent school bus drivers across the country because I really feel like we do something special every day. It gets me emotional, but I work with so many solid drivers that really have the best interests of the children and what it means to get we have to be recognized nationally as a school bus driver. It’s just, I continue to be overwhelmed, and I’m still processing it.”
Greene was a young mother working as supervisor at an insurance company when an unexpected medical circumstance took her out of that field. With a newborn and a 3-year-old at home, she began reevaluating her new life situation and balancing work with childcare. A friend suggested she try driving a school bus to allow for more time with her children.
Greene stated that her first impression of a yellow school bus was that it seemed too daunting to drive but she told herself, “You know you can do this, and it will work out great.”
Twenty-six years later, people ask her about retiring, but as she said in her acceptance speech at the award ceremony, “It’s always been more than a job, it moves my soul. The connection I have in my community, with the kids that I transport has been a privilege and an honor.”
Greene said that she has been able to live and work transporting students in the same area of Massachusetts for her whole career. As the district’s transportation contract moved to different bus companies she would move to the new company and has been with Salter Transportation for 10 years.
She said she loves the community connection, adding that she’s had students on her route who invite her to birthday parties, sporting and music events, or talk to her about their plans for college.
“It’s a lot of personal connection in the time frame that we drive, which I think is surprising to a lot of people, but we really are involved in the students’ lives, and it definitely fulfills a purpose,” said Greene. “I know exactly why I’m doing what I’m doing and how important it is…we learn a lot about these kids, and we care about them the same way I care about mine.”
Greene shared fond memories of young students telling her about the first time they learned to tie their shoes or wanting to practice their beginning reading skills on the bus ride. She shared that she has noticed how students gravitate to empathy and compassion, traits as a mother she also shares with her students. She also said that she was motivated to continue as driver by a “strong sense of pride and purpose” to be transporting students to their education.
She added she has always viewed driving a school bus as more than a job and that the majority of drivers are doing much more than driving. She recalled the excitement on her students’ faces as they returned to bus routes after schools reopened following the COVID-19 pandemic. She related how she hadn’t even taken her first sick day until after COVID-19 and how concerned students were when she was not in the driver’s seat for a few days. That commitment to consistency has built a strong foundation of trust and respect with her students and their families, she commented.
In her almost three decades as a driver, Greene said that she personally feels that while the role of a school bus driver is still underestimated by some, she has seen an increase in awareness and respect.
“It’s far different today, where we’re respected … we’re important in our communities. I feel that every day, I feel that from my workplace, with my coworkers,” shared Greene.
She summed up her advice to other drivers with two phrases that she said influence how she approaches interactions with the students on her bus. The first is “In a world where you can be anything, be kind,” and the second is from Dr. Seuss: “Be who you are and say what you feel. Because those who mind don’t matter and those who matter, don’t mind.”
The latter saying is posted in her bus to remind the students that the bus is safe place for “whoever you are today, or tomorrow, or any second. You put your foot on that bus, you’re accepted.”
Related: Kentucky School Bus Driver Keeps Students Fed During Summer
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Related: Guiding Hands: New York School Bus Driver Supports Young Rider Through Her Anxiety
The post Beacon Mobility Driver of Year Shares Passion for Student Service, Connection appeared first on School Transportation News.
Bibb County School District in central Georgia transports more than 10,000 students and maintains a fleet of 200 school buses. Every one of them is equipped with GPS hardware and onboard tablets that track vehicle location and metrics used to improve driver safety, engine idle time and on-time performance.
Telematics communicates data remotely to monitor and manage school bus assets. School bus fleet operators, like those at Bibb County, have been using telematics to manage vehicle locations, arrival and departure data, route optimization, student accountability and other important metrics and data. Increasingly, it is also measuring driver performance and school bus operational performance.
Mike Grandy is a solutions consultant manager with Plano, Texas based Tyler Technologies, a provider of integrated software and technology services for school buses, including those in Bibb County.
“Maintenance software does more than just track what’s going wrong. It helps you get ahead of problems before they cost you time and money,” said Grandy. “By pulling data from your fleet’s onboard systems, it can recommend exactly what needs attention and when.”
Grandy explained that telematics watch for engine fault codes in real time like overheating, misfires or diesel exhaust fluid (DEF) issues. When something serious pops up, it flags it right away so technicians can fix it before it leads to a breakdown or inspection failure. He explained Tyler’s system is not time-driven maintenance, but rather condition-based. Instead of relying on the calendar, the software looks at how much each vehicle is being driven and how it’s being used. It then recommends things like oil changes, brake service, or filter replacements based on real wear, not guesswork.
For example, by watching voltage levels and how the battery performs during startups, the system can spot signs of trouble early. If it sees that a battery isn’t holding a charge, it’ll send an alert before a driver gets stuck with a dead one, explained Grandy.
Charles Kriete, president and CEO of Zonar Systems, commented that the most frequent issues diagnostics tracked on school buses are emissions system faults, battery and electrical faults, cooling system alerts, fuel system faults and transmission faults.
“By surfacing these issues as they happen, we give maintenance teams the ability to address problems before they lead to roadside breakdowns or missed routes,” he said, adding one large school district reduced its road breakdowns by 27 percent in one year with Zonar FaultIQ.
Samsara’s platform is used for both condition-based maintenance and time-directed maintenance, said Mayank Nayar, the company’s principal product manager.
