Tony and Ryan discuss regulatory updates, the importance of vendor partnerships, a sensationalized incident involving a Texas school bus, and this year’s Garage Stars.
Charles Chilton, vice president and general manager of IC Bus, discusses his engineering and school bus driver background, navigating the uncertain clean bus market, and supporting IC Bus customers.
Reno, Nevada is a dichotomy in July, where the sunbaked desert meets the lush Truckee Meadows, and fir and pine trees lead the way to the foothills of the Sierra Nevada. Temperatures easily reach triple digits, but strong afternoon winds rolling down the mountainside make evenings pleasant. It is also the scene of the annual STN EXPO West, which last month celebrated its 32nd year, and it has hosted many events and training activities over that span. This year, it brought a new element to the conference.
The National School Bus Inspection Training Program included a high-voltage electric school bus overview that identified key safety components when working on these vehicles. Thanks to Washoe County School District Transportation Director Scott Lee and his staff, Derek Bryant of Automotive Service Excellence utilized an electric Type D Blue Bird to show and discuss with 30 participants the intricacies of electric school bus maintenance and safety inspections. Bryant was joined by Jannet Malig of the Long Beach, California chapter of Clean Cities and the head of California’s Community College program that trains school districts on electric school bus maintenance.
The high-voltage training started the Saturday portion of the hands-on training at Washoe’s South transportation facility after a day of classroom exercises and a written exam. Providing an overview of ASE’s new accreditation for high-voltage safety, Bryant took participants through an electrical journey across the entire school bus, which was elevated on a mobile lift. The overview was about an hour and a half long, and thankfully the Reno heat cooperated as the aforementioned breeze came early.
High-voltage safety training is a must for school bus maintenance technicians nationwide, not only in nearby California, where electric school bus adoption is accelerated. This fact was hammered home several days after the EXPO concluded, when the new owner of Lion Bus formally notified U.S. customers their warranties are now void. This means some 2,000 electric school buses officially have no support. Any owner of a Lion electric bus will tell you that that service has been lacking for some time.
Earlier this year, STN reported some options available to U.S. school districts. More recently, the World Resources Institute’s Electric School Bus Initiative and CALSTART announced they are working to provide more resources to Lion customers.
The situation highlights a legitimate concern about new entrants into the electric school bus segment, whether that be the vehicle itself, chargers and infrastructure, or service. Already, several companies have fallen by the wayside. With the exit of Lion from the U.S. market, student transportation leaders must ensure the provider they select will be there tomorrow. Certainly, Blue Bird, IC Bus and Thomas Built Buses are in for the long haul. BYD spinoff Ride has a legacy that goes back to 2013, about the same as Lion, but BYD holds the distinction of being the largest electric vehicles manufacturer in the world.
Meanwhile, the feeding frenzy on $5 billion from the EPA Clean School Bus Program appears to have subsided, though EPA finally broke its silence last month with an update on the rebate process as well as promising more information on future funding. There will likely be changes, such as more money for propane school buses. Still, with over 5,200 electric school buses on the road—and another 14,000 in the pipeline, according to the World Resource Institute’s Electric School Bus Initiative—maintenance professionals must receive training and assistance. That includes warranty work.
Electric school buses aren’t going anywhere. All the OEMs have spent considerable time and money in developing their low- and zero-emissions products. No amount of uncertainty from Washington, D.C., changes that. I believe electric school buses, will ultimately be successful in specific areas and on routes where the vehicles make the most sense—and other fuels will be necessary for years to come to make up the difference. And technicians in these school districts will need to provide maintenance.
With electric school buses, there are no oil changes, no fuel filter replacements and in many cases no transmission work. But as highlighted by ASE’s high-voltage accreditation, and the work being done elsewhere, it is critical school districts and bus companies have well trained professionals on staff able to take an educated approach to maintaining them. There is nothing contradictory about that.
Editor’s Note: As reprinted from the August 2025 issue of School Transportation News.
A new report reaffirms California’s commitment to zero-emission vehicle adoption and deployment despite attempts by Congress and the Trump administration to remove federal waivers that provide the state authority to cut pollution levels within its borders and elsewhere.
The state currently is involved in multiple lawsuits challenging the administration’s efforts to revoke the waivers approved by the Biden administration’s Environmental Protection Agency and others.
The California Air Resources Board (CARB) released the report last week in response to Gov. Gavin Executive Order N-27-25 in June that directs CARB and several other state agencies to recommend strategies that make clean transportation more affordable, reliable and accessible. The report outlines strategies to expand the adoption of Zero-Emission Vehicles (ZEVs) across all vehicle types, including school buses, as part of the state’s broader effort to combat air pollution and climate change.
The report highlights California’s leadership in clean transportation, noting that the state has already surpassed its goal of deploying 2 million ZEVs. With 56 ZEV manufacturers operating in the state and nearly 178,000 public or shared private electric vehicle chargers installed, California is setting the pace for the nation.
However, the CARB report notes that five of the 10 most polluted cities in the U.S. are in California, and millions of residents still live in areas with dangerously high ozone levels, especially in the Los Angeles area and the San Joaquin Valley.
To address these challenges, CARB recommends actions across six key areas: Private investment, incentives, infrastructure, fuel pricing, regulations, and procurement. CARB seeks to sustain the Low Carbon Fuel Standard (LCFS) program that utilizes credits from 200 participating companies and from utilities to subsidize clean fuels like renewable diesel and to continue taking advantage of other existing funding programs. It recommends backfilling the federal clean air vehicle tax credits that are set to expire at the end of next month and providing “reliable and consistent funding” to the agency and the California Energy Commission for ZEV deployment and infrastructure incentive programs.
Noting that infrastructure remains one of the largest barriers to ZEV adoption, the report highlights the need for increased reliability of and access to EV chargers, including timely repair. CARB also recommends streamlining permitting processes and utility energization timelines. This includes implementing flexible service connections and other strategies to eliminate delays in EV charging installation.
CARB also calls for unlocking the benefits of V2G by improving the energization process to enable vehicles to power homes and businesses or to export power to the grid during peak demand periods. This includes developing utility rates “that align EV charging and discharging with grid needs” and establishing incentives to automakers that build EVs that can provide backup power. CARB also writes that standards are needed for chargers to enable the use of vehicle-grid integration.
School buses are directly impacted by the state’s push for ZEV adoption. The report emphasizes the need for incentives and infrastructure to support the transition to zero-emission buses. For school districts, this could mean additional access to funding programs that make it easier to replace aging diesel buses with electric or even hydrogen-powered alternatives. Additionally, CARB says the focus on building reliable charging infrastructure could alleviate concerns about fueling capacity and range limitations.
For companies operating school buses, the report’s recommendations present both opportunities and challenges. The emphasis on private investment through programs like the LCFS could provide financial incentives for operators to transition their fleets. Additionally, the state’s focus on workforce development could help create a pipeline of skilled workers to maintain and operate ZEVs.
However, the transition will require careful planning. CARB states operators will need to navigate new regulations, invest in charging or fueling infrastructure and ensure their fleets meet the state’s reliability and durability standards. Collaboration with state agencies and local governments will be key to overcoming these hurdles.
The CARB report also notes 17 other states and the District of Columbia have chosen to adopt at least part of California’s vehicle standards. The demand in these states for clean transportation collectively represents 40 percent of the nation’s new light-duty vehicle market and 25 percent of the nation’s new heavy-duty vehicle market, which are three to four times that of California alone. In addition, three of these states have established complementary regulations similar to California’s LCFS to further advance the clean vehicle market.
Ryan and Taylor evaluate a U.S. Department of Energy report questioning electric grid safety and share breaking news on the TSD Conference.
New York contractor Suffolk Transportation was recently honored with the National School Transportation Association’s Contractor of the Year award. Assistant Vice Presidents Joseph and Johnny Corrado, along with Chief Operating Officer Tommy Smith, discuss upholding the family business legacy, providing students with safe service and navigating operations in an ever-modernizing environment.
MACON, Ga.- Blue Bird Corporation (Nasdaq: BLBD), the leader in electric and low-emission school buses, is delivering 25 electric school buses to Little Rock School District (LRSD) in Arkansas. The zero-emission school bus fleet marks a new era of clean student transportation for the school district. LRSD is the third-largest school district in the state and operates more than 40 schools serving over 19,000 students.
Blue Bird provides its most advanced Vision electric school buses to Little Rock School District. The state-of-the-art electric buses have a vehicle range of up to 130 miles on a single charge and can carry up to 69 passengers. The high-performance batteries take merely two hours to fully recharge.
Following the completion of the Blue Bird electric school bus order, LRSD will maintain a bus fleet of approximately 70 vehicles. LRSD’s zero-emission school buses will travel nearly 1,400 miles each school day, as they pick up and safely transport 500 students to and from schools.
“This is more than just adding new buses—it’s about doing what’s right for our kids and our community,” said Dr. Jermall D. Wright, superintendent of the Little Rock School District. “We’re proud to introduce Blue Bird’s electric school buses as a step toward a cleaner, healthier future. Every mile these buses travel means less pollution, cleaner air, and a stronger commitment to the well-being of our students and the neighborhoods we serve.”
“We are pleased that Little Rock School District continues to place its trust in Blue Bird to help the school district shift to clean student transportation,” said Albert Burleigh, vice president of North America bus sales at Blue Bird Corporation. “For more than 25 years, the school district has relied on Blue Bird and our local dealer partner to meet its school bus and service needs. We look forward to helping LRSD expand its school bus fleet with safe, reliable, and environmentally-friendly vehicles.”
LRSD received a $9,875,000 grant through the U.S. Environmental Protection Agency’s (EPA) widely popular and highly effective Clean School Bus Program to purchase its Blue Bird electric school bus fleet. The EPA has already awarded nearly $3 billion through the landmark bipartisan initiative. The program to date will enable more than 1,300 school districts nationwide to replace old diesel buses with nearly 9,000 electric and ultra-low emission vehicles.
LRSD can considerably lower its operating expenses by replacing diesel with electric school buses due to reduced fuel and vehicle maintenance costs. School districts have reported paying a mere 19 cents per mile in energy costs for electric buses compared to fuel costs of up to 79 cents per mile for their diesel buses.
Blue Bird is the only U.S.-owned and operated school bus manufacturer in the United States. The company remains the proven clean transportation leader with more than 2,500 electric-powered, zero-emission school buses in operation today.
LRSD purchased its advanced electric-powered vehicles through Blue Bird’s authorized school bus dealer Central States Bus Sales in North Little Rock, Ark.
About Blue Bird Corporation
Blue Bird (NASDAQ: BLBD) is recognized as a technology leader and innovator of school buses since its founding in 1927. Our dedicated team members design, engineer and manufacture school buses with a singular focus on safety, reliability, and durability. School buses carry the most precious cargo in the world – 25 million children twice a day making them the most trusted mode of student transportation. The company is the proven leader in low- and zero-emission school buses with more than 25,000 propane, natural gas, and electric powered buses sold. Blue Bird is transforming the student transportation industry through cleaner energy solutions. For more information on Blue Bird’s complete product and service portfolio, visit www.blue-bird.com.
About the Little Rock School District
The Little Rock School District (LRSD) is the state’s third largest district, serving more than 19,000 students. The District has the distinction of having three national Blue Ribbon Schools of Excellence; nearly 200 teachers with National Board Certification; and historically within the past decade, the most National Merit Semifinalists in the state. LRSD is also home to the 2019 Arkansas Teacher of the Year and consistently ranks among the top award recipients in STEM-related competitions and the performing/creative arts. For more information, visit https://www.lrsd.org.
I loved the Green Bus Summit at STN EXPO West in Reno, Nevada. Of course I did. I’m an extrovert, an electric school bus (ESB) nerd ever hungry to learn new things, and I grew up in a desert. This was my sixth STN EXPO conference, and the third I’ve covered for STN as a writer specializing in ESB related topics.
That said, some things not discussed at the Green Bus Summit, at least not officially, are as pressing as the topics that are more popular and comfortable. I’ll get to those in a minute. On the lighter side, part of covering a conference is just listening in general (some might call this eavesdropping). I overheard at the opening reception: “Right, we are not pro-electric, we’re sitting back and letting everybody else work through all the problems before we do anything.”
I get it. If I was already working hard and wouldn’t be paid extra for taking the risks of the ESB path, maybe I’d stay with the status quo of fossil-fueled buses, too. The people running ESBs, though, look as wide-awake, alive and happy as anyone I’ve ever met. And John Wyskiel, president and CEO of Blue Bird, stated that students who ride ESBs arrive at school calmer and more ready to learn.
Technology in general, STN Chief Content Officer Ryan Gray noted, is an increasing theme for the school bus industry. New technology always carries risk. Henry Ford had failures. Diesel was once new and iffy. I liked STN President Tony Corpin’s story of when his parents, Bill and Colette Paul, were starting the magazine up in 1991. Its success was not assured. Blue Bird (and others) gave them a check, a year’s advertising in advance, for the fledgling publication. Their investment implied, “We trust you.” The magazine flourished.
In contrast, the districts that trusted and invested in Lion Electric regret it.
(A few days and after I returned home from Reno, a colleague forwarded me the letter that the newly purchased Lion sent out U.S. owners of Lion Electric school buses. It states their warranties are now void. ESB advocacy groups CALSTART, the Alliance for Electric School Buses and World Resources Institute are working to support Lion owners.)
We heard a lot about Artificial Intelligence (AI) growing rapidly in the school bus world, but little mention of its enormous use of electricity and water. That’s problematic in that power outages and prolonged droughts are on the rise, especially in the West (we were sitting in a Western desert). Should we automatically use AI without limits? Or do we choose how to use it? And do we see ESBs as not just using electricity, but also being able to feed energy back into the grid (V2G), or, more locally and with simpler technology, into a school building during a power outage (V2B)?
First-time STN EXPO attendee Clarissa Castrowore native Navajo dress at the trade show (we were told to dress up). She drives long rural routes for Window Rock Unified School District in Arizona. Window Rock is the capital of the Navajo Nation’s reservation. Castro said, “I like the conference a lot! We have too many-stop arm violations. We need to update our technology.”
For the record, I do not think ESBs are for everybody. For example, I don’t think Window Rock Unified School District in Arizona should pursue them. About 30 percent of residences on the Navajo reservation don’t have electricity yet. I’d think addressing that is a top priority. Literacy rates go up when homes gain electricity (being an ESB nerd makes you an energy nerd, as well).
Jessica Sevilla, director of fleet and facilities at Antelope Valley Schools Transportation Agency in Southern California, runs 230 school buses, 41 of them electric. “The leap between the worlds [from fossil-fueled to electric] is larger than we’d thought. Mechanics are learning to reach for laptops instead of wrenches.”
She emphasized training and said employee openness to ESBs depended partly on “where they’re at in their careers.” In other words, those earlier in their careers may be more open to learning new skills. Other panelists agreed that ESB driving skill has an enormous impact on range. A feather-foot that maximizes regenerative braking can add dozens of miles of range over the course of a day.
Charles Kriete, CEO of Zonar, told us our business is access to education, not necessarily transportation. I’d call that a paradigm shift. In keeping with Kriete’s declaration, Billy Huish, from rural Farmington Municipal Schools in New Mexico, told me he created an extended classroom by providing 71,000 hours of Wi-Fi, so far, to students on his 68 buses.
“What about TikTok?” I asked anxiously. Absolutely blocked, he assured me.
Speaking of anxiety, Kriete said parent calls are reduced by 50 percent when they can use an app to see where their child is. I’ve never fielded a concerned parent’s call, but I can imagine the urgency of resolving where the child is, the rising intensity if it takes too long, and both parents’ and dispatchers’ desires to have fewer such calls.
But even if a school district can afford the best ridership verification technology (many can’t), quota-driven ICE raids, with schools and school bus stops no longer protected from them, may lead to children going missing, or maybe more likely, their parents being abruptly swept away, unable to pick up their children. That’s a harrowing thought, especially with due process going missing, in general. Stay with me.
Transportation directors had plenty to say on this topic, on condition of anonymity, that is. One knew of children dropping out of school and afraid to leave the house after relatives were abruptly deported. The families stay quiet because they don’t want to be targeted. Another has children no longer riding the school bus because parents are fearful of ICE.
They still attend school, if their parents can drive them (not all can).
One transportation director, whose district’s policy is for employees to not surrender children to ICE agents, told me his district’s attorneys were unable to answer the following question he posed to them: “Are you making it a job requirement of my bus drivers to defy ICE agents and risk being taken away, themselves? Because some of them have kids at home who’re depending on them.”