“Condition-based maintenance is where telematics truly excels,” he added. “However, we also see fleets using time-based maintenance for maintenance items like washing vehicles. Our platform helps manage schedules, send automated reminders and generate work orders, ensuring all routine checks are completed. This combined approach provides school bus fleets with a comprehensive maintenance strategy.”
Traditional and legacy means of maintenance management often entailed laborious documentation – on paper or entered manually. This demands time and effort to write everything and risks having critical information misread or mislabeled.
“Data shows that maintenance teams spend more than half of their time on paperwork and other manual tasks—not on the essential ‘wrench time’ needed to keep fleets healthy,” said Nayar. “The two most important elements of asset maintenance and repairs are preventative maintenance and visibility. With Samsara, school bus fleets have access to a variety of AI-powered preventative maintenance tools to keep their vehicles safe and in-service.”
Samsara recently released a new feature for drivers that helps simplify the vehicle inspection process by automatically converting inspection notes from voice to text. In turn, Nayar said managers can ensure reports are properly completed by viewing drivers walking around the buses and documenting the duration of the inspection and quality of the report photos.
It also flags diagnostic fault codes enriched with AI, alerting maintenance teams to potential issues like an engine or sensor problem often before a driver even notices. This allows for proactive fixes, avoiding disruptive roadside breakdowns and financial penalties.
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Integrating with Route Planning and GPS Metrics
CalAmp provides connected intelligence solutions for school bus fleet operators, primarily focusing on tracking, monitoring and protecting mobile assets. Adam Ortlieb, the company’s senior product marketing manager, said many telematics customers use are maintenance management capabilities in conjunction with other functions such as routing and route planning.
“Typical use cases include performing vehicle inspections, generating and managing work orders, and capturing engine diagnostics information, malfunction indicator light alerts, and related data,” explained Ortlieb. “Typical recommendations generally center around likely malfunctions and steps drivers, and maintenance staff can take to manage current state, as well as performance related issues, potential safety issues and preventative maintenance.”
Meanwhile, Zach Moren, the sales engineering lead at Transfinder, noted that about 22 percent of their clients who use Transfinder routing software also use the company’s maintenance software. However, he noted that well below 50 percent of school districts are using fleet maintenance in general.
He noted that in terms of route planning, which reduces miles, the separate benefits of fleet maintenance are the cost differences between having a breakdown on a road versus inspections that catch issues and maintaining upkept vehicles.
He added that with the integration of AI, Transfinder is compiling data from each of its customers on students and ridership as well as vehicle mileage and age. “The two benefits of that is creating more efficient routes, but on the fleet side, it’s helping fleet managers move to predictive maintenance.
“Could your system say, hey, for the month of September, this is how many inspections we expect you to do. Vehicles are going to come in 27 times. You have the right parts, you have the right staff, things like that on hand, that could start to help you and give you a heads up,” he said of use cases, adding that already the technology helps with telematics such as temperature readings, parts and labor usage and time requirements. “And there’s a lot of information that we could start recommending on. These are how many parts you’re going to use this year.”
He continued, noting that with tariffs, costs are going to go up. “If I know about how many parts I need to use for the entire year, and I could buy it today rather than six months from now, it could be really, really beneficial,” he said.
Predictive maintenance could also help with inventory, as fleet managers might not want to keep a ton of supply on hand.
How fast could school bus operators move to predictive maintenance? Zonar’s Kriete said a five- to seven-year timeline is realistic for widespread adoption. Success, he added, depends on high-quality ECM data from a majority of the fleet.
“We’re already piloting predictive analytics in mixed-fleet environments, but industry-wide use will require consistent data capture across bus models and years,” he added.
Preventive maintenance measures remain a key attribute of the telematics software with CalAmp. But another use of the telematic software is to track driver performance and behavior to determine if driving behavior is out of order or having an influence on maintenance, safety and bus performance issues.
“Managing driver behavior is a crucial proactive step in preventative maintenance that can be overlooked,” said Ortlieb. “The CalAmp K-12 system, for example, automatically captures and consolidates speeding, aggressive driving, and idling data, and presents it in a scoring framework that simplifies coaching and supports reward systems. The direct result is helping transportation departments to minimize unnecessary wear-and-tear on tires and brakes and bypassing expensive repairs, downtime, accidents, and other potential safety issues.”
By consolidating accurate details such as odometer, engine hours, fault codes, lamp status, and battery data, Orlieb said the transportation management system streamlines manual data collection, eliminates human error and better informs planning and troubleshooting.
Grandy at Tyler added that an integrated fleet maintenance system provides many practical advantages, especially when trying to keep things running smoothly across a busy operation.
“It ties directly into your routing, GPS and vehicle data. You get a full picture of how each vehicle is being used and what it needs, all in one place,” he continued. “You can set up automated maintenance schedules based on real mileage or engine hours, not just guesswork. Plus, you can easily track work orders, parts and labor costs without juggling spreadsheets or paper logs. (Technicians) spend less time reacting and more time planning. Scheduling services and inspections becomes a lot more efficient, which helps reduce downtime and keeps your vehicles on the road.”
The beauty of integration with different telemetric parameters such as routing and vehicle maintenance is that each vehicle has a complete service history right at maintenance professionals’ fingertips, simplifying compliance, reporting and budgeting.
Grandy said that advanced fleet software should be comprehensive and “helps you stay ahead, cut out the chaos and keep your fleet running at its best.”
Taylor Ekbatani and Ryan Gray contributed to this report.
The post Under the Hood: School Bus ‘Smart’ Telematics Driving Fleet Improvements appeared first on School Transportation News.
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