I looked steadily, uncomfortably, into my colleague’s eyes. “We’re in uncharted territory,” he told me.
I found that staff with ESBs can be all over the map on how engaged they are with them. One transportation director had received his first two ESBs, but no idea whether he had Level 2 or Level 3 charging. Tracking your charging saves much money, as noted by Bobby Stafford, Anthony Ashley and Craig Beaver in the session, “What You Need To Know About Working With Your Utility.”
Beaver, administrator of transportation at Beaverton School District near Portland, Oregon, was STN’s Transportation Director of the Year in 2024. He reported that when he moved his ESBs from peak charging to off-peak charging, his monthly electricity bills went from $50,000 to $60,000 per month to $30,000 per month.
He advocated for vehicle to building (V2B) as opposed to vehicle to grid (V2G). He cited MOVER (Microgrid Opportunities: Vehicles Enhancing Resiliency) project (disclosure: I am among the partners in this project) in Hood River, Oregon. Beaver sees V2G as needing more time to develop. The most successful V2G program is run by Zum for Oakland Unified School District in California. Zum reports 75 ESBs are discharging 2.1 gigawatts back into the Pacific Gas and Electric grid annually, enough to power 300 homes for a year.
In contrast to the Zum V2G project, V2B projects would be under local control. Beaver is building a microgrid with Portland General Electric, his utility, that he reported has been excellent to work with. Ashley, the director of fleet for Atlanta Public Schools, reported a “less flowery experience” with Georgia Electric He advised his peers to do their research before signing a contract with their utility.
Beaver floated the idea of a Fire Relief Center for his microgrid, fueled in part by his ESBs. Heat is by far the most fatal form of extreme weather, and children are more vulnerable to extreme heat than adults. My Tedx talk on ESBs dramatizes a heat-dome scenario in which ESBs discharge energy into a community resilience center, cooling people in an outage, potentially saving lives.
Reno itself was just named the fastest warming city in the U.S. for the second year in a row. Were you out there, sweating along with me at the Ride and Drive? Can you imagine the air conditioning at the Reno conference failing for even a day? I suggest we start to imagine it. Power outages are growing nationwide as temperatures keep rising, energy loads keep growing, and the aging electric grid falters.
I do not sell ESBs or push them on anyone. I think keeping kids in school, safely learning and growing, is our core mission. I do suggest that accessing the motherlode of energy housed in our nation’s 5,000 electric school buses is a good additional mission, in our increasingly hot, anxious, energy-hungry country.
Alison Wiley is a transportation electrification professional who helps bus fleets make the transition from diesel to electric. She produces the the Electric School Bus Newsletter and gave a TedTalk last year that advocates for the use of electric school buses as a tool of equity and inclusion. She is based in Portland, Oregon.
Big news as the U.S. Environmental Protection Agency looks to eliminate greenhouse gas regulations. How will school bus manufacturers and school districts respond? Also read the new August issue of STN magazine.
Nashawn Craig, assistant director of transportation and fleet at Taylor Schools in Michigan, discusses aspects of leadership including being promoted as a younger person, retaining staff, collaborating with administration and implementing new technology.
While the immediate future remains uncertain on federal emissions regulations and funding, school bus OEMs say they are prepared with varied solutions going forward to meet the needs of every customer, no matter the fuel or where they operate.
That was the key takeaway from a July 13 panel at STN EXPO West in Reno, Nevada. The OEM representatives on stage were Francisco Lagunas, general manager of North America Bus for Cummins; Jim Crowcroft, general sales manager for Thomas Built Buses; Katie Stok, product marketing and commercial readiness for IC Bus; Frank Girardot, the PR, marketing and government relations leader at RIDE; and Brad Beauchamp, EV product segment leader for Blue Bird. The session attempted to provide some clarity to the ever-changing funding and fuel landscape.
“The only certainty is that everything is so uncertain,” Lagunas punctuated during the “The Engines & Emissions Pathway Forward” session, facilitated by School Transportation News Editor-in-Chief Ryan Gray.
Lagunas added that Cummins is seeing an increased demand in diesel, confirming that the new B6.7 octane engine will be available in January. Though, he noted that investments in electric batteries and drive systems have not slowed down. Accelera, the zero-emissions division of Cummins, is a member of a joint venture with Daimler Truck North America and Paccar to create a U.S.-based battery cell manufacturer, Amplify Cell Technologies.
Crowcroft agreed, adding that one year has made a huge difference in industry focus. Several of the same panelists sat on a similar panel last year at STN EXPO, where he said EV was the focus of the industry.
“Now, it’s been a complete 180 [degree turn] this year,” he shared, adding that the industry has spent too much time talking about EVs and not enough time talking about the other offerings.
This year has been about being diverse, being nimble and ready to adapt to change when necessary. “What is the most practical plan?” he asked, noting that diesel technology has advanced and EV fatigue is setting in.
He shared that Thomas is not telling customers what fuel or energy type to use but instead empowering them to choose what works best for their fleets. Noting the Trump administration’s relaxation of a federal push for zero-emission vehicles, Crowcroft said there has been a sigh of relief from customers for not feeling like they have to purchase electric school buses.
He noted that with all the changes and technologies, it puts more pressure on the OEMs to keep up. He said Thomas is committed to investing in quality, citing that ahead of the 2027 GHG Phase 3 regulations targeting lower NOx (the EPA currently has it on hold pending a proposal to remove GHG regulations), school districts might want to pre-buy within the next 12 months to avoid cost increases tied to the new technology.
Beauchamp said Blue Bird has always focused on a fuel-agnostic path for its customers, and the company plans on continuing with propane being a low emission source. While he said Blue Bird had yet to see EV order cancellations as of last month, he anticipates those orders will flatten. Regardless, Blue Bird is committed to EV, noting an $80 million grant from the U.S. Department of Energy last year (and double that amount in company matching funds) to build a new Type D electric school bus plant.
He noted that while the supply chain has improved coming out of COVID-19, “We’re not out of the words on it, yet,” he said.
Stok noted that the industry conversation should not be about low costs but having a supplier that delivers good quality on time. She noted that, like the other OEMs, EV is still very much part of the IC Bus product portfolio, as is diesel. However, she said the change in federal regulations will usher in changing order preferences across the industry, noting that IC is reintroducing its own gasoline school bus with the upcoming Cummins engine.
For the remainder of 2025, she said IC Bus is on track to have the highest production output from its Tulsa, Oklahoma plant. Communication is key right now, she added, and the manufacturer is working with its dealer network to listen to the customers and continue to improve.
Meanwhile, Girardot said it’s too early to predict what the future holds but BYD electric school bus company RIDE believes it holds a promise to furthering the deployment of EVs and enhancing the capabilities of vehicle to grid technology. He noted that V2G holds value and is something that communities need to consider. He highlighted success stories of V2G, such as in the Oakland Unified School District in California.
Girardot added that technician training on electric school buses is a must.
Additionally, RIDE announced a range extension on its blade battery, which took home the Best Green Technology, as judged by attendees at the STN EXPO West Trade Show Innovation Awards. Girardot added RIDE, too, received a competitive grant to expand its manufacturing facility.
SANTA FE, N.M., – GreenPower Motor Company Inc. (Nasdaq: GP) (TSXV: GPV) (“GreenPower”), a leading manufacturer and distributor of all-electric, purpose-built, zero-emission medium and heavy-duty vehicles serving the cargo and delivery market, shuttle and transit space and school bus sector, today announced it has signed a contract with the state of New Mexico to implement an all-electric school bus pilot project. The contract is the result of an award made by the state under an RFP published in May.
The two-year pilot project will deploy three GreenPower Type A all-electric, purpose-built, zero-emission Nano BEAST Access school buses in the first school year (2025-26), and three GreenPower Type D all-electric, purpose-built, zero-emission BEAST and Mega BEAST school buses in the second school year (2026-27). The shool buses will rotate around the state in five pilot rounds each school year with each round lasting six weeks. GreenPower will install charging systems, provide training for the drivers, mechanics and the community’s first responder and help ensure a seamless testing period.
The contract between GreenPower and the state of New Mexico provides more than $5 million for the purchase of vehicles, cost of charging infrastructure and overall management of the pilot. GreenPower will support the implementation of the project from a location to be established in New Mexico. Based on voluntary requests to participate, school districts are currently being selected by the state to participate in the pilot. The manufacturing of the three Nano BEAST Access school buses is substantially complete and they will be ready for deployment for Round 1 the week of September 15.
“The New Mexico pilot project provides an opportunity to expand the reach of GreenPower’s zero-emission school bus product and gives parents, kids and school districts in the state the opportunity to evaluate the transition to all-electric, purpose-built school buses,” said GreenPower President Brendan Riley. “The project is leveraging the successful pilot that GreenPower conducted in West Virginia, but also has a concentration on evaluating charging options and infrastructure.”
The pilot will include both Level 3 DC fast chargers and Level 2 slow chargers for the Nano BEAST Access school buses, and will evaluate Level 3 DC fast charging in the second year with the BEAST school buses. A part of the second year will be a vehicle-to-grid (V2G) evaluation using the GreenPower Mega BEAST. The Mega BEAST is a 40-foot Type D all-electric, purpose-built, zero-emission school bus that delivers a class-leading range of up to 300 miles on a single charge because of its massive 387 kWh battery pack. The range of the Mega BEAST is greater than any electric school bus in it’s class. It has more uphill climbing power and the most compelling and cost effective V2G capability for a more stable electric grid and community sustainability in areas where it is deployed.
“We are particularly interested in evaluating charging as a part of the pilot project,” said Mark Roper, Director of the Economic Development Division within the New Mexico Economic Development Department. “Range, charging rates and grid resiliency are critical components of switching to all-electric, zero-emission vehicles.”
GreenPower is partnering with Highland Electric Fleets to install and implement the charging infrastructure necessary for the pilot. In a letter to the state, Highland’s Chief Commercial Officer Brian Buccella shared the company’s commitment to supporting GreenPower in assessing charging infrastructure and creating a reliable EV pilot project in New Mexico. “Our experience delivering and operating electric school buses at scale positions us well to assist in the successful execution of this pilot program. This initiative presents an opportunity to reduce transportation-related emissions in New Mexico communities, protect student health and modernize school transportation,” Buccella said.
About GreenPower Motor Company Inc.
GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo van and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. GreenPower was founded in Vancouver, Canada with primary operational facilities in southern California. Listed on the Toronto exchange since November 2015, GreenPower completed its U.S. IPO and NASDAQ listing in August 2020. For further information go to www.greenpowermotor.com
The third round of funding through the $4.2 billion Clean Water, Clean Air and Green Jobs Environmental Bond Act of 2022 is now available for zero-emission school buses in the state of New York.
Gov. Kathy Hochul announced July 22 an additional $200 million distributed through the New York School Bus Incentive Program (NYSBIP). The second installment of $200 million was made available a year ago, while the first round of $100 million was announced in October 2022.
The funding covers everything from the purchase of the electric school buses to the charging infrastructure and fleet electrification planning.
“New York State is leaning into our Environmental Bond Act commitment to provide public schools with the funding and resources to make electric school buses more affordable,” Hochul said in a statement. “We are leaving no school behind as we reduce pollution from vehicles so every student can benefit from clean air while building healthier, more sustainable communities for New Yorkers across the state.”
The program is administered by the New York State Energy Research and Development Authority (NYSERDA), while NYSBIP provides incentives to eligible school bus fleet operators, including school districts and private contractors, that purchase zero-emission buses.
The funding is available on a first-come, first-served basis with funding amounts covering up to 100 percent of the incremental cost of a new or repowered electric school bus. Priority districts identified as high-need school districts and disadvantaged communities are available to receive larger funding amounts.
The deadline to purchase zero-emission school buses in the state nears amid the latest funding round. All new school buses purchased statewide as of Jan. 1, 2027, must be zero emissions and all school district and contractor fleets must be 100 percent zero emissions by 2035. The recently passed state budget extended a deferment until 2029 for school districts that demonstrate their challenges with meeting the mandate.
The NYSBIP defines zero emissions as electric or hydrogen fuel cell school buses, though only the latter are currently available.
A deep dive into the National Association of State Directors of Pupil Transportation Services’ 13th National Stop Arm Violation Count as well as updates on the Environmental Protection Agency’s Clean School Bus Funding program and electric bus manufacturer LION.
Hear from Katrina Morris, who is the transportation director for West Shore Educational Service District in Michigan, executive director of the Michigan Association for Pupil Transportation, and this year’s Peter J. Grandolfo Memorial Award of Excellence winner. Her Proactive Response Training for School Bus Drivers is being taught in 33 states, she’s leveraging sports partnerships for student transportation visibility, and she’s dedicated to safety training for students.
RENO, Nev. — Transfinder took home best hardware, software and safety technology awards for the second consecutive year and RIDE won best green technology for the third year in a row, as judged by STN EXPO West attendees during the trade show held July 14 and 15.
The 153 attendees who cast votes in the fourth annual STN EXPO Innovation Choice Awards represented a rise in participation from last year’s 125 votes. Exhibitor and guest votes were not counted. Eligible voters represented school districts, state or federal organizations, Head Start agencies, and school bus contractors.
To be eligible for an entry, participating trade show vendors had to introduce a new, market-ready product between January 2024 and July 2025. STN EXPO attendees voted by scanning a QR code at participating company booths.
The Schenectady, New York, company received 114 votes for Best Safety Technology, 123 votes for Best Hardware and 121 votes for Best Software. It was the fourth year in a row that Transfinder won the Best Software category, the third consecutive year winning Best Hardware, and the second year it took all three categories.
The Transfinder team at STN EXPO 2025.
Transfinder entered the three products in all three categories.
Stopfinder Digital Card ID turns a student’s Android or IOS cellphone into their ID card. “This advancement eliminates the need for substituting RFID cards and/or replacing lost costs. This technology augments Transfinder’s parent app Stopfinder, providing parents peace of mind that their child made the bus and tracking the bus’s location,” Transfinder stated in its nomination.
Meanwhile, Transfinder Enterprise includes everything from route visibility to attendance routing, posts to student lookup. Transfinder’s Wayfinder ETA dashboard and real-time capability can now be shared with school building personnel and other stakeholders in Viewfinder. This capability enhances communication. Additionally, using the driver app, Wayfinder, the most efficient route based on student riders can be generated.
“For example, a late bus can have different students riding different days depending on the activities they participate in,” Transfinder stated. “When students scan their ID cards as they get on the late bus, for example, the safest and most efficient route is created for the driver.”
Users can post on any record type, such as student, trip or vehicle to facilitate a conversation around that record. The information is then accessible across all Transfinder solutions.
Transfinder said its map incidents solution tackles a growing concern of students crossing by adding a functionality in Routefinder PLUS to “view where students not just cross the street to get on the bus but what streets they cross on their way to the bus. With PLUS, users can embed trip and street data and logic into their maps and trips, making it easier for routers to design safer trips.”
Transfinder noted, adding the data is then viewed on Wayfinder.
Meanwhile, BYD electric school bus spinoff RIDE was unopposed last month in the green technology category. The manufacturer was attendees’ choice for the third consecutive year, this time for its blade battery (below). The manufacturer won the same category last year for its Type C “Creator” and in 2023 for its Type A “Achiever.” The lithium iron phosphate blade battery features a direct cell-to-pack design, utilizing thin “blade-like” cells that eliminate the need for conventional modules.
BYD says its Blade LFP battery in RIDE electric school buses virtually eliminates thermal events, as it passed nail penetration tests, was crushed and bent, and survived being heated in a furnace to 300°C and overcharged by 260 percent.
RENO, Nev. – The Green Bus Summit at STN EXPO West was a gathering of enthusiastic minds to discuss the technology and training needed to achieve a clean energy future.
Advancing School Bus Innovation RIDE
Frank Girardot, senior vice president of electric school bus manufacturer RIDE Mobility, noted during a panel discussion that there is a sales job involved when transportation staff must convince district administration that electric school buses (ESBs) are a good investment.
Craig Beaver, administrator for transportation at Beaverton School District in Oregon, said his ESB journey began with grant writing and utility cooperation. Operationally, he said bus capacity, battery size and the reliability of the OEMs are of utmost importance. Beaverton assigned ESBs to certain routes, not specific drivers. Beaver, the 2024 STN Transportation Director of the Year, said even diesel devotees have come around to appreciate them.
Jim Snow, CEO of Mid-Placer Public Schools in rural northern California, has propane buses and is implementing electric buses. He noted that stacking federal and state funding is key. When choosing buses, he said to prioritize the needs of the students, which for his district means those with special needs.
Meanwhile, Jessica Sevilla, director of fleet and facilities for Antelope Valley Schools Transportation Agency in California, said that having the right staff, driver and mechanic training, and vendor relationships throughout the process is crucial so everyone feels supported. She advised leveraging futureproofing and AI tools in planning processes.
Rural Elko County School District in Nevada is just starting its electric bus journey with the use of grants and is currently participating in a V2G pilot program, which provides no-cost infrastructure. “We had to look at what was available and how it would meet our needs,” Director of Transportation Seth Canning said.
Jarrett Garife, manager of transportation for the rural Monterey (California) County Office of Education, applauded state funding and underscored the need for driver buy-in. He said he needed to buy a diesel bus to use for driver recertification during the ESB implementation process.
Girardot added that to successfully run operations, rural districts must consider things like route length, bus capacity, temperature changes and staff training. Several panelists said that rural milage challenges were assuaged by using DC fast chargers.
Panelists also agreed that good communication and training for drivers and mechanics is important to a successful ESB implementation. Beaver and Snow noted that drivers need to be specifically trained on things like regenerative braking and handling the extra weight of ESBs with heavy batteries.
Beaver said he eases his team’s trepidation with ESBs by reminding them, “It’s just a school bus.”
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Images by Vince Rios Creative.
Fuel of Choice Blue Bird
Stephen Whaley, alternative fuels manager for Blue Bird Corporation, reviewed the upcoming California Air Resources Board (CARB) emissions reduction from 0.2 g/bhp-hr to 0.035 g/bhp-hr in 2027, the disruptive growth of alternative fuels in Blue Bird’s business and why school districts should consider clean fuels.
During a panel discussion he reviewed the stories of Kay Cornelius, transportation director for rural St. Louis County Schools in northern Minnesota, Diana Mikelski, director of transportation for District 211 in Illinois, and Anthony Jackson, executive director of transportation for Bibb County School District in Georgia, who praised propane school buses for their reliability and quiet operation as well as both fuel and maintenance savings.
Chris Horstman noted from his career experience – as a past school bus driver and current director of transportation for Ithaca City School District in New York – that misconceptions about propane and gasoline buses had to be overcome but that both have proved durable. Gas and propane both produced significant savings over diesel, he said.
Andrew Thompson, fleet manager for Boulder Valley School District in Colorado, runs mostly diesel, propane and gasoline. The district later acquired the state’s first electric school bus, which he said was met with some hesitation but did not require complicated infrastructure setup. The plan is to transition to 50 percent electric buses over 15 years. Thompson discussed his DC fast charger preferences and noted the differences between Level II and Level III chargers.
Both panelists agreed that maintenance professionals find the propane buses easier to work on.
Additionally, John Wyskiel, new president and CEO of Blue Bird, took the stage Monday morning, July 14, before magician Jon Petz’s keynote and recapped the OEM’s dedication to safety, demonstrated through the standardization of lap-shoulder belts, driver airbags, LED lighting, collision mitigation systems and more safety equipment. Blue Bird also supports propane and electric school bus deployment, with the most ESBs deployed in the U.S. — 2,500.
He praised Blue Bird’s partners, dealers and employees who help support school districts around the nation and reaffirmed a commitment to continued service in anticipation of the company’s upcoming centennial in 2027.
Your Route. Reimagined. Micro Bird
Alexandre Ratte, vice president of sales and marketing, recapped Micro Bird’s three generations of quality and safety and reiterated its commitment to progress and growth. Its gasoline, propane and electric solutions are all built in house.
Marc Gravel, general manager of Micro Bird’s electric subsidiary Ecotuned, next revealed that the G5e Type A electric school bus, which was introduced last year at STN EXPO West, is in full production with buses being delivered to customers. This bus was part of the STN EXPO West Ride and Drive event on Sunday evening in the parking lot of the Peppermill Resort Casino.
Two G5e options provide a choice of either 150- or 200-mile range. The lithium iron phosphate (LFP) battery packs come with an eight-year warranty and the buses can support both fast DC and AC charging. Vehicle to grid (V2G) technology and over the air updates are also supported.
Gravel shared that the G5e endured 100+ degree temperatures on a trip through the Mohave Desert, while also revealing valuable learning lessons about the need for increased charging infrastructure. The bus also performed well in negative 15-degree temperatures in Canada, he added.
Gravel reiterated the company’s dedication to customer service, borne out by the Micro Bird Academy and expert service available across 70 service locations throughout North America.
An attendee takes notes at STN EXPO West 2025. (Image by Vince Rios Creative.)
The Healthy, Cost-effective Route to School Transportation Propane Education & Research Council
Driving the Future with Cummins: Forging a Sustainable Outlook Cummins
“Clean energy is our future,” declared Richard Garvin, director of strategy and commercial business development for Cummins.
Francisco Lagunas, general manager for the Cummins North American bus market, reiterated the company’s support for the EV market. “Wherever you are in your electrification plans, we will meet you there – and we have a whole ecosystem to assist you,” he confirmed.
Matt McGinn, senior director of EV sales and business development for Cummins, noted that districts can see current energy market shifts as an opportunity to diversify rather than as an obstacle.
When it comes to future-proofing, Garvin added that securing funding sources like grants is a big part of it. McGinn said that the best solution for each district depends on its location and goals. Senior Gas Sales Executive Emilliano Pantner confirmed that Cummins is there to help no matter what bus or infrastructure combinations a district needs to achieve those goals.
Pantner, who also oversees microgrids, noted that districts should have a good handle on their current data and metrics to then develop a plan for clean energy that also aligns with operational and student needs. Garvin spoke about the patience that is needed for each district’s “Road to Zero,” which for Cummins has an achievement goal of 2050.
“This is going to be incremental rather than rapid,” he said. “We need to be transparent and collaborative to reach those goals.”
Comprehensive training, online resources and customer service are integral parts of Cummins’ offerings, panelists confirmed.
Attendees shared their concerns about rampant parts unavailability and questioned what Cummins is doing at the federal level to support EV funding for districts who have begun their electrification journeys and are now facing funding loss. Panelists confirmed Cummins’ efforts in parts tracking, grant seeking and federal lobbying, though they confirmed that some things in flux are out of their control. Cummins is always open to feedback and dedicated to improvement, they stated.
Image by Vince Rios Creative.
Innovative Parts Management Strategies, Solutions for Fleet Management IC Bus
“You guys have a lot going on and we want to come up with solutions that make your life easier and make you better at what you do,” said Alex Borror, sales director for IC Bus parent company International.
He shared how OnCommand Connection now comes standard on all IC Buses and allows mechanics visibility to alerts in real time so they can direct the driver to come in for service if needed. Though its focus is vehicle health, it also tracks GPS and driver behavior to allow for training opportunities. Electric school bus operators, especially, can find valuable insights in the dashboard and related app, Borror added.
He also shared that IC Bus dealers can help locate funding for electric and other types of buses through their Incentive Prospecting Tool. Additionally, Sourcewell is legally aligned with the OEM to help streamline the purchasing process.
Gregory Baze, national parts account manager for IC Bus, revealed feedback that school district maintenance professionals were spending a lot of time on the phone or internet trying to locate parts or putting together standard stock orders.
RepairLink is an ecommerce platform designed to help mitigate those pain points by allowing dealer customers to look up and order the parts they need on their own, at no extra cost. Benefits include time saved, greater inventory availability, real-time order updates, a VIN-based catalog, easy reorder of saved carts, and cost-saving promotions.
Baze noted that this service was a positive development due to the trend toward online purchasing which has made its way over to the school bus industry. Setup, search and ordering are easy, and there is a buyback program.
“We do more than sell buses,” Baze summed up. “If you’ve got a problem, don’t suffer through it alone.”
Attendees asked about whether parts can be tracked, like on Amazon, and Baze responded that technology is progressing quickly, with that feature planned for wide rollout. A question was presented on the shortage of electric bus mechanics from dealers, which panelists said is being temporarily alleviated through satellite service stations while district mechanic training is ramped up. Multiple attendees expressed the need for more ESB training, which Baze and Borror encouraged them to get from their dealers and the IC Bus University.
Powering the Future: Practical Insights for Electric Bus Charging EO Charging
“EV and school bus make a great marriage,” declared Brad Beauchamp, EV product segment leader for Blue Bird.
Adam Wilkum, North American sales director for UK-based turnkey provider EO Charging, noted that EV charging is an area where an ounce of prevention is worth a pound of cure. “Don’t be afraid of vendors,” he quipped.
Marc Riccio, vice president of strategic partnerships for comprehensive charging solutions provider Highland Electric Fleets, pointed out that a flawed infrastructure setup that lacks futureproofing and copious communication with partners wreaks havoc with timelines and budgets. He advised “patience, perspective and persistence” through the process.
Manny Huguez, president of charging technology provider Zerova Technologies, said vendor partnerships cover all bases and help districts not only set up but also optimize their new electrified operation. They must also be carefully chosen since businesses do leave the EV space, as in the case of the recently bankrupt bus manufacturer Lion Electric Company. Districts must be mindful and do their due diligence.
“Pick a partner, not a product,” he advised. “You have to be able to depend on them for the long run.”
Beauchamp reviewed several aspects districts should carefully consider, including Level II versus Level III charger choice and bus to charger interoperability.
Huguez underscored how mission critical such considerations are so students are not left stranded. “We aren’t delivering packages here,” he said. He added that training is being expanded so district mechanics can service ESBs instead of waiting hours for certified technicians to do so.
Riccio spoke on how the fixed schedules and timing of school bus routes, as well as the fact that buses are basically batteries on wheels, makes them ideal for vehicle to grid (V2G) and vehicle to everything (V2X) use cases or emergency response situations where the main electrical grid is down.
The panelists spoke to the ever-changing and improving nature of EV technology and looked to the future with optimism. Beauchamp stated that, despite federal Clean School Bus Program funding slowing down, EV isn’t going anywhere and will continue to grow.
WORCESTER, Mass. — On Thursday, July 24, the Massachusetts Clean Energy Center (MassCEC), in coordination with its partner Vermont Energy Investment Corporation (VEIC), will host an electric school bus (ESB) Ride and Drive event. This event is designed to support school districts and municipal stakeholders in exploring zero-emission transportation solutions by providing hands-on experience with a variety of ESB models from multiple manufacturers. The Ride and Drive is part of MassCEC’s broader School Bus Advisory Services Program, which provides no-cost technical assistance to public school districts planning for fleet electrification.
WHO:
Sarah Consalvo, Worcester Public Schools, Brian Picariello, VEIC, and Rachel Ackerman, MassCEC.
WHAT:
MassCEC School Bus Fleet Program Ride and Drive
WHEN:
Thursday, July 24, 2025
10:00 AM – 1:00 PM
WHERE:
Worcester Public Schools Transportation Department, 115 Northeast Cutoff, Worcester, MA 01606.
WOODRIDGE, ILL. – Hendrickson announces the official launch of the newest advancements in STEERTEK NXT steer axles on International RH, LT, and MV series trucks and IC Bus CE series buses, expanding the reach of Hendrickson’s next-generation axle technology to even more of the commercial vehicle market. Weight optimization was designed into every component, from axle seat and knuckle castings to axle beam refinements. Proudly fabricated and assembled in the U.S.A., this innovative axle design provides up to 25 pounds of additional weight savings compared to the previous generation, while maintaining its advantages in serviceability, dependability, and maintenance for today’s demanding fleet operations.
With this launch, Hendrickson has expanded its limited warranty coverage for STEERTEK NXT axles with rated capacities of up to 14,600 pounds. The existing 10-year, 1-million-mile limited structural warranty still covers the axle and kingpin assembly, steering arm assembly, and knuckle assemblies. Now, additional warranty coverage on kingpin bushings, kingpin wear, thrust bearings, tie rods, and tie rod ends is included for 5 years or 750,000 miles*.
“The expansion of our STEERTEK NXT advancements to International reinforces our commitment to delivering innovative solutions that provide value to fleets,” said Sean Whitfield, Director of Marketing at Hendrickson. “This axle is built to go the distance while making service easier and less frequent, which is a win for both fleets and technicians.”
Key Features and Benefits:
Proudly fabricated and assembled in the U.S.A.
Premium value steer axle at International
Weight savings for improved efficiency and payload capacity
Extended recommended service intervals to help reduce maintenance downtime
Two-piece knuckles for easier, more cost-effective service
Exceptional dependability backed by years of performance in commercial vehicle applications
Superior warranty coverage
*Refer to Hendrickson’s updated STEERTEK NXT/STEERTEK axle warranty statement for complete terms, conditions, and limitations
Hendrickson, a Boler company, is a leading global manufacturer and supplier of medium- and heavy-duty mechanical, elastomeric and air suspensions; integrated and non-integrated axle and brake systems; tire pressure control systems; auxiliary lift axle systems; parabolic and multi-leaf springs; stabilizers; bumpers; and components to the global commercial transportation industry. Hendrickson, based in Woodridge, IL., USA, continues to meet the needs of the transportation industry for more than 110 years. Visit Hendrickson at www.hendrickson-intl.com.
School Transportation News sat down with Patrick Duan, Co-CEO at RIDE to learn more about how the electric school bus manufacturer is approaching the North American school bus market and the future of funding.
Duan started his career with parent company BYD in 2004, serving as a design engineer. He continued up the ranks, ultimately serving as the senior vice president of operations. After 20 years with BYD, Duan became the co-chief executive officer of the new RIDE division. He’s held the position for the past two years.
RIDE, which offers purpose built electric school buses, launched its Achiever Type A followed by its Dreamer Type D in 2021. Its Creator Type C officially entered the market last summer, at which point STN EXPO West trade show attendees voted it the Best Green Technology.
Duan discusses the guiding principles of RIDE, the remaining challenges and emerging opportunities of electric school buses, and more.
STN: What inspires RIDE when creating new school buses and technology?
Duan: At RIDE, we develop and deliver innovative transportation technologies designed to positively impact people’s lives, especially those of children, our most important passengers. Inspired by a deep commitment to safety and health, we strive to create solutions that ensure a secure and nurturing journey for the next generation.
STN: What is your long-term vision for the future of school transportation in the U.S., and how does RIDE fit into that picture?
Duan: School transportation will not only be safer, cleaner and more efficient, but it will also contribute to energy resiliency. Battery-electric school buses serve as mobile energy storage units, integrating with local microgrids to support the community’s energy needs.
RIDE emphasizes the innovation of battery technology and integration with charging infrastructure and utility platforms, while maintaining a strong focus on customer support.
STN: What do you see as the advantages of electric school buses, beyond the environmental benefits?
Duan: Vehicle-to-Grid (V2G). Bi-directional capability allows electric school buses to both draw power from and supply power to the grid. This enables ESBs to act as distributed energy resources, supporting grid stability, peek shaving, and energy storage, making them active participants in modern, flexible grid systems. V2G capability makes ESBs not only cleaner but also more cost-efficient for school transportation by allowing electric school buses to store energy when demand and prices are low and feed that energy back to the grid when demand is high.
STN: What are some of the challenges school districts face when transitioning to electric school buses? How is RIDE helping them overcome those barriers?
Duan: Transitioning to ESBs requires extensive project coordination among key stakeholders, including OEMs, contractors and utility companies. While ESBs offer significant long-term cost savings over traditional powertrains, the initial investment for vehicles, chargers and infrastructure can be substantial. RIDE Eco, a dedicated team supported by a nationwide network of partners, was formed three years ago to deliver turnkey solutions that cover charging infrastructure, technology integration and project financing, simplifying the transition for school districts.
STN: What has customer feedback been on the Type C Creator that STN EXPO West attendees awarded Best Green Technology last year?
Duan: Thank you for the recognition. We’ve received overwhelmingly positive feedback on the quiet, smooth operation of the Creator, as well as its versatile range of vehicle sizes and battery capacities. What truly sets the Creator apart is its commitment to safety—featuring the “Blade Battery” design—and our industry-leading, 12-year, 800 MWh throughput battery warranty, providing unmatched long-term value and peace of mind.
STN: Why is the Blade an important long-term technological advancement for RIDE’s electric school buses?
Duan: The new Blade Battery offers exceptional safety and longevity. Built with lithium iron phosphate (LFP) cells, it has passed demanding safety tests—including the nail penetration test—without emitting smoke or fire, showcasing outstanding thermal stability. Its innovative blade-shaped, cell-to-pack architecture eliminates traditional modules, significantly boosting space efficiency and enabling higher volumetric energy density for extended driving range.
STN: Can you share any details of pilot programs or partnerships that you see as proving the business case for electric school buses?
Duan: Since 2024, we have delivered over 160 electric school buses in the U.S. A flagship deployment in Northern California features 75 RIDE Achiever buses equipped with V2G technology. On average, this fleet collectively returns 4.5 MWh of energy to the grid each day—enough to power approximately 150 homes for a full day.
STN: How do you see policy and funding (EPA Clean School Bus Program, state funding, mandates, regulations) playing a role in accelerating the adoption of electric school buses?
Duan: Federal and state-level funding and mandates are essential for accelerating the adoption of ESBs. Programs such as the EPA’s Clean School Bus Program provide substantial grants and rebates that help offset the upfront costs of the vehicles and associated charging infrastructure. In addition, state-level incentives increase affordability and often align with broader climate and transportation goals. States like California have
implemented mandates with clear timelines, creating market certainty for school districts, manufacturers and utility providers.
These funding mechanisms often go beyond vehicle procurement, including support for planning and infrastructure development. This ensures that districts are equipped not only with buses, but also with the necessary charging equipment, workforce training and grid upgrades. Such support is especially critical for enabling advanced technologies like V2G, which require robust infrastructure and coordination across multiple sectors.
STN: How do you see tariffs impacting the industry?
Duan: Tariffs could significantly impact the entire school bus industry and its supply chain. This is particularly true for the rapidly growing ESB sector, where tariffs can create short-term cost pressures and disrupt supply chains. These added costs may slow down deployment and strain school district budgets.
STN: Why did RIDE choose to build up its school bus inventory instead of 100-percent, made-to-order like other OEMs?
Duan: RIDE brings extensive experience in designing and manufacturing a wide range of commercial electric vehicles, including transit buses and coaches—segments that typically operate within a made-to-order, highly customized market. However, when we began developing our school bus platforms several years ago, we recognized a unique opportunity: To standardize the platform design.
This strategic shift has enabled significant improvements in our manufacturing processes, enhancing overall production efficiency, consistency and scalability. By moving away from a fully customized model and adopting a standardized approach for school buses, RIDE is better positioned to meet growing demand, streamline operations and deliver high-quality electric school buses at scale.
STN: What other innovations or trends are you most excited about in the next five years for school bus fleet electrification?
Duan: Two major innovations are poised to redefine the future of electric school bus fleets. First is the mass-market implementation of V2G technology, which positions ESBs as critical assets in energy resilience. By enabling bidirectional charging, school buses can store and return electricity to the grid, supporting peak load management, emergency back up, and greater grid stability.
Second is the integration of advanced driver assistance technologies, a game changer for both safety and operational performance. These technologies enhance driver and passenger safety, improve the overall driving experience, help address the ongoing driver shortage by easing workload, and boost fleet efficiency through features such as automated braking, lane-keeping and collision avoidance.
STN: Thank you.
Editor’s Note: As reprinted in the June 2025 issue of School Transportation News.
As school transportation departments gear up for the new school year, those with Lion Electric buses have additional challenges: How to address warranties, maintenance and repair concerns in the wake of the company’s financial struggles and recent acquisition by Canadian real estate developer Groupe MACH.
Customers’ worst fears were realized Friday, when Deloitte Restructuring released a letter detailing that all previous warranties for all purchases made outside of Quebec are null and void.
The writing has been on the wall since at least May, said Valerie Tremblay, Green Communities Canada sustainable mobility lead and co-coordinator for the Canadian Electric School Bus Alliance. She noted a press release that stated Lion Electric, now branded as Lion, is focusing exclusively on electric school buses, fully assembled locally and intended for the Quebec market.
“This means the company will no longer manufacture other electric vehicles and will limit electric school bus (ESB) sales to Quebec,” she added.
The impact is immense. Lion Electric has more than 2,200 electric commercial vehicles on the roads across North America, logging more than 62,000 miles a week with more than 32 million driven miles transporting 130,000 children, then company spokesman Patrick Gervais said earlier this year.
Herscher CUSD No. 2 district in Herscher, Illinois, already implemented Plan B ahead of Friday’s confirmation letter about voided warranties, said Superintendent Dr. Richard Decman.
“We are working with alternate vendors at the expense of the school district to help keep our electric buses functional and on the road,” Decman noted. “Currently, six of our 25 (Lion) electric buses need some type of repair.”
Lion ESBs represent half of Herscher’s overall fleet of 50 buses. The district had been given $9.875 million for the purchase of 25 electric buses and the related charging stations.
Herscher CUSD is one of many dealing with similar challenges. What started as an effort to replace old diesel school buses with clean and quieter ESBs has turned into a major challenge, both in dealing with Lion Electric as well as with the U.S. Environmental Protection Agency’s Clean School Bus program.
Funded by the 2021 Bipartisan Infrastructure Law, the program was designed to provide $5 billion from fiscal years 2022 to 2026 to replace existing school buses with zero-emission and clean school buses.
To date, 1,039 awards have been issued to 1,344 school districts and nearly $2.785 billion of the total $5 billion has been awarded, replacing 8,936 buses.
Meanwhile, the EPA stopped accepting applications for the 2024 rebate program on Jan. 14. Originally, awards were to be announced by last month. No additional information has been given about their status.
In a response to School Transportation News Friday, EPA said it, “is not able to offer legal advice to school districts regarding their warranty contracts with Lion Electric” and referred the question to the U.S. Department of Justice’s Office of Public Affairs, which also said it could not respond to the matter.
Lion also has not responded to STN requests for input.
Meanwhile, Yarmouth School Department in Maine bought two Lion Electric buses in 2023 with a state of Maine grant reimbursing the purchase 100 percent, said Superintendent Andrew Dolloff. The town’s Climate Action Committee prioritized awareness and action pertaining to climate change and use of renewable energy, he noted, adding a quality ESB program aligns with the town’s goal of being carbon neutral in the coming decade.
But the Lion ESBs often display messages indicating heating, electrical or battery problems, necessitating they be pulled out of service. Dolloff said Lion has not responded to the department’s inquiries regarding repairs.
“We’ve had some sporadic service over the past two years, but as soon as the tech leaves, the buses produce error codes again, and then the technician quits or is released, and we wait a few months for the next response,” said Dolloff, adding the buses did not operate during the 2024-2025 school year.
Dolloff previously told STN, “We have asked for the buses to be replaced, not likely, or for compensation to be made so we can purchase others, also not likely, and have communicated with Maine’s Department of Education and the Governor’s Office, who have reached out to the EPA to see if there might be some relief provided through their grant programs.”
Dr. Andrew Brooks, superintendent of schools for the Wethersfield District #230 in Kewanee, Illinois, told STN earlier this year the purchase last fall of three Lion Electric buses was funded by the EPA. Upon finding out Lion was in financial trouble, he reached out to his service contact, who relayed that he had been laid off.
Brooks said the district would seek another supplier, such as Blue Bird, IC Bus or Thomas Built Buses.
Of Los Angeles Unified School District’s 250 electric buses, 28 — about 11 percent of the district’s electric fleet or 2 percent of its total fleet — are Lion Electric ESBs. A spokesperson said Los Angeles Unified is proactively working with vendor partners that have retained qualified technicians and engineering staff with Lion-specific experience to ensure continuity of maintenance and support of the Lion buses.
Looking ahead, the district is working to include long-term maintenance and support requirements for future electric school buses contracts, helping ensure operational stability and vehicle performance across its fleet.
As for Group MACH’s decision to only sell ESBs in Quebec, Tremblay noted the shift appears to be driven by two factors. The first is market concentration. Quebec is home to more than 1,000 Lion buses, making it the largest single jurisdiction for ESBs in North America. She said focusing operations locally allows Lion to maintain service and support for this fleet.
The province also offers targeted incentives, up to $240,000 per ESB assembled in Canada. Lion is one of only two companies eligible for this funding, the other being Type A school bus manufacturer Micro Bird. Until recently, Quebec also mandated that all new school bus purchases be electric. Most U.S. states and other Canadian provinces don’t offer the same level of consistent, per-bus subsidies. Without these incentives, Tremblay said Lion lacks confidence in sustained demand outside Quebec.
She also noted Lion’s press release states that maintenance services in Quebec will resume shortly and warranties for Quebec-based vehicles will be honored. But, she added, not honoring warranties outside Quebec and non-existent or minimal maintenance support “has contributed to the company’s assets being undervalued in its recent acquisition.”
For Lion bus owners outside of Quebec, Tremblay advised school bus operators to review purchase agreements to understand Lion’s contractual obligations regarding warranties and service.
They should contact third-party service providers to explore options for ongoing maintenance and repairs and reach out to dealers or manufacturers to confirm whether they offer service support for Lion ESBs in their region, she added.
While school bus contractor First Student can take on Lion warranty work for a fee, a spokesperson said the company will only offer any EV maintenance work on a case-by-case evaluation basis with school districts.
CALSTART is leading an effort to support school districts affected by the ongoing Lion Electric bankruptcy and subsequent ownership changes, noted Stephanie Ly. senior manager of eMobility strategy and manufacturing engagement for the World Resource Institute’s Electric School Bus Initiative.
“They are supported by our Electric School Bus Initiative and the Alliance for Electric School Buses,” she added. “CALSTART held a national forum focused on the Lion Electric issue and has an online form for school districts to fill out if they want to receive any potential future guidance or resources.
Ly advised existing Lion electric bus owners to try to ensure they have as many resources as possible to continue operating and maintaining their buses, including keeping documentation such as training materials, owners’ manuals and similar information.
David Weber, business development manager for School-Radio, analyzes new bus radio and communication technology solutions that can optimize district operations.
Regional Sales Manager James Holtz gives us a glimpse of the innovative new electric school bus Blade Battery from RIDE.
Amidst rapid developments in the clean fuel school bus market, Francisco “Paco” Lagunas, general manager of the North American bus market for Cummins, and Richard Garvin, director of strategy and commercial business development, present answers from the energy leader.
Director of Transportation Teri Mapengo discusses operations, technology and fostering the kind of positive workplace culture that won Prosper Independent School District in Texas a Top Transportation Teams award at this week’s STN EXPO in Reno, Nevada.
As diesel school buses reach the end of their lifeline, many school districts are exploring battery-electric options as a cleaner, healthier, and more cost-effective alternative. While there may be initial concerns around workforce readiness, safety, and driver experience, the transition to electric school buses brings a host of benefits – and we’re here to help guide you through it.
Will I need to find new trained and skilled personnel to operate and maintain these new electric buses?
A successful shift to electric school buses does depend on a knowledgeable workforce, but that doesn’t mean starting from scratch. At RIDE, we offer a tiered training program that covers everything from basic maintenance to advanced technical diagnostics, designed to support your team every step of the way.
We understand that each school district has unique needs, which is why we customize our support to fit your specific requirements – whether through the RIDE customer service team or our network of authorized maintenance dealers. Our team is always just a phone call away, ready to guide you through the transition with personalized assistance every step of the way.
How do electric school buses improve rider safety?
Safety, especially battery safety, is our top priority. RIDE school buses are purpose-built and equipped with lithium-iron phosphate battery technology offering a reliable and secure solution for student transportation.
RIDE batteries undergo extensive testing including crushing, heat and puncture resistance, and come with a 12-year warranty. Through innovative technologies, rigorous testing, and comprehensive training programs, RIDE goes above and beyond to ensure battery safety – offering a level of assurance that sets us apart from our competitors in the market.
In addition to battery safety, RIDE electric school buses have successfully passed some of the most rigorous structural tests in the industry, including a side intrusion test and the Colorado Racking and Kentucky Pull Test, ensuring maximum structural integrity and safety.
Furthermore, RIDE buses are equipped with all key industry-standard safety components. Our engineering team works closely with suppliers to continuously enhance product safety from the rider’s perspective.
Will electric school buses affect driver performance?
Electric school buses are designed to enhance, not hinder, driver performance. Many drivers report a smoother and more responsive driving experience compared to diesel buses. With instant torque and regenerative braking, electric buses provide greater control and easier handling, particularly in stop-and-go traffic or on hilly routes.
The quiet operation of electric school buses heightens the driver’s ability to monitor the school bus and its passengers. The overall reduced noise level allows for clearer communication between the driver, students, and any adults on the bus, especially during emergencies or stops. The sustainable design also helps reduce harmful emissions, improving air quality for students – especially those with asthma or respiratory issues.
In addition, the quiet operation of electric buses helps reduce driver fatigue and allows for better focus. Without the constant rumble of a diesel engine, drivers can more easily hear and communicate with students, leading to a calmer and safer ride.
The shift to battery-electric school buses represents more than just a change in technology – it’s a commitment to cleaner air, healthier communities, and a more sustainable future for our students. While the transition may come with questions, solutions are already in place to support every step of the journey. Let’s take the next step forward, together.
A curious thing happened in New York State last month. While it is normal each spring
for states to approve budgets for the coming fiscal year, and adding all sorts of funding
provisions, New York legislators took the opportunity to address school bus electrification.
What’s so abnormal about that, you ask? After all, the state is staring down a 2027 deadline for all school districts and bus contractors to only purchase zero-emission school buses, in other words battery-electric.
The budget added another year extension to 2029 for school districts demonstrating hardships in meeting the compliance date, and that’s a good thing. At the same time, legislators included a provision that seemingly makes selling and buying electric school buses that much harder.
Article 11-C calls for independent, third-party estimated range testing in all operating conditions. School bus dealers will need to provide real-world data (or as closely replicated as possible) that demonstrates how range is affected by different road conditions, topography and weather. And by Jan. 1, 2026, no less. While the industry
desperately needs accurate, real-world range estimates rather than perfect-world scenarios that don’t exist, the possibilities under this budget are arduously endless.
Like with most legislation, the devil is in the details. And this budget lacks a lot of it.
The New York State Energy Research and Development Authority (NYSERDA) administers the New York School Bus Incentive Program, which supports the adoption of electric school buses across the state. A spokesperson told me, “many engineering firms and other companies across the country focus on testing buses, which could include the range of buses.” But NYSERDA doesn’t maintain a list of names.
Institutions like West Virginia University’s Center for Alternative Fuels, Engines and Emissions come to mind, but at what price? A representative there had not responded to my question on the feasibility of such a project. The logistics of each manufacturer shipping a year’s worth of electric school bus orders to a testing facility or facilities
makes no logistical or financial sense. Then, there’s the question of how to test. An electric vehicle expert I spoke with said testing an electric school bus on a dynamometer could cost well over $50,000.
That’s before finding a climate-controlled room to mimic all the different weather conditions not to mention road surfaces. It is certainly improbable if not impossible
to physically test drive each school bus on all conceivable types of routes throughout the state.
The NYSERDA spokesperson added that specialized equipment is not necessary, “just buses and a comprehensive testing plan to compare buses and track energy use and miles driven.”
But no such plan for school buses currently exists, according to industry insiders I spoke with. There is statistical data collection for other electric vehicles that could serve as a starting point. The National Renewable Energy Laboratory also has a free data logger that is compatible with telematics systems but is only working with a half-dozen fleets so far.
Meanwhile, the New York fine for noncompliance with the testing, enforced on Jan. 1, is $1,000 per bus. NYSERDA did not respond to a question on where fine revenues would go. Funding a program to help school districts purchase electric school buses and infrastructure would be a good place to start, or to fund the testing it calls for. But who’s to say school bus dealers don’t simply take the fine and proceed with the sale, and pass through the additional costs to customers?
I hear the provision was added to the budget by legislators as a counterbalance to extending the school district waiver and because of the contrast between OEM range estimates and actual range from the field. Expect ongoing discussions in Albany throughout the summer and fall. Realistic electric school bus range data is sorely needed,
there’s no question about that, and existing telematics data from each school bus model and each battery configuration is the key. Take that data and quantify by weather, road conditions and geography. I’m simplifying, of course. The challenge remains that there aren’t enough electric school buses on the nation’s roads yet, much less New York’s, to account for every type of route in every climate. But it’s a start.
The work needs to begin yesterday, or legislators need to fix the provision, to avoid a winter of discontent in the Empire State and possibly beyond.
Editor’s Note: As reprinted in the June 2025 issue of School Transportation News. NYSERDA responded to comments after the article went to print, noting that penalties for violations may be recovered by the attorney general, per Section 199-p of the General Business Law. Find more updated information on the state budget.
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Alison Wiley is a transportation electrification professional who helps bus fleets make the transition from diesel to electric. She produces the the 
